Aspotogan Peninsula Active Transportation Strategy by UPLAND

Caribou Consulting

Aspotogan Peninsula

Active Transportation Strategy

Aspotogan Peninsula

Active Transportation Strategy April 05, 2011

Prepared for the Route Enhancement Committee of the Aspotogan Peninsula (RECAP)足足

CARIBOU Caribou CONSULTING Consulting

Steve Betts Alec Johnston Bruce Mans This work is a senior student project produced in partial fulfilment of the requirements of the Master of Planning programme at Dalhousie University, Halifax, Nova Scotia, 2011.

Aspotogan Peninsula Active Transportation Strategy

Introduction Caribou Consulting

Volume A

Executive Summary Caribou Consulting, a team of Dalhousie Master of Planning students, was tasked with preparing an Aspotogan Peninsula Active Transportation Strategy. The plan area contains a scenic coastal road with low traffic, providing an excellent starting point for encouraging active transportation. The goals of the Strategy are to: • Provide a safe, enjoyable and aesthetically pleasing route for all road users • Promote active and healthy living • Encourage tourism-based economic development • Act as a pilot project for other rural coastal areas in Nova Scotia The scope of the Strategy includes: • An improved route design • A marketing and communications strategy • An active transportation network that can be integrated with a larger Nova Scotia network • A phased implementation plan Cyclists, pedestrians and motorists use the road regularly. However, conflict between motorists and these active users presents a significant challenge. Two public consultations were held in 2006 about the conflicts. Results of these meetings identified significant concerns such as narrow roadways and shoulders, poor pavement conditions and a lack of education among all road users with respect to road sharing. The first priority of the Strategy is to improve road safety. In the short-term, the marketing and communications strategy focuses on education and awareness of safety concerns. Since the road is owned and maintained by the Nova Scotia Department of Transportation and Infrastructure Renewal (TIR), an effective partnership is required to implement physical improvements. Due to financial considerations, a lack of space and policy support, major physical improvements to the road may not be feasible in the short-term. The Strategy identifies priority areas of concern and suggested solutions, including recommended road cross-sections and warning signage. The low vehicle traffic and scenic qualities of the road can encourage active transportation among local residents and visitors to the area. The Strategy builds from existing active and healthy living programs to encourage and support local active transportation initiatives. The Strategy also proposes additional trail connections to increase route connectivity. The Strategy also aims to increase active tourism in the medium to long-term, which can provide economic benefits to rural regions. The Aspotogan Peninsula is examined as a pilot project for active transportation investments in a rural coastal part of Nova Scotia. Integration with a future provincial active transportation network is explored. Finally, the Strategy provides a phased implementation plan, including key partners, roles, timelines, financial considerations and policy amendments.

Aspotogan Peninsula Active Transportation Strategy

Table of Contents Aspotogan Peninsula Active Transportation Strategy

Introduction Caribou Consulting

Volume A

Introduction Executive Summary Project Context

IV A-1 A-2 A-3 A-4 A-4 A-5 A-6

A Pilot Project  Context Map  Goals  Objectives

Report Outline References

Volume B

Background Introduction

Partners, Policies and Initiatives

Socioeconomics

Demographics Labour Characteristics

Modal Choice Public Health

Physical Geography Settlement Areas Route Use Vehicular Use Bicycle Use Pedestrian Use

Route Conditions

TIR Road Guidelines AT Design Parameters Cross-sections Surface Quality Steep Slopes Sharp Curves Intersections Speed Limits

Services & Amenities SWOT Analysis References

Introduction

B-2 B-2 B-4 B-5 B-6 B-6 B-7 B-8 B-9 B-10 B-10 B-12 B-12 B-13 B-13 B-14 B-15 B-16 B-18 B-20 B-21 B-21 B-22 B-24 B-25

Volume C

Route Design Introduction Safety Solutions

Proposed Physical Improvements Proposed Warning Signage

Priority Locations

Rail Crossings Fox Point Hill Northwest Cove to Bayswater Bayswater Corner

Provincial AT Network The Blue Route

Wayfinding

Proposed Wayfinding Signage

Aspotogan AT Network The Aspotogan Route Tertiary Routes

Services & Amenities

Amalgamated Services and Amenities Siting Criteria Technical Specifications Candidate Sites

References

C-2 C-2 C-3 C-5 C-7 C-8 C-9 C-9 C-10 C-10 C-11 C-13 C-13 C-15 C-16 C-17 C-22 C-22 C-23 C-24 C-24 C-28

Volume D

Marketing and Communications Introduction Know Your Market

Public Consultation Benchmarking / Monitoring

Focus on Safety

Share the Road Program Local Events Marketing & Communications Material Web and Social Networking

Active & Healthy Living

School Programs & Local Events Marketing & Communications Material

Economic Development

Bicycle-Friendly Business Program Marketing & Communications Material Web & Social Networking

Bikeways Integration Evaluation References

D-2 D-2 D-3 D-3 D-4 D-4 D-5 D-5 D-6 D-7 D-7 D-8 D-8 D-8 D-9 D-10 D-10 D-11 D-11

Aspotogan Peninsula Active Transportation Strategy

VII

Volume E

Implementation Introduction Phasing

Short-term Actions Medium-term Actions Long-term Actions

Financial Considerations

Road Improvements Trail Improvements Signage Amenity Hotspots Marketing and Communications

Policy

Proposed Amendments

References

E-2 E-3 E-3 E-4 E-5 E-6 E-6 E-7 E-8 E-9 E-10 E-11 E-11 E-16

Volume F

Appendix Case Studies

Route Verte, Quebec North Carolina, USA The Netherlands

Existing Policy

Provincial Policy Provincial Legislation Municipal Policy Community Initiatives

Existing Marketing & Communications Physical Geography Elevation Bedrock Geology Surficial Geology

Surveys

Bicyclist Survey Resident Survey Service Provider Survey

Example Brochure TIR Standards References VIII

Introduction

E-2 E-2 E-3 E-4 E-5 E-5 E-7 E-8 E-10 E-11 E-15 E-15 E-16 E-16 E-17 E-17 E-22 E-26 E-30 E-32 E-33

Project Context This report is an Active Transportation Strategy for the Aspotogan Peninsula, a scenic rural coastal area in Nova Scotia, Canada. We have prepared the Strategy for the Route Enhancement Committee of the Aspotogan Peninsula (RECAP), a volunteer group of citizens working to improve active transportation options on the peninsula. Active transportation (AT) typically refers to any form of human-powered transportation, including walking, cycling, in-line skating, and even kayaking. Active modes of transportation, however, are not usually considered in rural roadway designs. Most rural roadways are designed for high-speed, motorised transportation. For rural routes with active transportation users, the focus on the automobile can lead to conflict between different road users. For example, one report states that “cycling in Nova Scotia, with few exceptions, is viewed as unsafe and there are few incentives to encourage citizens to use a bicycle as transportation” (Eastwind Cycle, 2009, pg. 4). Governments across Canada are beginning to recognize the benefits of active transportation for both local residents and visitors. An increased level of physical activity and increased safety can realize public health benefits. There are also environmental benefits, as using active modes of transportation produces zero greenhouse gas emissions. Finally, AT can also have economic benefits. Nova Scotia is well positioned to benefit from increased cycle tourism. The province has many scenic, low-traffic rural routes, and investments in AT infrastructure will attract additional visitors and boost rural economic development. Other areas have recognized these benefits of route enhancements and have taken the initiative to invest in active transportation infrastructure. In 1995, Vélo Québec, in partnership with the Government of Quebec, announced the development of the “Route Verte”, a 4000 kilometre bikeway network that travels throughout urban and rural areas on shared roads and dedicated cycling lanes. In addition to health and recreational benefits, the route is an economic success. From an initial investment of $88 million, estimated annual cycling related revenues are $95 million (Université du Québec à Montréal, 2003). In North Carolina, investments in bicycling facilities in the Outer Banks region of the state provided an annual return of over 9 times the original investment (North Carolina Department of Transportation, 2004). In the Netherlands, an investment over 20 years of approximately $150/km/yr gave a return on investment of approximately $75,000/km/yr (Netherlands Cycling Platform, 2010). The initiatives described in these case studies focus on cycling infrastructure; however, in many cases the initiatives encourage road users to share the road, benefitting all road users. Details of these three case studies are provided in Volume F - Appendix. Active transportation advocacy groups in Nova Scotia are calling for a province-wide network incorporating best practices from Quebec, North Carolina, the Netherlands, and other jurisdictions that have proven economic, environmental and health benefits. Eastwind Cycle, in a report to Bicycle Nova Scotia, laid the groundwork for a cycling network (Eastwind Cycle, 2009). However, it is not only advocacy groups in Nova Scotia that see the benefits of AT infrastructure; levels of government in Nova Scotia do as well. The Nova Scotia Department of Health and Wellness has funded the development of bikeways plans for several Nova Scotia municipalities, including the Municipality of the District of Colchester. Active transportation plans have been completed for the Halifax Regional Muncipality, the Town of Bridgewater and the Cape Breton Regional Municipality.

Aspotogan Peninsula Active Transportation Strategy

A-1

A Pilot Project The Aspotogan Peninsula is well positioned to act as a pilot project for investments in rural active transportation for three reasons. The first reason is the location. The peninsula is a scenic coastal region located approximately forty five minutes from downtown Halifax, and close to other South Shore destinations such as Peggy’s Cove, Lunenburg and Mahone Bay. Surrounding the peninsula is a coastal roadway (hereafter referred to as the “Route”), which has ocean views and low traffic volumes that attract local cyclists and competitive/recreational cyclists from Halifax and beyond. The region’s residents are very dependent on private automobiles for transportation and the South Shore has some of the lowest physical activity rates and highest obesity rates in the province. Second, there is local support on the Aspotogan Peninsula for route improvements focusing on active transportation. RECAP is engaged in the community and envisions a bicycle and pedestrian route that is both safe and aesthetically pleasing, and that maintains and enhances the characteristics of the rural environment, yet creates a new standard for rural roadway design that encourages active transportation. Third, there are acknowledged safety concerns with the existing Route around the peninsula. Two public consultations about road safety were held in early 2006 and cyclists and community representatives identified several key concerns: • There are poor road conditions and a lack of sufficient shoulders on the Route. • There is a lack of education and awareness of both cyclists and motorists with respect to road sharing. There were concerns that cyclists were not riding in single file and that motorists were not providing cyclists with enough room to manoeuvre. • There is a lack of signage on the Route. There were no signs alerting motorists to the presence of cyclists. The consultations also identified key opportunities: • Road safety improvements benefit all road users. Improving safety for cyclists will improve safety for motorists and pedestrians as well. • There is potential for rural economic development from cycle tourism. Quebec and Prince Edward Island market directly to cyclists who in turn spend money in rural communities. • Other communities in Nova Scotia are developing bikeways networks. Since 2006, RECAP has continued to promote active transportation and made significant progress towards safer route conditions. Share the road signs and several bike racks have been installed and RECAP would like to build on positive feedback from the community. We have considered RECAP’s vision, results of public consultations, and best practices to develop the Aspotogan Peninsula Active Transportation Strategy.

A-2

Introduction

Context Map

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0 km

5 km

10 km

15 km

Aspotogan Peninsula Active Transportation Strategy

20 km

A-3

Goals Develop an Active Transportation Strategy for the Aspotogan Peninsula that will: • Provide a safe, enjoyable and aesthetically pleasing route for all road users • Promote active and healthy living • Encourage tourism-based economic development • Act as a pilot project for other rural coastal areas in the province

Objectives • • • • • • • • •

A-4

Improve actual and perceived safety Increase awareness of the variety of road users Minimize project costs for funding partners Provide a continuous and connected route to encourage use Maximize convenience to attract and retain active users Make sure that the route is relevant and accessible to local residents Increase active tourism Improve the local business environment Respect the local history and natural surroundings

Introduction

Report Outline The Aspotogan Peninsula Active Transportation Strategy is organized into five volumes. These volumes should not be considered as separate documents, but rather as essential components of the Strategy. A supplementary sixth volume, the Appendix, is also attached. Aspotogan Peninsula Active Transportation Strategy Aspotogan Peninsula Active Transportation Strategy

Introduction Caribou Consulting

Volume A

Volume B

Volume C

Volume D

Volume E

To provide a context for the Aspotogan Peninsula Active Transportation Strategy we first conducted a background study. In Volume B - Background, we first summarize key partners, policies and initiatives related to active transportation. Next, we provide geographic and socioeconomic information for the Aspotogan region, including demographics, health data and other relevant statistical information. The final part of the background section is an inventory of existing roadway conditions, including cross-sections, route use, problem areas, signage and surface conditions. Informed by the background study, we conduct a strengths-weaknesses-opportunities-threats (SWOT) analysis of the Route with respect to active transportation. The Aspotogan Peninsula Active Transportation Strategy will respond to issues developed from this analysis while considering project goals and objectives. Volume C - Route Design considers existing problem areas identified from past public consultation, recent consultation with local experts and our background analysis. We evaluate route design alternatives based on established best practices, financial considerations and project objectives. The section includes both provincial and local design solutions. We first specify proposed road safety improvements and focus on priority locations. We then outline an AT network specific to the Aspotogan Peninsula and discuss how the Aspotogan Route can integrate with a provincial AT network. Finally, we identify how amenities for active route users can be amalgamated into â&#x20AC;&#x2DC;hotspotsâ&#x20AC;&#x2122;.

Aspotogan Peninsula Active Transportation Strategy

A-5

Next we outline a strategy for promoting active transportation on the Aspotogan Peninsula in Volume D Marketing and Communications. In this section, we review existing marketing material and present a marketing strategy with options for different media, such as web, print, local outreach and social media. The strategy focuses on education about safety issues on the route, encouragement of active and healthy living, in addition to strategies that encourage rural economic development. We have developed an improved RECAP brochure and also propose a survey that can be used by RECAP or others to collect detailed information about route users and the potential economic impact of route improvements. In Volume E - Implementation, we provide a phased implementation plan that identifies key partners, roles and timelines. We also estimate financial considerations and suggest policy amendments for the Municipality of the District of Chester’s policy documents. Volume F - Appendix includes supplementary information for this report, including relevant policies and TIR standards, physical geography, surveys, an example brochure and a review of existing marketing and communications materials.

References

Eastwind Cycle. (2009). Nova Scotia Bikeways: Scoping the Blue Route. Infrastructure Inventory, Route Mapping and Feasibility of Implementation for a Provincial Bikeways Network. Prepared for Bicycle Nova Scotia. Retrieved from http://www. eastwindcycle.com/download-document/33-bns-final-report-january-2009.html Netherlands Cycling Platform. (2010). Cycle Tourism in Holland. Presentation by Eric Nijland. Retrieved from http:// www.fietsplatform.nl/public/file/presentation_English_may2010.pdf North Carolina Department of Transportation. (2004). Pathways to Prosperity:The Economic Impact of Investments in Bicycle Facilities. A Case Study of the North Carolina Northern Outer Banks. Retrieved from www.ncdot.org/bikeped/download/ bikeped_research_EIAfulltechreport.pdf Université du Québec à Montréal (UQAM). Chaire de Tourisme. (2003). Les Retombées Économiques de la RouteVerte. Rapport final présenté à Vélo Québec. Retrieved from http://www.velo.qc.ca/rv/projet/RetEconRV2003.pdf

A-6

Introduction

Caribou Consulting

Aspotogan Peninsula Active Transportation Strategy

Background Caribou Consulting

Volume B

Introduction

Background information is needed in order to help characterize the study area, since we recognize that active transportation route enhancements must fit within the local context. To conduct a background study, we collected information in various ways: • • • •

Review of policy documents and legislation Statistics Canada census information Geographic Information Systems data Discussions with RECAP, community organizations, representatives from provincial and municipal government, active transportation experts and local business owners • Site visits, conducted on bicycle, foot and automobile To inform a Route Design and Marketing and Communications Strategy, we conducted a strengths-weaknessesopportunities-threats (SWOT) analysis with respect to active transportation on the Aspotogan Peninsula.

Partners, Policies and Initiatives At the municipal level, the study area is split between two political entities, as seen in the map on page B-3. Most of the study area falls under the jurisdiction of the Municipality of the District of Chester, a district of Lunenburg County. The northwestern portion is under the jurisdiction of the Halifax Regional Municipality (HRM), which includes the town of Hubbards. The following outlines key partners and policies for the Strategy. Municipality of the District of Chester (Chester): The Municipality has an Integrated Community Sustainability Plan (ICSP) that recognizes AT as a key component of economic and social goals needed to become a more sustainable community. Chester has also developed, in partnership with the Town of Mahone Bay and the Nova Scotia Department of Health and Wellness, an Active Living Strategy. This has led to the hiring of an AT coordinator who is developing a Chester AT Plan. Halifax Regional Municipality (HRM): The HRM has developed an Active Transportation Plan. The Aspotogan region straddles the border of HRM and Chester; co-operation with HRM is needed to ensure continuity. Nova Scotia Department of Transportation and Infrastructure Renewal (TIR): TIR owns and maintains roads in the study area. Route improvements are therefore their mandate. The Nova Scotia Highway Functional Classification System includes guidelines for road shoulder widths based on traffic volumes and speeds but not specifically for AT purposes. Currently, TIR is developing a new AT policy. Nova Scotia Department of Health and Wellness (DHW): DHW funds municipal AT initiatives and works with government and non-government partners to facilitate knowledge transfer on AT, support the development of AT infrastructure and promote connected communities throughout the province. DHW does not directly build AT infrastructure, except for trails. B-2

Background

Nova Scotia Department of Economic and Rural Development and Tourism: The Department promotes the development of transportation infrastructure that stimulates economic activity, but does not have a mandate to promote AT. Aspotogan Heritage Trust (AHT): The AHT is based out of Hubbards and supports community groups within the region by facilitating the development of their visions into realities by providing resources and financial aid. One of the communityâ&#x20AC;&#x2122;s core values is community health through participation in an active lifestyle. Nova Scotia Motor Vehicles Act: This Act has recently been amended (not yet proclaimed) to include a provision that motorists are required to maintain a one metre distance when passing any cyclists on all roadways. Nova Scotia will be the first province to introduce such legislation. Nova Scotia Trails Act: This Act includes provisions for the establishment and maintenance of trails in the province.

Hubbards

Municipal Districts Municipality of the District of Chester Halifax Regional Municipality

Data Map work

Municipality of the District of Chester, 2006 Caribou Consulting, 2011

Aspotogan Peninsula Active Transportation Strategy

B-3

Socioeconomics

This section provides socioeconomic information about the Aspotogan region. Information for this section was gathered online from Nova Scotia Community Counts, a Nova Scotia government database derived from Statistics Canada data. Community Counts divides the region into three areas: Chester, Blandford, and Hubbards, as shown below.

Aspotogan Communities Chester Blandford Hubbards

Data Map work

B-4

Background

Community Counts Nova Scotia, 2006 Caribou Consulting, 2011

Demographics The demographics of the Aspotogan region in 2006 reflects an aging population. Almost half of the population was over fifty years of age. Overall, the population is growing. The Blandford region experienced a population growth of over ten percent between 1996 and 2006. The Municipality of the District of Chester and local community groups indicated that the region continues to experience an influx of retirees, suggesting that an aging trend is likely to continue. Many of these retirees are purchasing homes in new subdivisions along the coast. This demographic profile does provide opportunities. According to consultation with local businesses in the region, the average age of the cycle tourists on the Route is between forty-five and sixty-five.

Population Pyramids

Female

Hubbards

Population Change Chester

% Data Source

-1.2%

Male

5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 +

Blandford 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 +

Chester

2006

1996-2006

10.2%

Community Counts Nova Scotia, 2006

4.1%

Blandford

Hubbards

Data Source

Community Counts Nova Scotia, 2006

Aspotogan Peninsula Active Transportation Strategy

B-5

Labour Characteristics

2006

Goods Producing Data Source

Chester

Blandford

Services Producing

Community Counts Nova Scotia, 2006

Hubbards

Although the services-producing sector is the largest sector overall, the most dominant industries are in the goodsproducing sector. In Hubbards, the top three industries are Manufacturing (14.5%), Retail (9.4%), and Health Care (9.2%). In Chester: Manufacturing (14.5%), Construction (11.9%), and Retail (11.7%). In Blandford: Manufacturing (16.4%), Construction (15.1%), and Retail (11.1%). Tourism related industries form a small percent of the employment base.

Modal Choice

Chester

2006

Automobile

Passenger

Transit

Walk

Data Source

Blandford

Bicycle

Other

Community Counts Nova Scotia, 2006

Hubbards

Residents of the Aspotogan region rely heavily on the automobile to get to work. In Blandford over ninety-five percent of the population commutes to work by car. One notable exception is Chester, where 12.4% walk to work. The census data indicates that no one cycles to work in Blandford or Chester. Less than one percent of the population does so in Hubbards.

B-6

Background

Public Health

The Aspotogan Peninsula falls within the South Shore District Health Authority, which includes Queens County and Lunenburg County. Overweight and obesity issues are significant concerns. Almost one in three persons in the South Shore are obese and have high to extremely high health risks. Overweight and obesity rates are approximately five to six percentage points higher than the provincial rate and twelve to fourteen percentage points higher than the national rate. The district also has noticeably lower physical activity rates than the province and country.

South Shore

Data Source | Lunenburg Countyâ&#x20AC;&#x2122;s Vital Signs, 2010 Graphics | Caribou Consulting, 2011

Overweight & Obesity Rate

Obesity Rate

Physical Activity Rate

30.1% 63.8% 43.5% 5.2%

Above Provincial Rate

Nova Scotia

12.3% Above National Rate

5.8%

Above Provincial Rate

13.7% Above National Rate

8.3%

Below Provincial Rate

Obesity Rate

Overweight & Obesity Rate

Physical Activity Rate

6.4% Above

7.9% Above

0.7% Below

Obesity Rate

Overweight & Obesity Rate

Physical Activity Rate

9.0% Below

National Rate

24.3% 58.0% 51.8% National Rate

Canada

National Rate

17.9% 50.1% 52.5% Aspotogan Peninsula Active Transportation Strategy

B-7

Physical Geography

The physical geography of the Aspotogan region is one of its biggest assets. The coastal route winds through scenic coves, inlets and bays. The scenery along the Route provides a fantastic backdrop for local cyclists and a destination for those visiting the region. The Route is mostly flat with slightly rolling terrain, with some steeper sections that emphasize the need for road safety and sharing. Mapping the slopes and lakes of the region provides a useful reference when considering network development or other route enhancements. Significant bodies of water and slopes over six percent can place constraints on AT network development. However, these constraints can also be viewed as potential assets of an enjoyable and aesthetically pleasing AT network. New routes can provide recreational opportunities and improved access to lakes and streams, while slopes can provide scenic viewpoints. A manageable slope for an AT route is determined by its length and incline. It is best to completely avoid slopes of eight percent or more if the topography allows for it (Velo Quebec, 2003).

Percent Slope Legend: Less than 8 8 - <15 15 - <20 20 or more

Data | Municipality of the District of Chester, 2006 Map work | Caribou Consulting, 2011

B-8

Background

Settlement Areas

The earliest recorded settlements on the Aspotogan Peninsula were established by the Mi’kmaq. Historical records document Mi’kmaq hunting and fishing camps in Fox Point (1), Northwest Cove (3), Aspotogan (4) and East River (6) (Snowden, 1983). During the eighteenth century, European immigration brought Irish and English settlers to the region, establishing isolated fishing communities along the coastline, such as Mill Cove (2) and Blandford (5). The ocean was vital to the early settlers as it provided both a means of transportation and livelihood. By the mid-twentieth century, the construction of Route 329 extended development in a linear fashion outside of the original fishing communities (Snowdon, 1983). During the 1960s, the Canadian Navy built CFS Mill Cove, which led to increased residential development to house military personnel (Young, 2010). Today, the peninsula’s close proximity to Halifax and the Town of Chester, along with its popularity as a recreational destination for both locals and tourists, has led to increased coastal and inland development. Further development of the area can offer the opportunity to create AT connections that link existing roads and trails, as well as, establish new connections to important community assets.

Settled Areas Legend:

1 6

Rail Trail Highways Civic Address

Fox Point Mill Cove Northwest Cove Aspotogan Bayswater East River

1 2 3 4 5 6

3 4 5

Data | Municipality of the District of Chester, 2006 Map work | Caribou Consulting, 2011

Aspotogan Peninsula Active Transportation Strategy

B-9

Route Use

This section provides route usage information for Route 329 and Trunk 3. Vehicle traffic data is available from TIR; however, cyclist and pedestrian counts have not been collected. Cyclist counts are estimated based on discussions with local businesses and community groups.

Vehicular Use Traffic volumes are not consistently distributed along the roadways. Trunk 3 and Route 329 near Hubbards have the largest traffic volumes. The traffic volume between Hubbards and Mill Cove is almost eight times greater than between Northwest Cove and Bayswater. RECAP indicates that higher traffic between Hubbards and Mill Cove results in problem spots for pedestrians and cyclists. Numerous people consulted for this project indicate that traffic has increased due to residential development on the peninsula. However, the increase in traffic is not confirmed by the data. According to the data, traffic seems to be increasing over time in some sections and decreasing in other sections.

Route 329 Section:

Length (km):

Annual Average Daily Traffic (2006):

1) Trunk 3 (Hubbards) to Mill Cove Road (Mill Cove) 2) Mill Cove Rd (Mill Cove) to Northwest Cove North Line 3) Northwest Cove North Line to Cottage Road (Bayswater) 4) Cottage Rd (Bayswater) to New Harbour Rd (Blandford) 5) New Harbour Rd (Blandford) to Deep Cove Rd 6) Deep Cove Rd to Trunk 3 (East River)

5.46 6.35 8.15 5.2 5.77 9.29

2330 600 300 370 750 830

Section:

Length (km):

Annual Average Daily Traffic (2006):

7) Halifax/Lunenburg County Line to Route 329 (East River) 8) Route 329 (East River) to Graves Island Rd (East Chester)

10.3 5.49

1360 2810

Trunk 3

Source: TIR. Traffic Services. (2009a). Traffic Volumes: Primary Highway System 1999-2008.

B-10 Background

Average Daily Traffic Volume 3000

2250

1500

Data Source Map work

TIR Traffic Volumes, 2008 Caribou Consulting, 2011

Aspotogan Peninsula Active Transportation Strategy B-11

Bicycle Use Statistics Canada data indicates that no one cycles to work in the Blandford or Chester regions. In the Hubbards region, the number is less than one percent. Children cycle the Route in order to get to school or to visit friends. In fact, Shatford Memorial Elementary School in Hubbards recently organized a cycle to school day, in which over ninety percent of children participated, according to organizers. The school is in the process of building a trail to connect to the Aspotogan Rail Trail which runs behind the school. The Aspotogan Rail Trail provides an excellent opportunity for active transportation. However, there are several challenges, including a trail surface that can be too coarse to accommodate road bikes. The Aspotogan Rail Trail is also less scenic than Route 329 and is shared with ATVs. Precise data is not available regarding the number of recreational or tourist cyclists that use the Route. However, discussions with local restaurants provides an estimate. The Trellis Café estimated that in the summer, approximately one fifth of all lunch customers are cyclists. The café estimated that seventy-five percent of cyclists were from Halifax or closer, and twenty-five percent were tourists. There were many of the same faces on a weekly basis, with a typical age of forty-five and sixty-five. The Deck estimated that a minimum of seventy-five cyclists per month stop there. Doris’ Diner, on the other hand, estimated a maximum of ten per month. According to consultation with RECAP and Eastwind Cycle, the number of guided cycle tours on the South Shore has declined in recent years. One reason could be economic recession. Another reason suggested is an increase in traffic on many South Shore roads, including Route 329. Other nearby cycling routes may also be competing with the South Shore for tourists. The Annapolis Valley is becoming popular with tour groups and many Nova Scotians go to Prince Edward Island to cycle the Confederation Trail. Québec’s Route Verte has also become a premier cycle tourism destination.

Pedestrian Use Typical of rural roads, pedestrian use is low. No pedestrian counts are available, but consultation with RECAP and other groups indicate that pedestrian use is concentrated between Hubbards to Mill Cove and near Blandford. In Hubbards, a sidewalk was recently installed to improve safety conditions particularly for children. For the remainder of the Route, pedestrians walk on the unpaved shoulder, which can be narrow and in poor condition.

B-12 Background

Route Conditions

This section of the background study describes the Department of Transportation and Infrastructure Renewal’s (TIR) Highway Functional Road Classification System and makes a comparison with conditions on the Route. We discuss the physical challenges of the Route, including road widths, surface quality, steep grades, tight curves and intersections. Although the design guidelines are often adequate for most forms of AT, actual on-site conditions may provide a more challenging environment. The Route is not scheduled for improvements in TIR’s five year highway improvement plan (TIR, 2010).

TIR Road Guidelines Active transportation is not considered in TIR’s policies and regulations, although the Department is in the process of developing an active transportation policy. When this policy is completed, it will provide a mechanism to consider active transportation in road construction and maintenance. TIR has reviewed the functional classification of roads with respect to roadway and shoulder widths (TIR, 2007). Its Highway Functional Classification System classifies routes as arterial, collector, or local roads, based on service function, estimated trip time, traffic volume, flow characteristic, vehicle type and normal connections. There are further divisions within each classification. According to the Classification System, Route 329 and Trunk 3 would each be considered a ‘minor collector road’. Two simplified cross-sections for a minor collector are shown to the right according to the guidelines (the Department’s technical drawing can be found in Volume F - Appendix). The first shows the guideline for resurfacing, restoration or rehabilitation, which focuses mostly on extended highway service life or safety improvements. The second shows the guideline for new construction or reconstruction, which involves a major change in the existing roadway.

Resurfacing, Restoration Resurfacing, Restoring, Rehabilitating or Rehabilitation

Unpaved Shoulder

1.20m

Unpaved Shoulder

3.00m

1.20m

8.88m

New Construction/Reconstruction

Unpaved Shoulder

1.50m

Unpaved Shoulder

3.30m

1.50m

10.08m

Data Source Map work

TIR, 2008 Caribou Consulting, 2011

Aspotogan Peninsula Active Transportation Strategy B-13

The following tables outline additional road standards for ‘minor collector roads’. Highway Design Guidelines for Trunk 3 and Route 329 Design speed range, km/h Gradient - Maximum, % Lane width, m Shoulder type Shoulder width, m Finished top width, m Minimum ROW width

90-80 9 3.3 Unpaved 1.5 10.4 50 Source | TIR, Highway Design Guidlines, File No.: S-2009-001 2009

Design Speed Parameters for Minor Collector Posted speed - max., km/h Horizontal curve - min. radius, m Stopping distance - min., m Vertical sag curve - min., k Vertical crest curve, min., k Passing sight distance, min., m

80 250 140 30 35 550

70 190 110 25 22 490

Source | TIR, Highway Design Guidlines, File No.: S-2009-001 2009

AT Design Parameters For on-road AT routes, roadway guidelines are often sufficient to provide acceptable conditions for pedestrians and cyclists. Both Trunk 3 and Route 329 are designed for speeds that far exceed the speeds achieved by AT users. However, the lower speeds of AT users may create conflicts at crossing points, on steep slopes and in corners where shorter site lines may not allow for sufficient stopping time or distance. For the purposes of route design on the Aspotogan Peninsula, cyclists and pedestrians are the primary active user groups. Cyclists travel at higher rates of speed, require more room to manoeuvre, are able to travel longer distances, yet are more vulnerable on steep grades than pedestrians. Therefore, the requirements of other forms of AT are mostly accounted for with a functional design perspective targeting the cyclist. Characteristics of a Cyclist Cycling speed varies depending on cyclists’ power, the grade and wind. For the average cyclist on flat ground and with no wind, cruising speed is between 10–20 km/h. Between speeds of 6–10 km/h a cyclist becomes less stable and must weave from side-to-side to maintain balance (Velo Quebec, 2003). For design purposes, a cyclist’s dynamic envelope is a summation of the physical space occupied at rest, the additional space required to maintain balance at low speeds and while cornering and an additional buffer from potential obstacles. Therefore, the minimum space requirement is between one and 1.5 metres (Velo Quebec, 2003). B-14 Background

Cross-sections We measured lane and shoulder widths along sections of Route 329 to compare with the TIR guidelines. A sample of roadway widths were collected during two site visits. Measurements were taken at fourteen separate locations and included potentially unsafe stretches of road (ex. tight corners, hill crests) as well as straight-aways. When compared to current road standards, sections of Route 329 are not meeting current lane width standards, although the average width is consistent with the current standard for resurfacing/restoration or rehabilitation. According to discussions with TIR, it is recommended to pave the roadway and shoulder at the same time, due to cost considerations and the need for consistency between pavement and shoulder. Fox Point Road

Measurement Sites Aspotogan Route

Cross-section

3.30m

3.06m 6.64m

2 Cross Section 1

2.84m

0.15m

3.17m 6.64m

Gutter

Cross Section 2 0.27m

3.07m

2.74m

0.84m

7.40m

4 Cross Section 3

0.18m

3.07m

3.45m

0.10m

3.43m

0.08m

7.28m

13 3 7

0.05m

3.09m

7.13m

Ride Measure 4

Cross Section 4

3.00m

2.95m

11 10

0.37m

6.80m

Gutter

8 Source | Municipality of the District of Chester, 2006 0.15m Map work | Caribou Consulting, 2011

2.87m

3.66m

0.84m

8.00m

Aspotogan Peninsula Active Transportation Strategy B-15

Cross Section 7 Cross Section 5 Cross Section 8

8 Cross Section 6 0.47m

2.69m

2.60m

0.15m

6.39m

3.02m

0.15m

9 0.30m

3.23m

0.10m

2.88m

2.92m

2.62m

2.90m

0.08m

6.38m

0.06m

Ride Measure 6.44m #2

6.98m

Ride Measure 3

3.20m

3.15m

0.10m

6.83m

2.74m

2.84m

0.11m

Ride Measurement 6.27m #1

The space requirements for a cyclist reveal that a cyclist occupying 1.5 metres of the road only leaves between 1.1 metres and 2.1 metres for 14 automobile traffic. In addition, the new provincial one metre rule further reduces the amount of space available to passing motorists. Motorists are thus left with two options; reduce the separation distance between them and the cyclist or cross the centreline to pass. Crossing the centre line is allowed under the amended legislation but doing so does places the motorist in the path of oncoming traffic, increasing the possibility of a collision. The narrowness of the road becomes an even bigger issue on steep slopes and in tight corners. 0.20m

3.10m

0.53m

7.41m

Potential road improvements are limited by the size and quality of the road right-of-way (ROW). Along most of the Aspotogan route the ROW is twenty metres, though in certain areas it may be less than that due to encroachment by buildings or structures. Widening of the roadway is not possible in some locations. In addition, steep terrain and proximity to the sea may limit possible uses of the ROW.

Surface Quality Road surface quality is an important factor for encouraging active transportation on rural routes. Pedestrians require surfaces free of tripping hazards and vegetation. A rough road surface also makes for an unpleasant and potentially dangerous ride for cyclists. There are a range of different road conditions on the Route. Some sections are in good shape while others are heavily degraded. Based on our observations, the Route can be separated into four distinct sections based on surface quality, as seen in the map to the right.

Hubbards to The Lodge (1) This section of road is in fairly good condition. However, short sections of paved gutter in certain areas restrict road space available to cyclists and create a difficult transition between the unpaved shoulder and the paved roadway. Unpaved shoulders are narrow and erosion has led to dangerous ruts and holes that pose a hazard to pedestrians and cyclists (Photo 1). Occasionally, gravel accumulates around the intersection of driveways and the roadway. Too much debris on the road surface or on corners can destabilize a cyclist.

The Lodge to Aspotogan (2) This section of roadway is the most recently paved section in the study area. The surface is smooth; however, it is already beginning to deteriorate in some areas. During resurfacing, paved gutters were added to areas prone to shoulder erosion (Photo 2). Although the gutters do facilitate drainage and limit erosion of the unpaved shoulder, B-16 Background

they also reduce the amount of road space available to cyclists and are a potential hazard for pedestrians.

Road Sections

Aspotogan to East River (3)

Hubbards to The Lodge Aspotogan to East River

This is the roughest section of road, particularly between Bayswater and Deep Cove. Rough road surfaces further reduce the amount of usable road space and create unsafe conditions. In addition, broken and cracked pavement at the road edge creates a dangerous transition between the shoulder and the roadway (Photo 3).

Legend:

Source | Municipality of the District of Chester, 2006 Map work | Caribou Consulting, 2011

The Lodge to Aspotogan East River to Hubbards

East River to Hubbards (4) The surface of Trunk 3 is in mixed condition. Some segments have been resurfaced recently and are in good condition, whereas other sections have large ruts and cracks (Photo 4). Both the roadway and the paved shoulders are wider on this section.

2 3

4 Aspotogan Peninsula Active Transportation Strategy B-17

Steep Slopes The hilliness of the region is one of the features that attracts recreational cyclists. Approximately two kilometres of the Route has a slope over six percent. Although slopes are not a problem for most pedestrians, maintaining balance can be difficult for novice cyclists, especially on inclines of six percent or more. Therefore, when considering design solutions, it is important to differentiate considerations for inclines and declines, as well as the vertical curves in between.

Inclines A cyclistâ&#x20AC;&#x2122;s climbing capability is a function of cyclist speed, wind speed, grade, surface friction and mechanical friction - the last two being of least importance ( Velo Quebec, 2003). Modeling these variables reveals that most cyclists can maintain a speed of 10 km/h on grades of four percent or less. For grades between four and eight percent, speeds decrease rapidly and the cyclist becomes less stable. Therefore, widening the roadway in steep sections can increase the level of safety for cyclists, especially in the uphill direction.

Slope Percentage Less than 6% 6% - 10% 10% - 15% 15% - 20%

Data Map work

B-18 Background

Municipality of the District of Chester, 2006 Caribou Consulting, 2011

Declines Cyclists are usually more stable when descending hills and therefore require less space than when travelling uphill. The exception is when a descent is combined with a curve, in which case a cyclist leaning into a turn at high speed requires additional space to manoeuvre (Velo Quebec, 2003). Examples of this type of scenario can be found on the section of road between Northwest Cove and Aspotogan.

Source: Google Streetview, 2011

Short Vertical Curves (Blind Crests) Vertical curves connect sections of road with differing slopes. The greater the difference between the two slopes the longer the vertical curve must be to maintain sufficient stopping distance sight lines (Velo Quebec, 2003). Vertical curves that are too short can create blind crests; a dangerous situation which limits the ability of road users to stop if there is an obstruction on the road. Along the Route there a few steep slopes in certain areas that may create blind crests.

Vertical Curve

Aspotogan Peninsula Active Transportation Strategy B-19

Sharp Curves

Legend: Roadway

Data | Municipality of the District of Chester, 2006 Map work | Caribou Consulting, 2011

Sharp Curve

There are a number of potentially dangerous curves along the route, especially in the southern region of Route 329 between Northwest Cove and Bayswater. In some cases, steep slopes and intersections compound the hazardousness of the curve. Cross-section measurements of several curves revealed that lanes are sometimes wider than necessary.

Sharp Curves

B-20 Background

Intersections

Legend: Roadway Rail Trail

Data | Municipality of the District of Chester, 2006 Map work | Caribou Consulting, 2011

Intersection Trail Crossing

Along the Route, there are a number of intersections, private driveways and trail crossings, the result of a linear development pattern within the highway corridor. The highest concentrations of intersections are in more developed areas, such as the Mill Cove and Blandford areas. Intersections pose a number of problems for road users. The most obvious conflict relates to people entering and exiting the main roadway. Intersections that involve cyclists or pedestrians crossing the roadway are of particular concern.

Speed Limits Along the route, posted speed limits range from 50 to 80 km/h. Lower speed limits are posted around more densely populated areas and along more dangerous stretches of road. It is important to consider speed limits, as they play an important role in road user safety.

Legend: 50 km/h 60 km/h

Data | Municipality of the District of Chester, 2006 Map work | Caribou Consulting, 2011

70 km/h 80 km/h

The low travel speeds of active route users compared to motorists can create unsafe conditions, especially in situations where inadequate sight lines offer insufficient stopping distances for motorists overtaking active route users. Minimum stopping sight distance is the lowest visible distance required by a driver to bring the vehicle to a stop before reaching an obstacle in the vehicleâ&#x20AC;&#x2122;s path (SGE Acres, 2006). In other words, motorists must be able to see active users on or crossing the road in sufficient time to decide whether to pass or stop. Therefore, reduced speed limits in areas where active road users are sharing the road with motorists can improve road safety.

Aspotogan Peninsula Active Transportation Strategy B-21

Services & Amenities Different services and amenities can be found along the Route; however, they are few and disconnected from one another. The following maps include an inventory of existing services and amenities, and are grouped into four categories; 1) food and lodging, including hotels, bed and breakfasts, camping, restaurants, convenience stores, and seasonal canteens; 2) rest stops, including picnic areas, shelter, scenic pull-offs and information displays; 3) recreational links, including links to hiking, sailing, swimming, scuba diving, kayaking, canoeing and fishing; and 4) other amenities, such as parking, bicycle parking, public washrooms and telephone, waste receptacles and water fountains.

Food & Lodging Lodging

Campground

Restaurant

Seasonal canteen

B-22 Background

Rest Stops Picnic Table

Sheltered Picnic Area

Scenic Pull-Out

Information Displays

Recreational Links Other Amenities Bicycle path Swimming Area

Hiking Trail Scuba Diving

Parking Waste Receptacles

Sailing Marina

Kayak Launch

Bicycle Rentals

ATV Trail

Canoe Launch

Public Telephone

Bicycle Parking Public Washroom Kayak Rentals

Aspotogan Peninsula Active Transportation Strategy B-23

SWOT Analysis

Informed by our background study, we have identified strengths, weaknesses, opportunities and threats (SWOT) for active transportation on the Aspotogan Peninsula. The SWOT analysis provides direction and context for fulfilling project objectives.

Strengths

Weaknesses

• Route Enhancement Committee of the Aspotogan Peninsula (RECAP) is a local champion • Aspotogan Heritage Trust • Prior consultations • Municipality of the District of Chester’s Integrated Community Sustainability Plan (ICSP) • Chester Active Living Strategy • Active Transportation Coordinator • Close to Halifax • Low automobile traffic • Scenic • Other recreational opportunities in the area • Unique historical and cultural features • Existing tourist and recreational use • Local restaurants catering to cyclists • Community capacity

• TIR policies and regulations do not consider AT • Route 329 is not part of TIR’s 5-year Highway Improvement Plan • No AT signage policy • No tourism policies for AT as a form of rural economic development • Poor surface quality on roadways in some areas • Recent repaving of sections did not consider AT • Limited road space causes conflict between road users • Widening the road is not possible in some parts of the route • Paved shoulders are expensive • Utilitarian use is very low • Most recreational or tourist uses are for day-trips only • The route is not well marketed as a tourism or recreational destination • Car dependence

Opportunities

Threats

• TIR is developing an active transportation policy • TIR is heading a task force to develop a sustainable transportation strategy • Nova Scotia’s NDP government has made reducing childhood obesity a priority • AT plans are happening across the province • The Nova Scotia Department of Health and Wellness funds active transportation initiatives • The Nova Scotia Motor Vehicle Act has been amended to require a one-metre separation distance between cyclists and motor vehicles • New residential development

• Limited government resources • Potential for high costs for physical route improvements • Increased conflict between road users due to additional active route users • Safety and liability mandates • Continued decline of cycling on the South Shore • New residential development

B-24 Background

References Eastwind Cycle. (2009). Nova Scotia Bikeways: Scoping the Blue Route. Infrastructure Inventory, Route Mapping and Feasibility of Implementation for a Provincial Bikeways Network. Prepared for Bicycle Nova Scotia. Retrieved from http://www. eastwindcycle.com/download-document/33-bns-final-report-january-2009.html Institute for Planning and Design. (2009). Integrated Community Sustainability Plan: Chester Municipality Charts Its Course. Prepared for the Muncipality of the District of Chester. Retrieved from http://www.chester.ca/downloaddocument/1-integrated-community-sustainability-plan.html Halifax Regional Municipality. (2006a). Regional Municipal Planning Strategy. Retrieved from http://www.halifax.ca/ regionalplanning/documents/Regional_MPS.pdf SGE Acres. (2006b). Active Transportation Plan. Prepared by SGE Acres Limited, in association with Marshall Macklin Monaghan and Go For Green, for the Halifax Regional Municipality. Retrieved from http://www.halifax.ca/TDM/ activetransportation/Documents/ActiveTransportationFunctionalPlan.pdf Lunenburg County Community Fund. (2010). Lunenburg County’s Vital Signs. Retrieved from http://www.cfns.ca/ pages/lunenburg/lunenburg_vitalsigns.html Municipality of the District of Chester. (1997, as amended). Municipal Planning Strategy. Retrieved from http://www. chester.ca/download-document/47-municipal-planning-strategy.html Municipality of the District of Chester. (2008). Active Living Strategy: Be active - it’s for life. Retrieved from http:// www.gov.ns.ca/hpp/pasr/publications/Physical-Activity-Strategy-Chester.pdf Nova Scotia Community Counts. (2006). Community Profiles. Retrieved from http://www.gov.ns.ca/finance/ communitycounts/profiles/community Nova Scotia Department of Transportation and Infrastructure Renewal (TIR). (2007). Highway Functional Classification Review. Prepared by Martin J. Delaney. Unpublished. Nova Scotia Department of Transportation and Infrastructure Renewal (TIR). (2008). Sustainable Transportation Strategy 2008. Retrieved from http://www.gov.ns.ca/tran/hottopics/SustainableTransportationStrategy2008.pdf Nova Scotia Department of Transportation and Infrastructure Renewal (TIR). (2009a). Business Plan Fall 2009 – 2010. Retrieved from http://www.gov.ns.ca/tran/publications/businessplan/BusinessPlan09-10.pdf Nova Scotia Department of Transportation and Infrastructure Renewal. Traffic Services. (2009b). TrafficVolumes: Primary Highway System 1999-2008. Retrieved from http://www.gov.ns.ca/tran/publications/TrafficVolumes_ PrimaryHighways_1999-2008.pdf

Aspotogan Peninsula Active Transportation Strategy B-25

Nova Scotia Department of Transportation and Infrastructure Renewal. (2010). Five-year Highway Improvement Plan. Retrieved from www.gov.ns.ca/tran/hottopics/5yearplan.pdf Nova Scotia Department of Transportation and Infrastructure Renewal. (November, 2010). Province Introduces Bicycle Safety Legislation. Accessed on February 2, 2011 from www.gov.ns.ca/news/details.asp?id=20101115008 Nova Scotia Museum of Natural History. (1994) The Natural History of Nova Scotia:Theme Regions.Volume 2. Retrieved from http://museum.gov.ns.ca/mnh/nature/nhns2/ Snowdon, Jim. (1983). History of Blandford 1931-1961. Retrieved from http://www.aspotoganpeninsula.com/ hist1931-1961.htm VĂŠlo QuĂŠbec. (2003). Technical Handbook of Bikeway Design 2nd Edition. Montreal: National Library of Canada. Young, Lt. Cmd. Albert. (2010). Canadian Forces Station Mill Cove, N.S.. Retrieved from http://www.jproc.ca/rrp/ mc_mill_cove.html Nova Scotia Legislation: Environmental Goals and Sustainable Prosperity Act. 2007, c. 7, s. 1. Nova Scotia Motor Vehicle Act. R.S., c. 293, s. 1. Trails Act. R.S., c. 476, s. 1.

B-26 Background

Caribou Consulting

Aspotogan Peninsula Active Transportation Strategy

Route Design Caribou Consulting

Volume C

Introduction The main purpose of Volume C – Route Design is to indicate how design solutions and route improvements can fulfil the goals and objectives of the Strategy. Volume B - Background has identified safety as a key priority of the Strategy. Design solutions addressing actual and perceived safety are therefore presented first. Safety solutions are followed by recommendations for a provincial active transportation network that informs specific design strategies for the Aspotogan Peninsula. These strategies are aimed at increasing connectivity, convenience and active tourism while improving the local business environment. Included in the AT system are networking and wayfinding solutions, as well as services and amenities.

Safety Solutions The hilly terrain and scenic beauty of the Aspotogan Peninsula provide an ideal setting for a regional recreational AT facility. The distance of forty kilometres (fifty if ridden as a loop) is also manageable for most cyclists. However, the narrowness of existing roads combined with steep slopes, blind curves and rough road conditions create unsafe conditions that may deter active users. This can have a negative impact on both local use and recreational or tourist use. Therefore, safety improvements to existing roads and trails are an important part of AT development on the Aspotogan Peninsula. This section proposes potential solutions to improve actual and perceived safety for active users. Safety improvements are separated into two categories: physical route improvements that can be considered during regular roadway reconstruction and warning signage that can improve safety in situations where physical improvements are impossible or not likely to take place in the near future. In most situations, a combination of physical improvements and signage offers the best solution. On the Aspotogan Peninsula, the reality is that both spatial and financial constraints limit the feasibility of extensive physical safety improvements. For example, paving the shoulders along the entire length of the Route would be cost prohibitive and not necessarily achievable in areas with limited right-of way. As a result, we conclude this section by recommending improvements to priority areas. There are a number of technical design standards for safety solutions in AT networks and bikeways. The following safety solutions are based on recommendations found in Velo Quebec’s Technical Handbook of Bikeway Design, the Netherlands’ Design Manual for Bicycle Traffic, the Canadian Institute of Planners’ Community Cycling Manual and identified best practices from other Nova Scotia communities that have undertaken AT planning and design (such as Colchester, Pictou, Bridgewater, and HRM).

C-2

Route Design

Proposed Physical Improvements Physical AT improvements include changes to the existing roadways and trails, as well as considerations during the construction of new on and off-road routes.

Roadway Maintenance Cyclists are particularly vulnerable to poor road conditions. Surface irregularities can cause discomfort and, in the worst case scenario, can also cause accidents. Although the surface of the Route is generally in decent condition, there are certain sections where resurfacing is needed, particularly between Bayswater and Deep Cove. The resurfacing process offers an opportunity to explore other safety improvements such as lane narrowing, road widening, paved shoulders, curve engineering and vegetation removal. It is important that lane markings are repainted at minimum widths and that all lanes include a white line to delineate the shoulder from the travel lane. Creating a smooth transition between paved and unpaved surfaces also reduces hazardous conditions on the roadway.

Paved Shoulders The roadways of the Aspotogan Peninsula are under provincial jurisdiction. Therefore, shoulder paving would need to be done by TIR. The Municipality of the District of Chester can contribute to the process by helping TIR identify sections of the Route for paved shoulders during routine road maintenance. The width of a paved shoulder is subject to the amount of space available, traffic volumes and speed limits. Assuming space is not an issue, the following table outlines the appropriate paved shoulder width for different types of roads. Speed Limit ASDT *<2000 50 km/h or less 1.0 51 - 70 km/h 1.0 > 70 km/h 1.5 *ASDT = Average Summer Daily Traffic

ASDT >2000 1.0 1.5 1.75 Source: Velo Quebec, 2003

Based on measured traffic volumes and posted speed limits, a paved shoulder of 1.5 metres would be appropriate for Trunk 3 between East River and Hubbards, and for Route 329 between Hubbards and Mill Cove. The remainder of Route 329 qualifies for a paved shoulder of one metre.

Image: Lunenburg Active Transportation Plan (DRAFT), Prepared for the District of Lunenburg by CBCL, 2011

Aspotogan Peninsula Active Transportation Strategy

C-3

Recognizing that there are financial and spacial constraints to adding paved shoulders to the entire route, it is recommended that inclines greater than six percent receive paved shoulders. Doing so will provide slower cyclists with additional space to maintain stability at low speeds, walk their bikes if necessary and allow cyclists and motorists room to pass safely. Assuming that an adequate right-of-way exists in these sections, approximately two kilometers of the Route would receive paved shoulders in the uphill direction.

Rest Areas Most cyclists can manage slopes over short distances. For longer climbs, routes can include rest areas at regularly spaced intervals of one hundred metres for active users. There are several longer climbs along the Aspotogan route where rest areas would be suitable. Site of Potential Rest Areas Number Travel Direction Number of Rest Areas 1 South 2 2 North 1 3 South 3 4 North 1 5 North 2 6 South 2 * Where appropriate, rest areas can be combined with amenity hotspots (see Service and Amenities, p. C-22).

Pavement Markings

6 5

1 2 3

Data | Municipality of the District of Chester, 2006 Map work | Caribou Consulting, 2011

Pavement markings are helpful for identifying crossings and defining road space. They can be as simple as a white extent line delimiting the boundary between the traffic lane and shoulder, or as complex as coloured asphalt identifying a crossing at a major intersection. Adding the former to all roadways is a simple and cost effective means of allocating space to different road users. The latter is effective for recommending a preferred location and direction at important crossings. One drawback to pavement marking is that some paints can create a slippery road surface. HRMâ&#x20AC;&#x2122;s AT Functional Guidelines (SGE Acres, 2006) describe an alternative treatment known as microsurfacing, which involves adding coloured pigment to asphalt when it is being laid. This affordable process results in a coloured surface that retains the performance characteristics of asphalt. Blue is the recommended colour for pigmenting or painting as it is most visible in low visibility situations and is considered a neutral colour in the context of traffic engineering. The addition of white extent lines on all roadways on the Aspotogan Peninsula to mark the minimum necessary width of traffic lanes and clearly delimit the shoulder from the travel way can help improve the safety and comfort of active users. Chester can coordinate with the Province to develop a standard pavement marking for highway crossings. Following recommendations made in the HRM AT Functional Guidelines, the Municipality may explore the potential application of microsurfaced asphalt. C-4

Route Design

Proposed Warning Signage Warning signs are used to indicate potential dangers. These signs are typically diamond shaped and yellow with black lettering and/or pictograms. The following section describes the current use of share the road signs on the Route and describes additional warning signs and signals that can enhance safety for active users.

Share the Road Signs Under TIRâ&#x20AC;&#x2122;s policy, share the road signs can be installed on roadways that are recognized as being used frequently by cyclists (TIR, 2006). Ten of these signs are already installed along the Route to warn road users of changing conditions that will require them to use extra caution in order to share the road safely. Although share the road signs are a beneficial tool for improving safety, they must be strategically located rather than distributed at regular intervals. Doing so devalues signage intended to alert road users, reducing its effectiveness where it is genuinely needed. According to TIR policy, potential sites for share the road signs include situations where a roadway narrows significantly, where a paved shoulder or bicycle facility ends, or any other situation where the District Traffic Supervisor deems necessary, such as near steep slopes, tight curves, blind crests or intersections (2006). Based on this criteria it is recommended that share the road signs be added to the route near East Point River, Fox Point Road, Deep Cove Road and along Trunk 3 as shown in the map below.

Share the Road Sign Additions Clockwise Travel Counter Clockwise Travel Existing Sign New Sign Data | Municipality of the District of Chester, 2006 Map work | Caribou Consulting, 2011

Source | Google Maps, 2010

Aspotogan Peninsula Active Transportation Strategy

C-5

Additional Warning Signage In certain situations, share the road signs may not be as appropriate as warning signs designed for specific hazards. The Transport Association of Canada has designed a number of warning signs for road safety purposes in the Bikeway Traffic Control Guidelines for Canada (Velo Quebec, 2003). For example, the Association has developed signs that warn cyclists in advance of steep inclines and declines that can include an optional sign indicating the road grade. Similarly, trail crossing signage can be used. These signs alert drivers to be cautious in situations where off-road trails intersect with roadways. “Bump” signs can alert road users to changes in road condition.

Cycle Activated Warning Systems (Actuated Lights) Actuated lighting systems are commonly used to activate traffic lights at crossings or in tunnels. Recently, New Zealand’s transport agency has been testing cycle activated light systems as a means to improve highway safety on bridges and in mountainous areas. A technical review of the project suggests the system can be a cost effective solution that improves road user interactions (Gardner & Kortegast, 2010). The warning systems can be activated manually with a push button, or by sensors. Once activated, the system illuminates a series of warning lights that alert drivers to the presence of cyclists. This type of system can be installed in areas without sufficient sight lines such as on blind curves, hill crests or in constrained sections of the route where physical improvements are deemed too expensive.

Source | Copenhagenize.com

C-6

Route Design

Source | Niel Wilson (G.B. Weekly), 2009

Priority Locations This section highlights five priority locations for safety improvements.

Priority Locations

Legend:

East River Rail Trail Crossings Hubbards Rail Trail Crossing Fox Point Hill Northwest Cove to Bayswater Bayswater Corner

1 2 3 4 5

Data | Municipality of the District of Chester, 2006 Map work | Caribou Consulting, 2011

Aspotogan Peninsula Active Transportation Strategy

C-7

Rail Crossings There are two specific intersections in East River and Hubbards that pose safety concerns. The Aspotogan Rail Trail intersects Trunk 3 and Route 329 in these areas. The crossings are poorly marked and potentially unsafe for both trail and road users. Recommended safety improvements: • Place stop signs on the rail trail at intersections to alert trail users to the priority of road traffic • Place trail crossing signs on Trunk 3 and Route 329 to alert drivers to be cautious in these areas • Redesign trail so that crossings are perpendicular to the road to reduce crossing length and increase visibility • Reduce highway speed limit in advance of trail crossing • Add pavement markings at crossing

Recommended Safety Solutions Legend:

Trail Crossing Sign Pavement Marking

C-8

Route Design

Stop Sign Rail Trail

Data | Google Maps, 2010 Map work | Caribou Consulting, 2011

Fox Point Hill Uphill Paved Shoulder

Share the Road Sign

Route 329

Bypass Route

The hill at Fox Point provides an example of a section of road where steep road grades create a potentially unsafe shared road space, especially for cyclists travelling in the uphill direction. Recommended Improvements: • Pave shoulders in the uphill direction • Create a multiuse pathway along the coast to provide a less hilly option • Cut back vegetation adjacent to the roadway to improve the visibility of share the road signs • Mark the end of paved shoulder with a share the road sign

Northwest Cove to Bayswater Route 329

Cyclist Warning Lights

From Northwest Cove to Bayswater there are a number of hills and curves. The biggest issue here is adequate sight lines. Because most of the road surface is quite new, the issue is not compounded by poor road conditions. Road reconstruction is not likely in the near future due to the recent repaving of this section of road. Therefore, alternative means of alerting drivers to the presence of cyclists can provide an interim solution between regular road maintenance. Recommended improvements: • Cutback vegetation and install mirrors along road edge to improve sight lines around corners • Add paved shoulders to inclines and tight corners during resurfacing • Install actuated light system on guardrails to alert oncoming traffic to the presence of cyclists and pedestrians

Aspotogan Peninsula Active Transportation Strategy

C-9

Bayswater Corner Paved Shoulders

Share the Road Sign

Route 329

A sharp corner near Bayswater is a safety concern due to the narrowness of the road, poor pavement quality and restricted sight lines. The scenic views of the popular Bayswater Beach may also distract road users as they enter the corner.

Recommended improvements: • Widen lanes and pave shoulders during road resurfacing • Cut back vegetation adjacent to the roadway to improve sight lines • Explore options for lengthening the horizontal curve of the road during reconstruction to improve sight lines • Place share the road signs in the approach to the corner

Provincial AT Network

It is tempting to think of the Route as a closed circuit or loop. However, greater benefits can be realized if it is designed as a part of a larger provincial network. Increased connectivity, convenience, exposure and recreational opportunities can be achieved by connecting the Peninsula to a provincial network. Currently, such a network has not been developed: yet, momentum is building for the justification of one. The Nova Scotia Bikeways Coalition has commissioned a recent report that argues for a such a network called the “Blue Route” and includes a basic skeleton of the network (see map on pace C-11). This section will build on the ideas and the basic skeleton of the Blue Route and identify how the Aspotogan Peninsula can benefit from being designed as a part of a larger network.

C-10 Route Design

The Blue Route Existing roadways throughout the province form the basic skeleton of the Blue Route and total approximately 4,200 kilometres in length (Eastwind Cycle, 2009). The report also recommends several improvements that will need to occur to make these roadways capable for motorists and active users. First, the report recommends that roadways designated within the Blue Route network that have traffic volumes greater than 1000 vehicles per day be prioritised for paved shoulders to increase safety for all road users. Second, the report suggests the placement of route signage and share the road markers throughout the Blue Route to increase the awareness of active users along the road and to improve wayfinding. These recommendations are a good start to improving active transportation in the province. Some more detailed considerations can further improve conditions. For example, creating a unique, visual identity for the Blue Route, including a logo and consistent route markers, would increase exposure through effective branding. Consistent aesthetics will increase recognition which can improve wayfinding and navigation for active users on the road. Also, an effective AT network needs to be properly organized. For example, all of the roads in the province are connected, continuous and organized within an established hierarchy, including arterials, collectors and local streets. Networks for vehicular transportation have been well established for some time and the Blue Route can also be organized according to a hierarchy. We recommend using three types of routes for a provincial AT hierarchy; primary, secondary and tertiary. These tiers are described visualized in a schematic on the following page.

The Blue Route Network Legend:

Primary Route

Source | Bikeways Report, 2009 Map work | Caribou Consulting, 2011

Secondary Route

Aspotogan Peninsula Active Transportation Strategy C-11

Primary Routes Primary routes operate at the highest level within the Blue Route. The key function of these routes is to offer a continuous corridor throughout the province that links smaller, local networks to one another. By having these primary trunk routes in place throughout the province, recreational users are offered more flexibility when planning excursions. They are no longer limited to closed circuits and can create their own trips according to their own needs. The development and maintenance of primary routes would be the responsibility of the province, or a provincially mandated active transportation organization.

Secondary Routes The second tier of routes within a provincial AT hierarchical network are secondary routes. These routes would be linked to the primary route and offer scenic trips for active users. Many of these types of routes already exist in Nova Scotia (such as Cape Breton, Annopolis County, Pictou County), and the Aspotogan Route would also be considered a secondary route. The Eastwind Cycle report (2009) indicates candidate areas throughout the province that could be designated as secondary routes. These routes are approximately 1,800 kilometres in length and are all linked into to primary routes (2009). As many secondary routes are located in coastal areas where physical space for paved shoulders may be severely limited, alternative solutions should be explored. Secondary routes can also be given a name unique to the area and a visual identity or aesthetic, which will improve overall route identity and wayfinding. The development and maintenance of secondary routes would be the responsibility of the province or municipality. Alternatively, the province can work with municipalities or local advocacy groups to establish secondary routes.

Tertiary Routes The final tier of a provincial AT network are tertiary routes. The main function of a tertiary route is to improve linkages between primary and secondary routes, and to offer a fine mesh of alternative paths to areas that are not served by secondary or primary routes. These additional paths and trails will significantly improve connectivity and convenience for AT users, while also increasing recreation options and flexibility. The development and maintenance of tertiary routes could also be the responsibility of the province or municipality.

C-12 Route Design

AT Network Hierarchy Primary Route Secondary Route Tertiary Route

Wayfinding Adequate wayfinding can make navigating and locating services more easy and convenient for users who are not familiar with a route or network. In the same way that motorists rely on route markers and signs to navigate through a road network, active road users also need a similar system of signage. Existing wayfinding in the province currently caters to motorised traffic, and is not conducive to active transportation users for two reasons. First, general road signs may not indicate the quickest route and may not be positioned in ideal spots for active road users. Second, active road users travel slower and have different needs than motorised traffic and therefore, will need their own wayfinding system. This section recommends a more appropriate wayfinding system for active road users to help improve navigation and convenience throughout the provincial AT network.

Proposed Wayfinding Signage In order to improve wayfinding for active road users within a network, signage must be sited strategically to aid in on-route decision making (CROW, 2006). The first step in establishing a wayfinding system is to identify important locations throughout the network. These locations will include all the relevant cities, towns, villages, and services or amenity sites that active road users may visit. The next step is to place signs directing active road users to these locations at decision points and junctions along the network. It is important that signs remain consistent until the road user has reached his or her destination. For example, if a sign in Hubbards directs someone to Bayswater, signs must reoccur until the traveller has arrived in Bayswater. Maps can also be placed throughout the network to offer active road users a spatial reference while they are on the road. These maps can also include information regarding other nearby routes and interesting landmarks that may interest travellers. Route markers must also be placed throughout the route at regular intervals to assure travellers they are on the correct route. Criteria for siting wayfinding signs: • Identify important locations within the AT network • Install signs at important decision points and junctions • Install route markers along routes and number or name specific routes • Install maps at regular intervals for spatial reference It is also important that wayfinding be consistent in function and appearance throughout the entire network. For example, the use of colour in signage can improve wayfinding throughout the Blue Route. For example, if signs directing road users to destinations on the primary route are blue, secondary route destinations are red, and tertiary route destinations are green, road users will be more aware of where they are within the network. Regardless of colour choice, consistency through the entire province will have a significant impact on the success of a wayfinding system. Aspotogan Peninsula Active Transportation Strategy C-13

Good signage must also address several criteria in order to achieve optimal communication with its users (CROW, 2006). First, signs must be legible. Large, sans-serif fonts are most commonly used in traffic signs because of their excellent legibility. Font sizes must also be large enough for people travelling at various speeds to comprehend. The use of a uniform aesthetic and universal colour and shape standards are also critical for optimal comprehension. Signage cannot be cluttered with multiple messages and may be limited to three per post to avoid “information overload”. Signs must also convey a message clearly without relying on constant repetition. Sign pollution can desensitise road users to wayfinding signage and their intended messages. Criteria for legible and consistent wayfinding signage: • Must be legible • Must have a uniform and consistent aesthetic • Must use universal colours and shapes • Must not be cluttered • Must communicate clearly and simply without excessive repetition

C-14 Route Design

Aspotogan AT Network The Aspotogan active transportation network is designed to be integrated into a larger provincial network using the recommended hierarchical structure. According to the proposed provincial AT network, Trunk 3 is designated as a primary route, connecting the Aspotogan Route to other nearby active transportation routes. These include routes in the St. Margaretâ&#x20AC;&#x2122;s Bay area and Halifax to the east, and routes in Lunenburg and Mahone Bay to the west. This section identifies and characterizes the secondary and tertiary routes that currently exist within the Aspotogan AT Network and recommend additional routes to increase connectivity, recreational opportunities and overall use. Route improvements relating to services and amenities are discussed in later sections.

Aspotogan AT Network Legend:

Primary route Secondary route Tertiary routes

Map work | Caribou Consulting, 2011

Aspotogan Peninsula Active Transportation Strategy C-15

The Aspotogan Route

Tru

t Rd e

ut 9

C-16 Route Design

Hubbards Junction

oin Fox P

A large welcome sign placed near the entrances of secondary routes would greet active road users to the Aspotogan Route. These signs will create a clear beginning and end to the route and can use a consistent aesthetic and identity throughout the region to further establish the Aspotogan Route as a distinct entity. Large entrance signs will also provide an opportunity to declare the Route as a shared roadway by placing a share the road marker within the sign (see rendering to the right).

East River Junction

Route 329 is designated as a secondary route in the Aspotogan AT network. The route is 40.5 kilometres long and hugs the coastline throughout most of the route. The secondary route is connected to the rest of the Blue Route at two separate junctions; an eastern connection in East River and a western junction in Hubbards. Near the Hubbards junction, the Route ventures off of Route 329. Rather than following Route 329 to connect to Trunk 3, the route follows Fox Point Road instead, which is more scenic and has less traffic volume than the alternative. It is also recommended to give the route a specific name. Within this recommended network, we would recommend that the section of road along Route 329 be called the â&#x20AC;&#x153;Aspotogan Routeâ&#x20AC;?.

Source | Google Maps (edited by Caribou Consulting), 2011

Tertiary Routes Tertiary routes can significantly improve connectivity and opportunities for recreation within the Aspotogan AT network. A more connected network will allow for more flexibility and offer different types of uses for recreational users. We recommend a fine mesh of tertiary routes throughout the peninsula. Several criteria are used for these recommendations. For implementation of tertiary routes, land ownership will need to be considered. Criteria for tertiary routes: • Connects important communities, destinations, or facilities • Has high scenic value • Makes use of existing roadways and/or trails • Provides a shortcut or alternative options from other routes • Increases and encourages other active forms of transportation or recreation Technical specifications for trail design parameters (Velo Quebec, 2003): • Dimensions (see rendering to the right) • Horizontal curvature • Vertical curvature • Gradients - less than 5% if possible • Sight distances • Superelevation • Crossfall and drainage

Source | CBCL Ltd. (modified by Caribou Consulting), 2011

Height 2.4 - 3m

Furthermore, employing crime prevention through environmental design (CPTED) principals in trail design can promote safety and increase the attractiveness of the trail system (CIP, 2004).

Path 2-3 m ROW 3-5m

CPTED principles for trail design (CIP, 2004): • Properly sited entrances, exits, fencing, landscaping and lighting to direct both foot and cycling traffic in ways that discourage crime • Lighting and landscaping placed in strategic locations to promote natural surveillance • Strategically located physical barriers to minimize any negative impacts on sight lines

Aspotogan Peninsula Active Transportation Strategy C-17

Proposed Tertiary Routes

Legend:

Primary route Secondary route Existing tertiary Proposed tertiary

2 4

Hubbard Area Trails Fox Point Crescent Mill Cove Coastal Trail Rail Trail Connections Lodge Lakes Trail White Point Trail Aspotogan Ridge New Harbour Loop Deep Cove Trail

1 2 3 4 5 6 7 8 9

8 Map work | Caribou Consulting, 2011

Hubbards Area Trails

There are several important destinations in the Hubbards area that can be connected to the AT network. First, Shatford Memorial Legend Elementary School (1) is located between the Aspotogan Rail Trail and Trunk 3 and can be connected by a trail. There are also important recreational destinations in this area. First, the Hubbards Area Recreation Centre (2) will be upgraded in the near future. A new trail will help increase connectivity and accessibility to this facility. Also, Hubbards Campground (3), Hubbards Beach (4) and Queensland Beach (5) can all be linked to the AT network by designating existing roads as tertiary routes. C-18 Route Design

1 2 3

5 4

Fox Point Crescent Route 329 hugs the coastline for much of its length; however, there are some opportunities along the route to add more coastal trails. One of these opportunities exists near Fox Point Beach (2), where a small headland extends out and is bypassed by the Aspotogan Route. A new coastal seawall or trail connecting Shatfordâ&#x20AC;&#x2122;s By-the-Sea restaurant (1) with Fox Point Beach would offer active users a more scenic and less hilly option. However, in order to build such a trail, the Municipality will need to negotiate trail development with landowners.

Aspotogan Rail Trail Connections The Aspotogan Rail Trail is the most established tertiary route within the network. In its current condition, the trail connects Hubbards to East River via a single route through the middle of the peninsula. Further connections to the Rail Trail will significantly increase network connectivity. Fox Point Lake Road extends out from Route 329 to Fox Point Lake (1) and provides several points of access to the lake. The development of a new multiuse path along the west side of the lake can connect to the Rail Trail and provide new connections and options for active users.

2 4

Parkwood Drive is a dirt road leading to the NRS Mill Cove antennae field (2). This road provides 3 several opportunities for enhancing connections to the Rail Trail (3) and to the Aspotogan Route on the western coastline of the peninsula (4). In both of these cases, new trails will need to be designed and constructed to complete these connections. Finally, two new trails near East River Beach (5) that connect to the Rail Trail will allow active users to use the trail without having to travel to East River. Aspotogan Peninsula Active Transportation Strategy C-19

Mill Cove Coastal Trail For approximately 2.5 kilometres near Mill Cove, the Aspotogan Route ventures off the coastline. During this section, viewplanes of the ocean are severely limited due to thick foliage along the road. Another option for active road users is to use Mill Cove Shore Road instead, which is an unpaved road that runs along the coast and provides access to Mill Cove Beach (1). Improvements to the road surface will need to occur in the future to allow for more versatile use.

The Lodge & Lakes Trail

White Point Trail Loop

An informal trail head currently connects the Aspotogan Route to Mill Cove Cranberry Lake (1). Improvements and extensions to this trail will allow for further recreational use and will connect to Southwest Cove via Blandford Cranberry Lake (2). The amount of space and variation in elevation will also make this tertiary route a good candidate for a combined hiking and mountain bike trail.

A tertiary route around White Point is included in the AT network to allow active road users to experience the scenic quality of the area. Existing roads can be used with minor surface improvements required. Also, a small connecting trail will need to be created to complete the circuit.

5 1

C-20 Route Design

Aspotogan Ridge The relatively high elevation of Aspotogan Mountain (1) provides an excellent opportunity to introduce new scenic viewpoints of the area. A transecting trail along this ridge will provide excellent views of the peninsula and would connect Aspotogan (2) to Deep Cove (3) by providing a shortcut option for cyclists (instead of riding through Bayswater and Blandford). An existing road already runs approximately 2.1 kilometre from Deep Cove across the peninsula and could be extended to Aspotogan to complete the connection. Also, a connecting trail to the Blandford Nature Reserve (4) will increase connectivity.

New Harbour Loop New Harbour Road (1) is also designated as a tertiary route which connects the fishing village of New Harbour (2) to Blandford and the Aspotogan Route. The road, however, is not a through road and active users that are interested in visiting New Harbour will need to travel back along the same route. Extending New Harbour Road through to Backman Road (3) provides a continuous and more scenic alternative.

Deep Cove Trail Between Upper Blandford (1) and Deep Cove (2), the Aspotogan Route departs from the ocean and travels across a less scenic part of the peninsula. Upper Blandford Road (3) extends from the Aspotogan Route up along Mahone Bay to the inlet of Deep Cove. A trail or road extension of this route continuing along the coastline until connecting back to the Aspotogan Route will have a high scenic quality and will offer new options for active road users.

Legend

Aspotogan Peninsula Active Transportation Strategy C-21

Services & Amenities A well connected and organized AT network that is easy to navigate and offers various types of recreational opportunities will certainly accomplish many of the goals and objectives established by this Strategy. The quality and quantity of certain services and amenities within AT networks can further help meet these targets. This section outlines how an amalgamated approach to services and amenities can help increase active tourism, maximize convenience to attract and retain active road users and enhance the local history and natural surroundings.

Amalgamated Services and Amenities An inventory of existing services and amenities can be found in Volume B on page B-22. For the most part, most of these services and amenities are disconnected from one another and difficult to find for those unfamiliar with the area. Better signage and improved siting would increase the knowledge and overall use of amenity sites. In the Netherlands, bicycle route designers have developed a unique strategy that improves the attraction of amenity sites. The objective of this strategy is to amalgamate many services and amenities into “hotspots” along the route (Netherlands Cycling Platform, 2010). The quantity and diversity of services at each hotspot increases attraction for road users. Furthermore, these hotspots are sited near local businesses to increase attraction even more and to support and enhance the local economy. Finally, hotspots are also sited in areas where different types of recreation can link with one another. A similar strategy would be useful for the Aspotogan AT Network. The strategic siting of amenity hotspots throughout the peninsula would offer amenities and services that attract more users, are easy to find and support local businesses. Each hotspot would be centred around a sheltered kiosk that will vary in size, but has a consistent identity and aesthetic that would improve continuity within the route (see rendering on page C-23). Each site will offer a different combination of amenities and services, which are listed below: Accommodations: • Campsites • Indoor lodging (hotel, B&B, hostel)

Rest services: • Shelter • Public washrooms or outhouses • Seating and picnic tables • Beaches • Water fountain • Scenic viewpoints

Recreational linkages: • Links to kayak, canoe, sailing, swimming, hiking, scuba diving, etc

Food services: • Restaurants • Canteens • Convenience stores

Information services: • Map and wayfinding information • Community bulletin board • Local history and/or environmental displays

Other services: • Garbage and recycling receptacles • Parking • Bicycle tools • Bicycle parking • Public telephone • Binocular station

C-22 Route Design

Four-Legged Kiosk

Two-Legged Kiosk Siting Criteria The siting of each hotspot is based on several criteria informed by project objectives. A list of siting criteria is outlined below which are not weighted. It is recommended that adequate input and consultation from local residents and the business community occur to ultimately determine hotspot sites. • • • • • • •

Located near local businesses Maximize scenic attributes Make use of existing amenities and service Link numerous recreational opportunities Located near junction or intersections Relevant historical or environmental importance Approval and input from community and local businesses Aspotogan Peninsula Active Transportation Strategy C-23

Technical Specifications Technical specifications will need to be considered in the construction and design of the kiosks at each hotspot and are listed as follows: • Built on paved surface, with 2% incline to allow for drainage (Velo Quebec, 2003) • Built out of resilient materials to endure extreme weather, such as treated wood, galvanized steel, brick, or concrete (Velo Quebec, 2003) • Consistent aesthetic, design, and signage must be used throughout all hotspots • Signage must legibly indicate hotspot name • Visible from road • Minimum three metres from road edge (Velo Quebec, 2003)

Candidate Sites Thirteen candidate hotspots have been chosen based on the siting criteria (see map to right). These hotspots have been sited in order to maximize usefulness for road users and the local community. The following section will outline specific details regarding three potential sites for hotspots, which can act as examples. Final site selection will require community consultation.

C-24 Route Design

Fox Point Beach

Fox Point Beach is approximately five kilometres south of Hubbards. Currently, a small picnic area with waste receptacles and a parking lot exists near the beach, which is also commonly used as a popular scuba diving location. The presence of existing amenities, its scenic quality and its linkage to recreational opportunities makes Fox Point Beach a great candidate site for an amenity hotspot. The addition of a two-legged kiosk with a site map with wayfinding information and bicycle parking will improve the attraction of the site. Sheltered picnic tables will also increase general use and attraction to the area. Other similar candidate sites have also been chosen because of their existing amenities, scenic quality and linkages to recreational opportunities, including sites (7) Bayswater and (12) East Point Beach. Criteria Satisfied:

Ground Photograph

Existing Services and Amenities

Proposed Additions

Distance Graph to Hubbards 4.7 km

to East River 35.5 km

to Hubbards 45.8 km

Aspotogan Peninsula Active Transportation Strategy C-25

Blandford

The primary objective of the ninth candidate site, located in Blandford, is to support local business. This area has a high concentration of businesses and community facilities; including a restaurant, an art gallery, a bed and breakfast and a community centre. A four-legged kiosk placed near these locations will increase attraction and use, and will also provide an opportunity to communicate Blanfordâ&#x20AC;&#x2122;s rich history. The intersection of Route 329 and Firehall Road has several spaces available for a hotspot. Other similar candidate sites have also been chosen because of the close proximity of businesses, and historical and environmental significance, including (1) Hubbards, (3) Mill Cove and (7) Bayswater. Criteria Satisfied:

Ground Photograph

Existing Services and Amenities

Proposed Additions

Distance Graph to Hubbards 26.9 km

C-26 Route Design

to East River 13.4 km

to Hubbards 23.6 km

Deep Cove

A tenth candidate site is located in Deep Cove. High scenic quality and nearby recreational linkages are the main criteria satisfied to make it a candidate site. Steep slopes and tight corners limit the potential areas to build the facility. However, space for a few picnic tables and a two-legged kiosk can be created between the Cove and the west side of Route 329 (see map and photograph below). Currently, there are no existing services or amenities in the area, except for a waste receptacle located down the road, which could be easily relocated to the new site. Other similar candidate sites have also been chosen because of high scenic quality, and recreational linkages, but lack existing services and amenities, including (4) The Lodge, (5) Northwest Cove, (6) Aspotogan and (8) New Harbour. Criteria Satisfied:

Ground Photograph

Existing Services and Amenities

Proposed Additions

Distance Graph to Hubbards 31.0 km

to East River 9.3 km

to Hubbards 19.5 km

Aspotogan Peninsula Active Transportation Strategy C-27

References Canadian Institute for Planners. (2004). Community Cycling Manual: A Planning and Design Guide. Retrieved from http:// atfiles.org/files/pdf/CommCycMan.pdf Centrum voor Regelgeving en Onderzoek in de Grond,Water en Wegenbouw en de Verkeerstechniek (CROW). (2006). Design Manual for Bicycle Traffic. Ede: CROW, Ede. Eastwind Cycle. (2007). Pictou County Bikeways: Feasibility Report andWork Plan. Prepared for the Pictou Regional Development Commission. Eastwind Cycle. (2009). Nova Scotia Bikeways: Scoping the Blue Route. Infrastructure Inventory, Route Mapping and Feasibility of Implementation for a Provincial Bikeways Network. Prepared for Bicycle Nova Scotia. Retrieved from http://www. eastwindcycle.com/download-document/33-bns-final-report-january-2009.html Gardener, R. and Kortegast, P. (2010). Trial ofVehicle Activated Electronic Signs for Improved Drive Awareness at Known Crash Sites in Tasman and Marlborough Districts:Technical Note. Christchurch, New Zealand: IRENZ Transportation Group Conference (March 2010). Netherlands Bicycling Platform. (2010). Cycle Tourism in Holland. Presentation by Eric Nijland. Retrieved from http:// www.fietsplatform.nl/public/file/presentation_English_may2010.pdf Nova Scotia Community Counts. (2006). Community Profiles. Retrieved from http://www.gov.ns.ca/finance/ communitycounts/profiles/community Nova Scotia Department of Transportation and Infrastructure Renewal (TIR). (2006). “Share the Road” Sign Assembly, Application Guide for Provincial Highways (Policy No. PO1024). Provided by E. Pugh via email. SGE Acres. (2006b). Active Transportation Plan. Prepared by SGE Acres Limited, in association with Marshall Macklin Monaghan and Go For Green, for the Halifax Regional Municipality. Retrieved from http://www.halifax.ca/TDM/ activetransportation/Documents/ActiveTransportationFunctionalPlan.pdf Vélo Québec. (2003). Technical Handbook of Bikeway Design 2nd Edition. Montreal: National Library of Canada.

C-28 Route Design

Caribou Consulting

Aspotogan Peninsula Active Transportation Strategy

Marketing & Communications

Caribou Consulting

Volume D

Introduction The marketing and communications strategy builds on past initiatives in the community to encourage a safe and aesthetically pleasing route, promote active and healthy living, encourage active tourism and integrate with a larger network. Physical improvements to the route are needed – these are detailed in Volume C - Route Design. However, there is a lack of resources to implement physical route improvements in the short-term. Marketing and communications strategies can be very effective at encouraging sharing of the road, healthy lifestyles and active tourism. Transport Canada produced an issue paper about best practices for marketing active transportation (Transport Canada, 2010). The best practices relate to health and safety. Economic development has also been identified as a benefit of increasing rural active transportation, especially in scenic areas. This has been demonstrated in North Carolina, Prince Edward Island, Quebec and other locations. Based on these best practices, our marketing and communications strategy consists of four approaches: • • • •

To know your market To focus on safety To coordinate with and leverage healthy built environment programs To encourage rural economic development

We also give recommendations on how future marketing and communications material for the Aspotogan Peninsula can integrate with a proposed Nova Scotia active transportation network (the Blue Route).

Know Your Market

Market research can help to understand route user needs and address safety, health and economic development objectives of the Aspotogan Peninsula Active Transportation Strategy. Recognizing that the needs of all route users are not the same, our marketing and communications strategy considers three different types of active route users: • Utilitarian users (active commuting, active workplace travel, active destination oriented trips) • Recreational users (day-trips and excursions for fitness or recreation lasting less than 24 hours) • Tourists (vacations and excursions lasting more than 24 hours) Visitors and local residents already use the route for active recreation, especially in the summer months. Accordning Nova Scotia Community Counts (2006), utilitarian use of the Route is low: over 95% of route users commute to work as a driver or passenger in a personal automobile and Hubbards is the only region where cycling is used as a means to get to work (less than 1% of commuters). Typical of most rural areas, the region has a low population density and from a cyclist or pedestrian perspective, residences and destinations are located far apart. While the Strategy considers utilitarian users, the focus is primarily on recreational and tourist route users.

D-2

Marketing Strategy

We have developed two strategies to better understand user needs and concerns: • Public consultation • Benchmarking / monitoring.

Public Consultation Public consultation is essential to know your market. It also provides a forum to raise safety concerns, educate about healthy and active lifestyles and consider how tourism can provide economic benefits to the community. RECAP has done considerable work to promote active transportation and the sharing of roads in the community. Results of consultations in 2006 identified the following challenges and opportunities: • • • • • •

Poor road conditions and lack of sufficient shoulders Lack of education and awareness of both cyclists and motorists with respect to sharing the road Lack of signage Road safety improvements benefit all road users Potential for rural economic development from cycle tourism Other communities in Nova Scotia are developing bikeways networks

Additional public consultations will seek feedback from the community to ensure that the Aspotogan Active Transportation Strategy is in line with community needs and priorities. The first step will be a public open house of the Strategy. Feedback from this open house will be compiled and provided to RECAP. The Municipality of the District of Chester’s Active Transportation Plan is still under development. Because the Aspotogan region will be part of the area covered by the Chester AT plan, we recommend integrating public consultations for the two initiatives once Chester’s preliminary AT plan is completed. This will provide consistency and clarification to the public about how they interact and complement each other.

Benchmarking / Monitoring There is a lack of comprehensive information about route use. Traffic counts are conducted only once a year, which does not account for seasonal variation. Furthermore, there is no comprehensive data about cyclist and pedestrian use of the route. Periodic counts of all route users will provide baseline information about route use and contribute to an ongoing evaluation of the marketing and communications strategy. Surveys of route users can obtain valuable information about route use and user needs, and allow route users to specify safety concerns and gauge participation in active and healthy lifestyles. They also provide valuable information about using active transportation to foster local economic development. A survey conducted by RECAP in 2006 has informed this strategy but more detailed surveys are needed. Such surveys have been conducted elsewhere. Online and telephone surveys about active transportation were recently conducted in Lunenburg County and Yarmouth Aspotogan Peninsula Active Transportation Strategy

D-3

County. A report by Eastwind Cycle (2007) for the Pictou Regional Development Commission presented the results of a survey of business owners about investments in cycling infrastructure. In North Carolina, the Department of Transportation conducted a survey to estimate the economic benefits of cycling to the Outer Banks region (North Carolina, 2004). We recommend three surveys adapted from surveys conducted in North Carolina and Pictou County, NS: • Bicyclist survey • Resident survey • Business survey Example surveys are included in Volume F - Appendix. These surveys can be used for telephone surveys or modified to suit online surveying.

Focus on Safety

Safety concerns have been recognized as a key barrier to active transportation. Strategic marketing can convey the overall safety of the route and emphasize education as a means to alleviate safety concerns.

Share the Road Program Share the Road programs have been implemented throughout the maritime provinces to increase road safety. Annapolis County’s Share the Road campaign has an extensive list of actions (UNSM, n.d). • Install share the road signs along public roads • Install bike racks at public sites • Social marketing and public awareness for the Share the Road campaign: branding and promotion of Bicycle Annapolis County as a way to get people into the physical activity habit • Develop a “bicycle-friendly” program with public and private sectors • Support existing programs and expand new cycling program opportunities such as Bike Week activities • Assess roads for cycling safety and connectivity (links) to increase safe cycling • Develop partnerships: funding and support Some of these actions have already been initiated on the Aspotogan Peninsula, such as installing share the road signs and bike racks. In 2009, the Department of Transportation and Public Works in Prince Edward Island, in partnership with Cycling PEI, installed share the road signs as part of a larger campaign about bicycle safety. Radio and television ads ran during D-4

Marketing Strategy

the summer to ask drivers and cyclists to share the road (The Guardian, 2009). Traditional media can be effective at spreading key messages about AT. According to Velo Cape Breton, radio ads and newspaper articles were very effective at getting route users to share the road in parts of Cape Breton. The North Carolina Department of Transportation has had a road sharing initiative since 1982, which includes a share the road signing program, license plates, posters, guides, etc. Materials are available on the Department’s website: http://www.ncdot.gov/bikeped/safetyeducation/default.html.

Local Events Chester can create a Bike Week as part of the Share the Road campaign and hold Bike Week events such as rides and technical clinics on the Aspotogan Peninsula. RECAP already organizes group rides at various times in the summer; a ride held during a future Chester Bike Week provides an excellent opportunity to encourage safety as well as active and healthy living. Chester can also co-operate with the Halifax Regional Municipality to have an event held in Hubbards. Share the Road programming can be incorporated into existing community events, such as: • • • •

Hubbards Cove Days St. Margaret’s Bay World Tuna Flat Races Blandford / Deep Cove Heritage Days Nova Scotia Schooner Association (50th anniversary in 2011)

Photo | Unknown, RECAP Father’s Day Ride, 2005

Marketing & Communications Material RECAP’s existing brochure and route map represent a good start to marketing active transportation and sharing the road on the Aspotogan Peninsula. The brochure provides information about safe use of the road and shows the location of businesses and attractions in the area. Distribution of brochures and posters will be an important part of the Share the Road campaign.

Aspotogan Peninsula Active Transportation Strategy

D-5

RECAP’s brochure can be improved to incorporate best practices from other jurisdictions. We have reviewed brochures from Prince Edward Island, Annapolis County, Quebec, the State of North Carolina and others to produce an updated brochure, included in Volume F - Appendix. Several important elements related to safety are: • An elevation profile indicating areas of high slope. • Laws and tips about sharing the road. Brochures can be distributed within the community at local businesses and public facilities. Examples of potential locations are the Hubbards Farmers Market, local restaurants such as The Deck, the Trellis Cafe and Doris’ Diner, the Aspotogan Heritage Trust, various community centres and major employers in the area. RECAP already distributes posters for several bicycle rides throughout the summer and fall. Share the Road campaign information can be incorporated into these posters.

Web and Social Networking The Chester website can include more information about active transportation safety and link to provincial websites and publications. For example, Service Nova Scotia and Municipal Relations and the Department of Transportation and Public Works (now TIR) have produced brochures about bicycle basics and bicycle safety (Service Nova Scotia and Municipal Relations, n.d; Department of Transportation and Public Works, n.d). Links to this information can be provided. The Chester website does not have an active transportation section and there is no information about the upcoming active transportation plan. Creating an AT section within the recreation section of the website can encourage AT and act as a resource for local residents. The RECAP website can be updated and maintained to provide a forum for reporting road conditions and problem areas, as well as a place to upload photos and videos documenting road and shoulder conditions. The website can incorporate an updated route map and contact information for local services. Providing a way to become a member online will also help to boost membership. RECAP can make better use of social networking to promote active transportation and sharing of the road. RECAP uses Twitter occasionally but the group does not have a Facebook page. Creating one is free and requires relatively minimal maintenance. Linking with other Facebook pages is a convenient way to organize rides, provide links to information about cycling and road sharing, post photos and build community support for local events and initiatives. Links can also be provided from the page to websites of various municipalities or other organizations.

D-6

Marketing Strategy

Active & Healthy Living

Public health agencies, such as Health Canada and the Nova Scotia Department of Health and Wellness, already promote active transportation as a way to combat obesity and reduce health risks. Marketing initiatives at the municipal government level can be coordinated with senior government programs targeting active and healthy living. Federal and provincial governments support active transportation initiatives through various funding mechanisms. Building from existing active and healthy living initiatives provides the benefit of an established network and funding structure. Chester already has recreational programs to encourage active and healthy living, especially among children.

School Programs & Local Events The Municipality, in partnership with senior government, the RCMP and community groups, co-operates with local schools to educate young people about road sharing and the health benefits of active transportation. However, most of this programming has taken place outside of the Aspotogan region. There are exceptions. In the summer, the RCMP organizes ‘Bike Rodeos’ at the Aspotogan Consolidated Elementary School. The Rodeos are a youth-focused event featuring cycling activities. In Hubbards, the School Travel Planning Program, organized by the Ecology Action Centre, has resulted in a proposed connection of Shatford Memorial Elementary School to the Aspotogan Rail Trail. As part of HRM Bike Week in 2010, the school won a bike to school challenge. Chester can explore similar programs in local schools on the Aspotogan Peninsula. There are other places in Nova Scotia with campaigns about active and healthy living, supported by funding from public health departments and agencies. The County of Colchester has a “Move on Colchester” campaign, which includes an Active Transportation Week. There are numerous events during the week such as: • Cycling courses (CAN-BIKE and Making Tracks) • Bicycle rides • United Way bicycle drive (for gently used bikes) • Guest speakers • Heart and Stroke Walkabout programming. (Walkabout is an initiative of the Nova Scotia Heart and Stroke Foundation to encourage walking).

Photo | Ryan Taplin, HRM Bike Week, 2010

Six municipalities in Pictou County have formed a partnership known as Active Pictou County. The goal is to educate and motivate all citizens to increase physical activity through trail development and encouragement of active transportation. A bikeways plan was developed for the Pictou Regional Development Agency in 2007, supported by the Nova Scotia Department of Health Promotion and Protection (now Health and Wellness) (Eastwind Cycle, 2007). The Pictou Bikeways Committee has since undertaken various initiatives to encourage active and healthy living, including brochures, subsidies for bicycle rentals, bicycle rides and instructional programs. Aspotogan Peninsula Active Transportation Strategy

D-7

Velo Cape Breton encourages and promotes cycling in Cape Breton. The organization has collaborated with the Cape Breton Regional Municipality and the IBI Group (a consulting firm) to develop an Active Transportation Plan. Velo Cape Breton has a strong presence in local media, running radio announcements, articles in the newspaper and participating in regular interviews. The group also hosts rides and instructional programs.

Marketing & Communications Material The example brochure contains information that will encourage active and healthy living. • The name of the route as represented in the route map is changed from the “Aspotogan Loop” to the “Aspotogan Route”. Referring to the route only as a “Loop” may discourage some potential active users who are under the impression that one usually cycles the entire distance – over fifty kilometres. That distance is not much to experienced cyclists, but may be imposing to those with less experience. • Services such as washrooms, bike racks, restaurants and parking are indicated.

Economic Development Local businesses benefit from spending by local and visiting cyclists. Cyclists travelling around the route often stop at local restaurants, craft stores or other businesses. Kayakers, hikers and other active users also spend money in the community in various ways. Our marketing and communications strategy considers how active transportation can increase rural economic development.

Bicycle-Friendly Business Program To encourage cycling many jurisdictions have implemented programs that certify businesses as bicycle friendly. Businesses benefit from inclusion in the program because direct marketing to cyclists increases business. Cyclists benefit because they are able to know in advance the location of bicycle-friendly services and amenities. The Aspotogan region is well positioned for such a certification program because of the existing recreational and tourist use of the route. Velo Cape Breton has a list of criteria for accommodation providers, campgrounds and other services (food, craft stores, museums) (Velo Quebec, 2009). For example, basic requirements for the accommodation category include: • A suitable bike rack properly located near the office • A covered and locked space for storage of bicycles overnight (i.e. garage) • Drying facilities for clothing and equipment (i.e. laundry or drying room) • High-carb meals with larger-than-average portions of fruits and vegetables (if food service is available) • An air pump and a basic set of tools for making minor repairs • Bicycle related-resources (i.e., local bike routes, bike shops, local cyclists, bicycle-friendly network members) D-8

Marketing Strategy

Packages range from twenty-five dollars (for a website listing, a certificate, stickers and a list of resources) to four hundred and ninety dollars (for the twenty-five dollar plan plus a wall mounted sign and seven-bike bicycle rack). A similar program adopted for the Aspotogan peninsula can encourage local economic development in the region.

Cyclist Welcome Program , PEI

Bicycle-Friendly Business Program, Cape Breton

Marketing & Communications Material Future versions of the brochure can include detailed maps and descriptions of tertiary routes to encourage active tourism in the region. Annapolis County produced a cycling map containing descriptions of cycling routes in Annapolis County entitled ‘Bicycle Annapolis County Nova Scotia: a cyclist’s guide to outdoor adventure’. The brochure includes a location map of the Annapolis Valley within the context of the maritime Canadian provinces and the State of Maine. Each of the shorter trips within the larger network is creatively named (for example, ‘the Wilderness Loop’). The trips are rated based on route conditions and the brochure lists services and attractions.

Photo | Dave Major, Blandford NS, n.d.

The province of Prince Edward Island has developed a ‘Confederation Trail Cycling Guide’ to help visitors plan their route, as well as a ‘Cyclists Welcome Program’ for businesses. Brochures can be ordered by mail and are available on the PEI tourism website at www.tourismpei.com/pei-cycling. The brochure contains a detailed route map of the Confederation Trail route, a legend describing amenities (trails, info centres, accommodations, etc.) and details of smaller trips within the whole trail. Specifics are provided for each smaller trip showing average difficulty, contact information for participants in the Cyclist Welcome Program, side trips and interesting attractions along the route. Informed by these case studies and others in North Carolina and Quebec, we have made the following improvements to the brochure: • To aid those visiting the area, the route map displays a context map of Nova Scotia and the Aspotogan Peninsula. • Local services are marked with appropriate numbers and symbols. Potential distribution locations for brochures are local businesses, Nova Scotia tourism information centres, bike shops, the Halifax airport and Halifax cruise ship terminal. The brochure can be updated periodically to indicate the location of additional amenities, signage and wayfinding and to include information about the Bicycle-Friendly Business program. Volume C - Route Design, proposes several route improvements that will aid in marketing the route as an active transportation destination. We propose ‘hotspots’ that will contain bicycle-friendly amenities and a display showing local services and attractions. Volume C - Route Design also discusses route signs to notify all road users that the Aspotogan Route is an active transportation route. Aspotogan Peninsula Active Transportation Strategy

D-9

Web & Social Networking Tourism websites specific to the South Shore and the Aspotogan Peninsula briefly mention the area as a cycling and active recreation destination. These websites can provide more information about specific attractions and could be linked to the updated brochure. Regional and local tourism websites are not accessible from the Nova Scotia tourism website. An opportunity to reach a larger audience is therefore being missed. Incorporation into the provincial tourism website will provide more exposure. The Bluenose Coast Association, part of the Destination Southwest Nova Association, has indicated that it is working on incorporating its website into the provincial website.

Bikeways Integration For the long term planning of a larger cycling network in Nova Scotia (the Blue Route), partnerships between community groups, tourism organizations, municipal governments and the province will be required to ensure integration and consistency in marketing and communications materials. The following are recommendations for integrating into a larger network.

Bicycle-Friendly Business Provincial tourism departments typically administer bicycle-friendly business programs. However, this is not always the case, as shown by the example in Cape Breton. The Municipality of the District of Chester can work with RECAP or other community groups initially, but can also work with its partners to produce a province-wide program such as in Prince Edward Island and Quebec.

Guidebook Route maps and information for shorter trips within the Blue Route network can eventually be combined to form a guidebook, similar to those available from Tourism PEI and Velo Quebec. The purpose of the guidebook will be to increase active tourism while ensuring that all route users are aware of safety concerns and ways to mitigate them. The guidebook will contain a map of the entire Blue Route and maps of each section showing route information as described for the Aspotogan Route.

Websites and Social Networking A website for the Nova Scotia Blue Route can be modeled from Quebecâ&#x20AC;&#x2122;s Route Verte website (http://www. routeverte.com/rv/), which contains maps of the primary and secondary routes within the network, as well as contacts for local businesses that participate in the Bicycle-Friendly business program. The Blue Route website can be linked to municipal websites, as well as regional and local tourism websites.

D-10 Marketing Strategy

Evaluation We recommend several ways to evaluate the implementation of the Marketing and Communication Strategy • Survey results (see Appendix) • Number of cyclists on the route during traffic counts • Number of cyclists at RECAP’s rides • Number of overnight hotel stays • Number of cyclists using local services (restaurants, etc.) • Number of visitors to RECAP’s website • Number of local events that involve active transportation • Number of businesses participating in the bicycle-friendly business program • Number of participants in social media (number of friends, followers, etc.)

References Active and Safe Routes to School. (n.d). School Travel Planning.The Program: five easy steps. Retrieved from http://saferoutesns.ca/index.php/planning/the-program-five-easy-steps/ Eastwind Cycle. (2007). Pictou County Bikeways: Feasibility Report andWork Plan. Prepared for the Pictou Regional Development Commission. No Author. (2009, June 18th). “New road signs promote cycling safety.” The Guardian. Retrieved from: http://www. theguardian.pe.ca/Sports/Cycling/2009-06-18/article-1286196/New-road-signs-promote-cycling-safety/1 Nova Scotia Community Counts. (2006). Community Profiles. Retrieved from http://www.gov.ns.ca/finance/ communitycounts/profiles/community Nova Scotia Department of Transportation and Public Works. (n.d.). Bicycle Book. Retrieved from: gov.ns.ca/snsmr/ pdf/ans-bicycle-book.pdf North Carolina Department of Transportation. (2004). Pathways to Prosperity:The Economic Impact of Investments in Bicycle Facilities. A Case Study of the North Carolina Northern Outer Banks. Retrieved from www.ncdot.org/bikeped/download/ bikeped_research_EIAfulltechreport.pdf Service Nova Scotia and Municipal Relations. (n.d). Nova Scotia Bicycle Safety. Retrieved from: www.gov.ns.ca/snsmr/ rmv/safe/Bicycle_Safety_hl.pdf Transport Canada. (2010). Marketing Active Transportation. Retrieved from http://www.tc.gc.ca/eng/programs/ environment-utsp-casestudyactivetransportation-1919.htm Velo Cape Breton. (2009). Velo Cape Breton. Retrieved from http://www.velocapebreton.ca Aspotogan Peninsula Active Transportation Strategy D-11

Caribou Consulting

Aspotogan Peninsula Active Transportation Strategy

Implementation

Caribou Consulting

Volume E

Introduction Implementation of the Aspotogan Peninsula Active Transportation Strategy is discussed in three parts: 1. Phasing 2. Financial Considerations 3. Policy Recommendations and Amendments Phasing is split into short-term, medium-term and long-term actions. We indicate roles, responsibilities and approximate timelines for each key action. Some actions may fit into more than one phase. Implementation will require co-operation between the Municipality of the District of Chester and various community and government partners. Co-operation with the Department of Transportation and Infrastructure Renewal is essential because it builds and maintains roads in the region. Because part of the area covered by the Strategy is located in the Halifax Regional Municipality, co-operation between the two municipalities will be required to ensure consistency and continuity. Short-term actions are relatively low cost and seek to improve safety for all road users. The actions build from existing programs and focus on education of route users about sharing the road. Short-term actions also provide further information about route conditions and user needs. Medium-term actions implement route safety improvements and focus on active living and tourism. These actions may involve relatively higher costs and require partnerships for implementation. Due to financial considerations, some of the actions may continue as long-term actions. Long-term actions relate primarily to the promotion of the Aspotogan Route as an active tourism destination. The Route will be integrated with a larger Nova Scotia active transportation network. The financial considerations section provides cost estimates for the following: • Road improvements • Trail improvements • Signage • Amenity hotspots • Marketing and Communications In some cases, costs for implementing the Strategy can be shared with the Municipality’s partners. In other cases, costs may entirely be the responsibility of another department or organization. For example, costs of physical route improvements will primarily be the responsibility of TIR. Cost estimates provided in this Strategy can act as a terms of reference for TIR and other potential funding partners. Lastly, we recommend amendments to Municipality of the District of Chester policy.

E-2

Implementation

Phasing Short-term Actions Action

Key Partners*

Details

Timeline

Hold public consultations.

0-1 year

Adopt the Strategy.

0-1 year

Designate the route as an AT route within the future Chester AT plan.

Following completion of the Chester AT plan. 0-2 years

Explore funding opportunities. Form a Joint Transportation Task Force. Conduct benchmarking and monitoring of route use. Establish a Share the Road program.

Initiate active and healthy living programs and events. Conduct regular maintenance. Investigate priority locations for safety improvements.

*TIR: *DHW: *RCMP: *HRM:

Explore funding opportunities for active transportation initiatives. TIR; DHW; HRM.

Oversee the implementation of the Chester AT plan and Aspotogan Active Transportation Strategy. TIR; community Annual traffic counts of vehicles and organizations. cyclists; survey distribution every two years. TIR; DHW; RCMP; Share the road signs; local bicycle school board; community safety events; web and social organizations; local marketing campaign; local distribution businesses and services. of brochures and posters. School board; TIR; Annual Bike Week; school recreation DHW; community initiatives; annual Aspotogan triathlon. organizations. TIR Trim vegetation, repair unpaved shoulders, paint lane lines.

0-1 year

TIR

0-2 years

Key priority locations are identified in Volume C - Route Design; additional priority locations may emerge from public consultation.

0-1 year

0-2 years

Ongoing

Nova Scotia Department of Transportation and Infrastructure Renewal Nova Scotia Department of Health and Wellness Royal Canadian Mounted Police Halifax Regional Municipality Aspotogan Peninsula Active Transportation Strategy

E-3

Medium-term Actions Action

Key Partners*

Provide basic amenities

Local businesses and services; community organizations; local tourism organizations. Resurface the Aspotogan Rail Community organizations Trail Implement route safety improvements to priority locations Marketing and communications material

Initiate a Bicycle-Friendly Business program

Resurface and add paved shoulders to Trunk Route 3. *TIR: *DHW:

E-4

Details

Additional bike racks; 1-5 years temporary washrooms; repair kits; seating. Use crusher dust. 2-5 years

TIR

Priority locations are identified in Volume C Route Design. Community organizations; Distribution of a brochure local businesses and services; outside of the local local tourism organizations. community; Work with local tourism organizations to promote the Aspotogan Peninsula as an active tourism destination. Local businesses and services; Chester, in partnership with Department of Economic community organizations, and Rural Development and can begin the program. Tourism; DHW; community Working with the organizations. Department of Economic and Rural Development and Tourism will ensure consistency in a larger network. TIR 1.5 metre paved shoulders.

Nova Scotia Department of Transportation and Infrastructure Renewal Nova Scotia Department of Health and Wellness

Implementation

Timeline

2-5 years

2-10 years

Long-term Actions Action

Key Partners*

Details

Timeline

Establish amenity â&#x20AC;&#x2DC;hotspotsâ&#x20AC;&#x2122;

TIR; DNR; local tourism organizations.

According to community priorities.

5-10 years

Provide active transportation TIR route signage and wayfinding

Ensure province wide consistency.

5-10 years

Provide additional trail connections.

Acquisition of land through 2-10 years the subdivision by-law; work by community organizations. 5-10 years

Community organizations; developers.

Develop an Aspotogan Route Local tourism organizations; tourism website. community groups. Integrate with marketing of a Nova Scotia active transportation network.

*TIR: *DHW: *DNR:

TIR; DHW; local tourism organizations; Department of Economic and Rural Development and Tourism; Bicycle Nova Scotia.

Work with partners to develop an active tourism guidebook for the South Shore.

5-10 years

Nova Scotia Department of Transportation and Infrastructure Renewal Nova Scotia Department of Health and Wellness Nova Scotia Department of Natural Resources

Aspotogan Peninsula Active Transportation Strategy

E-5

Financial Considerations This section offers cost estimates for implementing the Strategy. In most cases, estimates are for materials only, and actual implementation costs may vary as they are reliant on site specific parameters. In general, the cost of physical road or trail improvements is higher than that of signage, warning systems and marketing and communications. It is assumed that road improvements will be the responsibility of TIR. There may also be costs for land acquisition beyond what is indicated for trail development. Implementation of a provincial active transportation network can lower some costs substantially, since unit costs are dependent on volume.

Road Improvements

The TIR Area Manager for Lunenburg County was consulted to obtain information about route enhancements related to active transportation on Route 329 and Trunk 3. Key points from this discussion related to roadwork are the following: • Cost per kilometre of roadwork is a function of quantity and therefore difficult to estimate in general. The low quantity required for paving a shoulder independently of other resurfacing work means a high cost per kilometre. • Adding paved shoulders at the time of resurfacing the roadway lowers costs and ensures continuity between the shoulder and the roadway. • Route 329 is built very close to the coast, increasing the cost and complexity of the roadwork. For example, compacting force on sections next to the ocean may require reinforcement of the embankment. Due to the complexity of road construction, costs below are estimates. A site-specific assessment is needed to determine the actual cost of road improvements.

Roads Item

Cost/Unit

Paved shoulders in priority areas

$50,000/side /km

Number of Items 2 km

Trunk 3 resurfacing $100,000 / km 4.6 km with paved shoulders

Total Cost/ Comments Item $100,000 Uphill direction only. Cost estimate in addition to scheduled roadway resurfacing at $300,000 / km. $460,000 Both directions. Estimate based on consultation with TIR and from HRM AT plan for rural highway improvements. N/A Done in conjunction with regular TIR right-ofway maintenance.

Vegetation management and removal Designated crossing markings

TBD

N/A

TBD

Painted lane extent line

TBD

1 km

N/A

Total

$560,000

E-6

Implementation

Begin with marking the Rail Trail crossings in East River (2) and Hubbards (1). Consultation with TIR required to determine cost estimate. Fox Point Front Road requires white extent lines on both sides. Regular right-of-way maintenance.

Trail Improvements The costs associated with the construction of new multi-use trails can be separated into eight different categories: earthwork, drainage, landscaping, bridges, barriers, amenities, land acquisition and management and consulting (Pedestrian and Bicycle Information Center, n.d.). Within each category there are a number of subcategories. For example, earthwork includes clearing and grubbing, excavation and grading. New trails can be expensive. HRM estimates new trail construction at $100,000/km (SGE Acres, 2006). The actual cost of trail building will depend on site specific conditions. Costs for improvements to the existing Rail Trail are also listed. Ongoing maintenance of trails, such as surfacing and clearing will also need to be considered. The Aspotogan Trail Association is a key partner in development and ongoing maintenance of trails on the Peninsula.

Multi-Use Trails Item Cost/Item Asptogan Rail Trail $10,000 / km crusher dust surfacing New multi-use trails $109,000 $164,000/km*

Number of Items 10 km

Total Cost/Item $100,000

22 km

$2,200,000 $3,608,000

Total

$2,300,000 $3,708,000

Comments Ongoing surface maintenance required. Unit cost based on estimate from HRM AT plan.. Range depends on surface material.

* Cost estimates from 2006 adjusted for inflation.

Trail Building Parameters Parameter Earthwork Surfacing Drainage Landscaping Bridges Barriers Amenities Land Cost Management and Consulting

Details Clearing and grubbing, excavation and grading Aggregate base and surface material Storm culverts Sodding, stonework Decking and structure Removable bollards or boulders Benches, washrooms, waste receptacles Acquired during subdivision process or purchased Administration,planning, design, engineering, etc.

Aspotogan Peninsula Active Transportation Strategy

E-7

Signage Compared to physical improvements, signage is an affordable means of improving safety and raising the profile of the Aspotogan AT network. Unless specified, the following costs are for materials only and are based on the cost of Share the road signs as reported in the Pictou County Bikeways Report (Eastwind Cycle, 2007), adjusted for inflation. Sign codes and descriptions can be found in Volume F - Appendix. The costs for the cyclist activated warning system are converted from New Zealand Dollars and are based on the reported costs of a New Zealand test project (Gardener and Kortegast, 2010). Installation costs (labour, additional materials, etc.) will add significantly to the costs. For example, HRM estimated the cost of route signs, including materials, labour and contingency funds, at five hundred dollars per sign (SGE Acres, 2006).

Warning Signage and Systems Item

Cost/Unit

Share the road sign

Number of Total Cost/Item Units $40.00 / ea 11 $407.00

Trail crossing sign

$40.00 / ea 4

$148.00

Steep grade sign

$40.00 / ea 30

$1,110.00

Road condition sign (â&#x20AC;&#x153;Bumpâ&#x20AC;? Sign) Trail stop signs

$40.00 / ea 7

$259.00

$17.00 / ea 6

$102.00

Cyclist Activated Warning System Warning sign and pole Solar power connection Detection device and signal controller

$5,600 / ea 6 $1,200 / 6 sign $7,500 / ea 4 Total

E-8

Implementation

$33,600 $7,200 $37,200 $80,026.00

Comments Additional signs as recommended on page C-5 of Volume C - Route Design. Place on road in advance of all designated trail crossings. Place in approach to all inclines and declines greater than 6%. Place in advance of transition to poorer road conditions. Place on trail in advance of all designated trail crossings.

Wayfinding Signage Item* Blue Route sign

Cost/Unit $40.00^

Number of Units 20

Aspotogan Route TBD entrance sign Secondary route sign $40.00

Total Cost/Item Comments $800.00 Place along Trunk 3 every 2km. May require additional signs at intersections. Place one at each end of the Route.

$1,600.00

Tertiary route sign

$40.00

$480.00

Bike route tab sign

$16.00 / ea

74 $1,184.00 Total $4,064.00 ^ Cost based on share the road sign cost, actual cost may vary * Number and placement of signs will depend on TIR policy

Place every 2km along Route 329. May require additional signs at intersections. Place at entrance to tertiary route and at intersections. Based on HRM costs

Amenity Hotspots The cost range for amenity hotspot kiosks are based on the costs of existing Bluenose Coast tourism kiosks (lower estimate) and Aspotogan Rail Trail kiosks (upper estimate). Both include fabrication and installation. The cost for signs identifying the hotspot is based on the cost of small warning signs. It is assumed that four legged hotspot kiosks would cost approximately twice as much as the two legged structure. The type, number and cost of optional amenities would depend on the hotspot location and community input.

Amenity Hotspots Item

Cost/Unit

Total Cost/Item

Comments

$16.00 / ea

Number of Units 13

Hotspot sign*

$195.00

Based on HRM costs for bike route tab sign

2 legged structure and display 4 legged structure and display Display only*

$6,000 - $15,000 / ea

$54,000 - $135,000

$12,000 - $30,000 / ea 4

$48,000 - $120,000

$137 / ea

$1790 .00 $103,985 - $256,985

13 Total

* Based on estimate provided by local sign shop. Additional cost considerations: • Bulletin board • Bike rack • Bike pump and tools • Bench

• Picnic tables

Aspotogan Peninsula Active Transportation Strategy

E-9

Marketing and Communications Many of the recommendations for marketing and communications build on existing programs that involve a number of funding partners. The following table outlines some of the material costs associated with various initiatives. Costs for Marketing Materials Item Cost/Unit

Number of Units 500

Share the Road Program Brochure and Route Map Newspaper Advertisements Insurance for organized rides.

$2.85 / ea*

$325.00

Posters for Share the Road program and Events Radio Advertisements for Share the Road program Web development Bike-Friendly Business Program Logo Bike-Friendly Business Sign

$1.00 / ea

100

Total Comments Cost/Item $1,425 Initial run to distribute within the Aspotogan community. $220.00 1/8 page (4C) print advertisement with Southshore Now News. $1,300.00 AHT and Municipality of Chester have both covered insurance costs of RECAP rides in the past. $100.00 Cost will vary depending on volume.

TBD

15 - 30 second advertisement on Cove FM

TBD TBD

N/A 1

TBD TBD

Cost will vary depending on extent of work. Development of logo

$16.00 / eaâ&#x20AC;

$480.00

Cost estimate for a 30cm x 30 cm aluminium sign.

$220.00 / ea 1

Total $3,525.00 * Based on estimate provided by local print shop for an order of 2000 brochures. â&#x20AC; Based on estimate provided by local sign company for 100 bike route tab signs (see costs for wayfinding signage).

E-10 Implementation

Policy

This section provides policy amendments for the Municipality of the District of Chester based on the four goals of the Aspotogan Peninsula Active Transportation Strategy: • • • •

To provide a safe, enjoyable and aesthetically pleasing route for all road users. To promote active and healthy living. To encourage economic development. To act as a pilot project within a larger network.

Proposed Amendments Adoption of the Strategy An Active Transportation Plan is being developed for the Municipality of the District of Chester. This plan may contain a hierarchical network of active transportation routes within the municipality. The Aspotogan Peninsula Active Transportation Strategy provides details for a recreational route within the Chester active transportation network. Recommendation We recommend that Council adopt the Aspotogan Peninsula Active Transportation Strategy and carry out amendments to the Municipal Planning Strategy (MPS) and Subdivision By-law as outlined in this section. Policy Amendment - MPS Council will designate the Aspotogan route as an active transportation route within the Chester Active Transportation network.

Benchmarking and monitoring The Municipality of the District of Chester can work with community organizations and the Department of Transportation and Infrastructure Renewal to conduct comprehensive traffic counts of cyclists, pedestrians and motorized vehicles.Yearly monitoring should examine changes in route use and evaluate the effectiveness of the marketing and communication strategy. Policy Amendment - MPS Council will support local community organizations to distribute surveys about active transportation in the local community as perVolume D (‘Marketing and Communications’) of the Aspotogan Peninsula Active Transportation Strategy.

Aspotogan Peninsula Active Transportation Strategy E-11

Joint Transportation Task Force Active transportation crosses the boundaries of government departments; coordination and cooperation are required to achieve the objectives of the Strategy. For this reason, a Joint Active Transportation Task Force is needed for the Aspotogan region. Policy Amendment - MPS Council shall establish a Joint Active Transportation Task Force to co-ordinate the implementation of the Aspotogan Peninsula Active Transportation Strategy. Membership of the Task Force Council shall designate a Chair of the Task Force. In additional to the Chair, the Task Force may consist of representatives from the following organizations, agencies and Nova Scotia government departments: a) Municipality of the District of Chester; b) Halifax Regional Municipality; c) Department of Health and Wellness; d) Department of Transportation and Infrastructure Renewal; e) Department of Economic and Rural Development and Tourism; f) Aspotogan Heritage Trust; g) Destination Southwest Nova Association; and h) representatives of other organizations, agencies and Nova Scotia government departments as Council may designate.

Share the Road Program The Aspotogan Peninsula Active Transportation Plan provides details about a Share the Road program that can be implemented in Chester, with events held on the Aspotogan Peninsula. Policy Amendment - MPS Council shall adopt a Share the Road program within the Aspotogan region to increase route safety and promote active and healthy living. Specifically, council shall consider the following initiatives, including but not limited to: 1) 2) 3) 4)

encouraging social marketing initiatives aimed at increasing awareness of route safety issues; supporting local events that promote cycling safety; supporting distribution of Share the Road brochures and posters in the local community; and creating a Chester Bike Week.

E-12 Implementation

Cooperation with the Department of Transportation and Infrastructure Renewal Co-operation with Nova Scotia Department of Transportation and Infrastructure Renewal (TIR) is needed to implement route improvements because that department builds and maintains the roadways in the Aspotogan region. Chester has a policy about co-operation with TIR in its MPS. We recommend additional policy specific to active transportation. Section 2.3 (‘Provincial Responsibility’) of the Chester MPS states: The Nova Scotia Department of Transportation and Communications builds and maintains Public Highways under the Authority of the Highways Act. This includes all public streets and highways in this District, as well as the ferry service from Chester Village to Tancook Island. This does not include common rights-of-way between various lot owners, which are purely a private matter… For various reasons people often seek the help of Council in making changes to these public services, and in some cases Council is able to provide financial help. Because of this involvement, Council adopts the following policies: Policy 2.3.1 To co-operate with the Nova Scotia Department of Transportation and Public Works in providing and upgrading ferries, roads, sidewalks, and road drainage systems. Policy Amendment - MPS Specifically, it is the policy of Council to co-operate with the Nova Scotia Department of Transportation and Infrastructure Renewal to: a) identify and monitor safety concerns for those engaging in active modes of transportation on municipal roadways; b) consider, according to regular construction scheduling, paving roadway shoulders on sections of Route 329 and Trunk Route 3. Special consideration should be given to sections with slopes greater than 6%, blind corners and other problem areas; c) consider improving site lines in sections of Route 329 and Trunk Route 3 that do not meet the Department of Transportation and Infrastructure Renewal highway construction and maintenance standards; and d) provide ‘Share the Road’ signs on provincial highways according to Department of Transportation and Infrastructure policy.

Aspotogan Peninsula Active Transportation Strategy E-13

Active and Healthy Living Events Policy Amendment - MPS Council will encourage local events that promote active and healthy living through active transportation. Specifically, Council will work with its partners to encourage initiatives in local schools. Partners may include but are not limited to: a) Nova Scotia Department of Health and Wellness; b) Recreation Nova Scotia; and c) Local community organizations.

Active Transportation Connections The Chester Municipal Planning Strategy contains a provision to require 5% of a land area being subdivided to be transferred to the Municipality for recreational purposes. This is enforced through the Subdivision By-law. Amendments to the Municipal Planning Strategy and Subdivision By-law policies to increase active transportation connectivity are provided below. Section 17.0 of the Chester MPS states: To provide residents of the Municipality with reasonable access to park, playground and similar public areas, Council has adopted the following policies: Policy Amendment - MPS Policy 17.0.1 To require subdividers to transfer to the Municipality either: an area of usable land for trails, bicycle paths, park, playground and similar public purposes, in the amount of not less than 5% of the area shown on the final plan of subdivision, not including streets, roads, or the residue of lands owned by the subdividerâ&#x20AC;Ś Policy 8.0.6 Residential developments which are not permitted by right may be permitted by development agreement, where provided for by specific policies set out elsewhere in this Municipal Planning Strategy, and provided Council is satisfied that:

b) the development shall include usable outdoor recreation space that is suitable for erection of playground equipment, trails, bicycle paths, or for other active and passive recreational uses.

i) where possible, the development shall include active transportation connections to Route 329, Trunk Route 3 or the Aspotogan Rail Trail in the form of trails or bicycle paths

E-14 Implementation

Section 38 of the Subdivision By-law (‘Useable Land’) states: For the purposes of this Part, ‘Useable Land’ means land which: e) meets or exceeds the overall minimum score on the evaluation sheet attached as Schedule “H” or, in lieu of satisfying this requirement, contains such unique physical, cultural or historical characteristics from the following list as determined by the Development Officer to provide unique and valuable recreation opportunities: Policy Amendment - Subdivision By-law vi) land suitable for development of recreational trails; vii) land suitable for bicycle paths. Section 39

5% required

(1) Prior to the endorsement of approval on the final plan of subdivision, the subdivider shall transfer to the Municipality for trails, bicycle paths, playground and similar public purposes an area of usable land of good and marketable title equal to 5% of the area subdivided in the final plan of subdivision…

Rural Economic Development Active transportation can be a source of rural economic development. The Aspotogan peninsula is a scenic area with existing active tourism, especially cycling. We have provided recommended policy amendments to encourage the development of the local tourism sector. Policy Amendment - MPS Council will work with tourism organizations to promote the Aspotogan peninsula as an active transportation destination. Policy Amendment - MPS Council shall work with other levels of government or community organizations to support a Bicycle-Friendly Business program. Policy Amendments - MPS Council shall co-operate with its partners to have the Aspotogan route designated as a secondary route within a future Nova Scotia active transportation network. Council shall work with the Deparment of Transportation and Infrastructure Renewal to provide bikeways route signage as perVolume C of the Asptotogan Peninsula Active Transportation Strategy. Aspotogan Peninsula Active Transportation Strategy E-15

References Eastwind Cycle. (2007). Pictou County Bikeways: Feasibility Report andWork Plan. Prepared for the Pictou Regional Development Commission. Gardener, R. and Kortegast, P. (2010). Trial ofVehicle Activated Electronic Signs for Improved Drive Awareness at Known Crash Sites in Tasman and Marlborough Districts:Technical Note. Christchurch, New Zealand: IRENZ Transportation Group Conference (March 2010). Pedestrian and Bicycle Information Center. (n.d). Benefit-Cost Analysis of Bicycle Facilities. Retrieved from http://www. bicyclinginfo.org/bikecost/index.cfm SGE Acres (2006b). Active Transportation Plan. Prepared by SGE Acres Limited, in association with Marshall Macklin Monaghan and Go For Green, for the Halifax Regional Municipality. Retrieved from http://www.halifax.ca/TDM/ activetransportation/Documents/ActiveTransportationFunctionalPlan.pdf

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Caribou Consulting

Aspotogan Peninsula Active Transportation Strategy

Appendix Caribou Consulting

Volume F

Case Studies Route Verte, Quebec In 1995, Vélo Quebec, in partnership with Government of Quebec, announced the development of the ‘Route Verte’, a 4000 kilometre bikeway linking areas of Quebec. The project was an investment of 88.5 million dollars. Velo Quebec is responsible for coordinating, planning, research, promotion and communications related to the development of the bikeways network. The Ministry of Transportation works with Velo Quebec and coordinates the actions of various government departments and agencies. In addition, the ministry heads the Route Verte interdepartmental committee, which includes representatives form Municipal Affairs and the Metropolis; Transportation; the Environment; Agriculture, Fisheries and Food; Social Solidarity; Tourism; and the Regional Development and Youth Secretariats. It also administers a Route Verte construction program, which provides funding up to 25% of projects costs for regional initiatives. The development of the route relies on the involvement of regional authorities (Velo Quebec, 2010). Expansion of the Route Verte combines designated shared roads, paved shoulders and off road paths along public rightof-ways (rail corridors, towpaths and hydroelectric corridors). The Ministry of transportation has developed design and signage standards to ensure safety and continuity of the route. Route markers are often accompanied by additional route information signage and tourism signage highlighting local attractions or amenities. Based on the Route Verte model, Velo Quebec has published a technical handbook of bikeway design to aid both regional authorities and other jurisdictions in the development of bikeways (Velo Quebec, 2004). Researchers at the Université du Québec à Montréal released a study in 2003 estimating the economic impacts of the Route Verte. The study estimated annual cycling related revenues from the Route Verte at $95.4 million, representing $15.1 million for the government of Quebec and $11.9 million for the Government of Canada. The study also estimated these revenues represent 2000 person-years of employment. The majority of spending was done by athletic cyclotourists (57%) – tourists who travel primarily to cycle, and by those living near the route (25%). The study team estimated that following the inauguration of the Route Verte in 2006, annual user expenditures would increase to 134 million dollars, generating over 38 million dollars in government revenues and support 2,861 jobs. As of October 2009, the project was nearing completion (UQAM, 2003). The success of this project and the development of Quebec’s cycling culture in general is largely a product of progressive bicycle policies that Quebec began developing in 1995. Both the Ministry of Transportation and the Société de l’assurance automobile Du Quebec (SAAQ) adopted Quebec’s first bicycle policy in 1995. The original policy dealt with safety issues and establishment of bicycling facilities. A 2008 revision of the policy focused on the use of bicycles for transportation within a context of active transportation, healthy lifestyles, reduced GHG emission and economic, tourism and sustainable development of the province to 2020. This new policy has a direct impact on how the Ministry of Transportation and the SAAQ operate and also integrates the development of the cycling network into all government departments with transportation related policies (UQAM, 2003).

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Polices are categorized into four focus areas: human, vehicle, traffic infrastructure and socioeconomic environment. Each focus area contains a set of specific issues that are the responsibility of certain departments or government partners. Following from each of these specific issues are policy statements, which in turn, guide the creation of departmental action plans (Government of Quebec, 2008). The bicycle policy directly impacts how the Ministry of Transportation and SAAQ operate. The ministry of transportation’s responsibilities include: the standardization of cycling facilities and related signage; the development of cycling facilities on roads managed by the ministry, and the coordination of the activities of all stakeholders across the province associated with cycling facilities (Government of Quebec, 2008). The SAAQ promotes safe cycling through rules of the road campaigns; updates the Highway Safety Code and ensures its enforcement; raises cycling awareness in schools; establishes standards for bicycles as vehicles; monitors road safety records and supports research aimed at improving knowledge on road safety related issues.

North Carolina, USA With the passage of comprehensive Bicycle and Bikeway Act of 1974, North Carolina established the first state bicycle program in the nation, which quickly became a national model for other states to follow. The legislation granted authority for the North Carolina Bicycle Program (now the Division of Bicycle and Pedestrian Transportation) to undertake comprehensive bicycle planning and programming (North Carolina Department of Transportation, 2004). This far-reaching legislation establishes the following provisions: • supports the legal definition that a bicycle is a vehicle • defines bicycle facilities as a bona fide highway purpose • designates the North Carolina Department of Transportation to carry out the provisions of the act • assigns specific duties to various departments • allows for designation of bicycle facilities along and upon the state’s public roadways • authorizes the department to spend budgeted funds and other funds from federal, state, local, and private sources • establishes the North Carolina Bicycle Committee. Composed of seven members each representing two of the state’s 14 highway divisions, the committee meets periodically to make recommendations to the Secretary of Transportation on actions related to bicycle projects. The Bicycle and Bikeways Act directs the North Carolina Department of Transportation (NCDOT) to perform the following duties: • assist local governments with the development of bicycle programs and the construction of bicycle facilities • develop policies, procedures, and standards for planning, designing, constructing, maintaining, marking, and operating bicycle facilities and provide for the safety of bicyclists and motorists • develop demonstration projects and safety training programs • develop and construct a state bikeway system.

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Following from the act, NCDOT adopted a comprehensive set of bicycle policies that institutionalized bicycle provisions into day-to-day departmental operations. Bicycle transportation became an integral part of the state comprehensive transportation system and the inclusion of bicycle facilities in highway construction projects was formalized. Through ongoing monitoring and evaluation the bicycle policies have been updated and improved over the past thirtysix years. Today they include detailed guidelines for planning, design, construction, maintenance and operations related to bicycle facilities and accommodations (North Carolina Department of Transportation, 2004). In 2003 the North Carolina Department of Transportation commissioned a study to investigate the value of public investment in bicycle infrastructure along its Outer Banks region, a coastal area that had seen a 6.7 million dollar investment in bicycle facilities over the proceeding decade by federal, state and municipal authorities. Study findings: • Annual return on investment of over 60 million dollars, 9 times more than the one time expenditure to create the facilities. • 680,000 cycle tourists annually, equal to 17% of total tourists. Nearly half of those surveyed said that the quality of the route was a major factor in deciding to visit the area. Respondents also indicated that cycling extended the length of their stay. • 1400 jobs created or supported annually by cycle tourism and recreation. • Investments in bicycle facilities led to increased property values for lots located next to bicycle facilities, reduced the health care costs to the state and reduced the amount and cost of road maintenance.

The Netherlands

In 1980, the Netherlands introduced cycling policy and began to promote recreational and utilitarian cycling. Today, the country has the highest rate of cycling use in the world. Thirty-four percent of all trips under 7.5 km in the Netherlands are made on a bicycle, which equals approximately 4.5 billion trips each year. For recreational purposes, 900 million trips are made in the country each year which has had an incredibly successful impact on the national economy. Recent surveys estimate that recreational cyclists spend approximately € 750 million “on the road”. These returns massively eclipse annual investments of €500,000 made by the government on development, signing and promotion. Another positive economic impact of increasing cycling is expenditures on bicycles and associated equipment and services. The industry is worth approximately € 500 billion per year. The Dutch have also consistently added to their national bicycle path network. Approximately 90,000 km of roadways have been analysed to be suitable for cycling. Furthermore, 17,000 km of bike paths have been built in the country, of which 5,000 km are dedicated cycle tracks (Netherlands Bicycling Platform, 2010).

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Existing Policy This section summarizes the relevant provincial, municipal and community level policies, program and initiatives related to active transportation (AT) route enhancements in rural areas. There are a number of government departments and regional authorities that could be partners in rural AT initiatives. Though AT policies are in the early stages of development in most government departments, the Aspotogan region will be well positioned to benefit from these policies once they are enacted.

Provincial Policy There are a number of provincial departments with mandates that either directly or indirectly relate to active transportation. Recently, the province formed a multi-department task force to develop a sustainable transportation plan for the province. This plan will build on the sustainable transportation strategy published in 2008, which identified the need to take initiative on developing active transportation opportunities for Nova Scotians (TIR, 2008).

Department of Transportation and Infrastructure Renewal (TIR) TIR is responsible for maintaining provincially owned roads, bridges, ferries and carpool lots at major highway exits (TIR, 2008). Currently, there is no mandate for bicycle or pedestrian planning on rural roadways; however, TIR published a sustainable transportation strategy in 2008, which outlines department initiatives to promote active transportation. TIR is working with Conserve Nova Scotia, Service Nova Scotia and Municipal Relations, Nova Scotia Environment and the Union of Nova Scotia Municipalites to develop a sustainable transportation strategy for Nova Scotia. The sustainability plan will address a number of issues, one of which is active transportation. Route 329 is a provincial minor collector highway and therefore decisions regarding its design and maintenance are the concern of TIR. The Department’s Highway Functional Classification Review (2007) is the guiding document for roadway standards and includes guidelines for road shoulder widths based on traffic volumes and speeds but not specifically for AT purposes. According to the department’s special project coordinator, TIR does not as yet have policies regarding active transportation, though they are in the process of being developed. TIR does have a sidewalk policy, which states that TIR “does not build sidewalks”. However, the department does consider cost sharing with a municipality and building the subgrade for sidewalks when undergoing major roadway improvements; the cost of paving and maintenance is the municipality’s responsibility (TIR, 2007).

Department of Health and Wellness In response to the high rates of physical inactivity amongst Nova Scotia residents, the department’s budget for physical activity, sport and recreation programming is the largest department expenditure aside from District Health Authority funding (Department of Health Promotion and Protection, 2009). One of the department’s performance measures is the percentage of municipalities with physical activity plans. The goal is to increase community capacity to create supportive environments for physical activity. The department already funds active transportation initiatives Aspotogan Route Enhancement Strategy

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in Nova Scotia Municipalities and has created a framework for active transportation development on a provincial scale (Department of Health Promotion and Protection, 2006). Health and Wellness works with government and non-government partners to facilitate knowledge transfer on active transportation, support the development of AT infrastructure and promote connected communities throughout the province. Initiatives related to active transportation include: • • • • •

Active Kids, Healthy Kids Strategy Injury Prevention Strategy Pathways for People Healthy Eating Nova Scotia Strategy for Positive Aging

Service Nova Scotia and Municipal Relations (SNSMR) SNSMR provides funding for programs related to sustainable rural transportation and contributes to AT as a member of the provincial task force developing a sustainable transportation plan for Nova Scotia (Eastwind Cycle, 2009).

Department of Energy/Conserve Nova Scotia Conserve Nova Scotia is involved in a number of initiatives related to AT. In 2007, the department provided funding to the Ecology Action Centre through the Green Mobility Program to expand initiatives on a number of transportation fronts, including AT. Funds were distributed to communities working on sustainable transportation to help differ costs associated with AT infrastructure improvements (TIR, 2008).

Department of the Environment The Nova Scotia Department of the Environment is indirectly concerned with AT with its Climate Action Plan, which aims to reduce greenhouse gas (GHG) emissions as part of a climate change mitigation strategy. The Plan targets the transportation sector as a major contributor to GHG emissions (Department of Environment, 2009). In addition, the department supports community initiatives aimed at improving sustainability as outlined in the Environmental Goals and Sustainable Prosperity Act.

Department of Economic and Rural Development and Tourism The Community and Rural Development Division manages provincial economic development activity in rural areas of Nova Scotia. The core functions of the Division are knowledge management and policy implementation, opportunity identification, undertaking regional planning for economic growth and helping communities in transition. The department promotes development of transportation infrastructure that stimulates economic activity (Department website, February 2, 2011).

Utilities and Review Board (UARB) The UARB licenses commercial vehicles, such as the passenger vans often used by cycle tour operators. The licensing prohibits the towing of a trailer while carrying passengers in a van. This restriction has led to many tour operators ceasing to operate in Nova Scotia (Eastwind Cycle, 2009). E-6

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Provincial Legislation Nova Scotia Motor Vehicles Act (MVA) Section 85(1) of the MVA provides that cyclists are subject to the same provisions as motor vehicle drivers. The province has recently introduced amendments to the MVA, which will require that drivers maintain a one meter distance when passing any cyclists on all provincial roadways. When passed, Nova Scotia will be the first province to implement such legislation. In addition to the new one meter rule, the new legislation also includes the following amendments: • A definition for cyclist and bicycle lane

• • • • •

Prohibiting vehicle parking in a bicycle lane Making it an offence to fail to yield to a cyclist in a bicycle lane Redefining cycling on the extreme right Allowing drivers of vehicles to cross a centre line to pass a bicycle, if the driver can do so safely Requiring cyclists to ride single file and in the same direction of the traffic

Fines for non-compliance have been proposed for both the one meter rule and for driving in a bike lane

Trails Act The Trails Act provides for trails over land and water in Nova Scotia. The purpose of this Act is to: • establish and operate trails on Crown lands and over watercourses for recreational use and enjoyment; • establish trails on privately owned lands, with the prior consent of the owners or occupiers; • reduce the liability of the owner or the occupier of privately owned lands where consent is given to designate a trail; • establish and operate trails, either by the Department or through agreement with persons, including municipalities, clubs, organizations and other such bodies; and • provide for effective management of trails and the regulation of trail user activities to ensure quality user experiences. R.S., c. 476, s. 2.

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Municipal Policy HRM Planning Strategy and Active Transportation Plan Though the Hubbards community is a major economic centre for the Aspotogan region, it lies within HRM and is therefore governed by HRM’s municipal planning documents and active transportation plan. HRM’s regional plan designates Hubbards as a rural commuter local centre (HRM, 2006). These centres are encouraged to develop as small mixed-use service centres. Transit service shall be provided at peak hours from these rural centres to other centres and the Regional Centre. Where possible, shared parking shall be provided for park-and-ride and commercial uses. With respect to active transportation, HRM’s AT plan (SGE Acres, 2006) establishes the following goals: • Build upon previously proposed initiatives… by connecting and expanding upon existing cycling, pedestrian and multi-use trail facilities in HRM to establish a complete, integrated and readily accessible region-wide network serving urban, suburban and rural areas. • Double the number of person-trips by Active Transportation modes in 20 years by encouraging more people to choose Active Transportation modes more often for both utilitarian and recreational/fitness purposes. • Make conditions for walking, cycling and other modes of Active Transportation safer for all users… by providing conveniently located, appropriately spaced and well-designed on-road and off-road cycling pedestrian and multiuse trail facilities, while promoting Active Transportation as a healthy lifestyle choice and also educating all transportation modes (cyclists, motorists, etc.) on safe operating practices. Section 4.6 of the HRM Active Transportation Plan describes the primary system component of the AT network. The primary system creates direct connections between major nodes throughout HRM. With respect to rural areas, the plan calls for AT facilities along arterial roads and provincial trunk highways. The level of demand, which itself is a function of density and land uses, dictates the type of facility to be installed. For instance, transit facilities, major employers, schools and other key destinations should have direct sidewalk access. For rural highways, the plan recommends two metre wide paved shoulders on each side within communities and between communities or to other important destinations (SGE Acres, 2006). To refine the recommendations made in the AT plan, a “Healthy and Active Rural Communities Program” is recommended for rural communities like Hubbards. The criteria that the HRM uses to assess routes under consideration for inclusion in the AT network are listed in the following table:

AT Network Route Selection Criteria: Connectivity (10) Convenience (10) Safety (10) Planned Roadway, Trail, or Park Improvement Projects Cost Effectiveness (5) Projected Reduction in Vehicle Trips (5) Multi-Modal Coordination (5)

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Aesthetics (5) Community and Political Support (5) Environmental Concerns (3) Spin – Off Benefits (3) Usage (3) Ease of Development (3)

Chester Physical Activity Strategy This Strategy was developed for the Municipality of the District of Chester and the Town of Mahone Bay in partnership with NS Health and Wellness. One of the actions recommended in the strategy is the encouragement of active transportation options for Route 329, specifically the extension of road shoulders to a safe condition for walking and cycling (Municipality of the District of Chester, 2008). Following from the recommendations of this strategy and the ICSP, Chester has hired an active transportation coordinator and is developing an active transportation strategy for the Municipality.

Chester Municipal Planning Strategy (MPS) Chester’s current MPS does not include policies related to active transportation. Wtih regards to transportation in general, Section 2.3 Provincial Responsibilities refers to the authority granted to the province under the Public Highways Act to provide and maintain all public roads and highways with the District. Chester’s intent to work with the TIR stated in Policy 2.3.2: To co-operate with the Nova Scotia Department of Transportation and (Infrastructure Renewal) in providing and upgrading ferries, roads, sidewalks, and road drainage systems (Municipality of the District of Chester, 1997). With regards to land use planning, aside from Mill Cove, the entire Aspotogan Peninsula is designated General Use and zoned General Basic. This designation applies to areas of the municipalities that have not requested more specific land use control from Council. The only form of development control occurs through the Environmental Assessment Regulations for some land uses or large-scale industrial developments as specified by the province’s Environmental Act.

Designation:

Zoning Code:

Section 7.8 General Use Section 7.7 Mill Cove Mill Cove Park Single Unit Residential Area Mill Cove Park Multi-Unit Residential Area Mill Cove Park Rural Residential Area Mill Cove Park Highway Convenience Commercial Area Mill Cove Park Commercial Campus Area Mill Cove Park Institutional Area Mill Cove Park Community Park Area

GB MCP-SR MCP-R2 MCP-RR MCP-HC MCP-CC MCP-I MCP-CP

Chester Integrated Community Sustainability Plan (ICSP) In 2010, Nova Scotia Municipalities submitted ICSPs as a requirement for receiving Federal Gas-Tax Funding. The provincial government established ICSP guidelines that focused on the four pillars of sustainability: environment, economic, social and cultural. The ICSP is an official document and is intended to guide future municipal planning and policy development (Institute for Planning and Design, 2009).

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Chester’s ICSP highlights active transportation as a key component of economic and social goals and actions it needs to take to become a more sustainable community. Goals also identify potential partners, funding opportunities, risks and dependencies associated with intended actions (Institute for Planning and Design, 2009).

Pillar or Goal:

Action(s):

Economic – Transportation

Develop active transportation strategy Improve sidewalks and multi-purpose trails for commuting Cut back roadside vegetation for visibility: encourage walking, biking in rural areas. Widen and/or pave shoulders: encourage walking and biking Better speed control and road sharing in rural areas Work on inter-municipal and extra-municipal linkages Develop plan to expand trail/active transportation system.

Social – Healthy Community

Community Initiatives Aspotogan Heritage Trust (AHT) - “Investing in CommunityVisions” The AHT is an organization based out of Hubbards that fosters and supports community groups within the region by facilitating the development of their visions into realities by providing resources and support. In 2010, the AHT retained the services of the Acadian Centre for Social and Business Entrepreneurship (ACSBE) to lead a communitydriven strategic planning project to create a long-term vision and strategy for the region. Once complete, this document will go to the Rural Secretariat to guide future economic development projects in the region (ACSBE, 2011). The process involved numerous consultations with community members, community organizations and local government representatives. A draft version of the strategic plan, Creating a Stronger Tomorrow (CAST), outlines the core values, vision, mission statement, goals and objectives and implementation structure for the Aspotogan Community. The community endorses the AHT as the organization best suited to lead the implementation of the plan.

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Existing Marketing & Communications

The following is a brief overview of some of the marketing and communication initiatives relevant to the Aspotogan region.

Route Enhancement Committee of the Aspotogan Peninsula (RECAP) RECAP is engaged in marketing active transportation on the Aspotogan Peninsula and wants to see the route recognized as a cycling route, serving as a model for other active communities. The group advocates for a safe and accessible route for all road users, and also has goals to promote the health benefits of AT and the potential economic benefits for local business. Their goals therefore align well with the goals of the Aspotogan Peninsula Active Transportation Strategy. RECAP has done considerable work in the local community to address these goals. Their website has event listings, route maps and useful links, and they have held several consultations in the community about reducing conflict between road users. The route map for the “Aspotogan Loop”, available on RECAP’s website, is visually appealing and provides useful information about the route elevation profile and amenities along the route. The print version of the map is in the form of a brochure, and also provides information about sharing the road and RECAP activities. RECAP organizes rides throughout the year, and has become active at building capacity within the area. For example, one RECAP member has had success organizing cycling excursions with local women. Website: www.aspotoganloop.wordpress.com

Ecology Action Centre The Ecology Action Centre, a Halifax-based environmental group, administers the Active and Safe Routes to School program, an approach that aims to increase active transportation among children and youth. Part of Active and Safe Routes to School is the School Travel Planning program (Active and Safe Routes to School, 2011), which provides a five-step program to community and school groups. The Ecology Action Centre has a transportation issues committee that focuses on sustainable transportation, and administers numerous projects related to active transportation such as Walkabout, Bike again! and TRAX. In 2009, Shatford Memorial Elementary school in Hubbards participated in the School Travel Planning program. A plan was developed to connect the school to the Aspotogan Trail fifty metres behind the school. Paul Euloth, part of the HRM Trails department, emphasized the importance of the Rails to Trails network for active transportation: “The utilization of the Rails to Trails corridor for active transportation purposes is paramount to the overall success of the Regional Trails program” (Green Communities Canada, 2009, p. 4). As of Fall 2010, $22,000 had been secured to plan and build the connection to the trail, and construction is poised to begin (Green Communities Canada, 2010, p. 5). Website: www.ecologyaction.ca

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Municipality of the District of Chester Chester has recently hired an active living coordinator who is in the process of preparing an active transportation plan. The Municipality of the District of Chester’s Integrated Community Sustainability Plan identifies an active lifestyle as a priority, especially for children. The Plan identified that children should have more access to “cultural events, physical activities, affordable recreation, education in and access to fine arts, and more community events including pot-luck suppers” (Institute for Planning and Design, 2009, p. 35). The plan also identified the need to encourage walking and biking in rural areas. Brochures for the Chester Connection Trail and Aspotogan Trail, part of the Rails to Trails network, are available on the Municipality of the District of Chester website. The promotional material for the Trail mentions cyclists as a user group, although the trail is shared with pedestrians and motorized vehicles. The marketing for the trail emphasizes the enjoyment of the outdoors, focusing on the potential recreational or tourist user. The Chester recreation department lists events such as yoga, soccer, dance, etc. Cycling events are not listed. Website: www.chester.ca

Halifax Regional Municipality (HRM) HRM has significant active transportation marketing initiatives, including the annual HRM Bike Week. However, most of the events are concentrated on the Halifax peninsula. None of the events for HRM Bike Week in 2010 took place in Hubbards, which borders the Aspotogan Peninsula. The HRM cycling website provides information about basic rules for young children and safety equipment information for parents. There is also a guide to signage and pavement markings. The HRM Active Transportation Plan (SGE Acres, 2006), approved in principle in 2006, recommends an educational and promotional framework to help increase active transportation. Suggested educational initiatives include sending flyers to households with utility bills, classroom interventions (providing an information package in school to children about active transportation) and safety audits by school boards. The AT plan refers to the ‘Bicycle Book’, a 30-page booklet produced by Service Nova Scotia and Municipal Relations targeting youth about bicycle use, and the pamphlet Nova Scotia Bicycle Safety produced by TIR. These documents provide useful information about safety and sharing the road, but they are not accessible from the HRM website. Websites: www.halifax.ca/cycling/index.html www.halifax.ca/tdm/activetransportation/index.html

Nova Scotia Doers and Dreamers and novascotia.com The Nova Scotia Doers and Dreamers guide is a comprehensive travel planner produced by the Government of Nova Scotia. The corresponding website is novascotia.com. In the South Shore section, the 2010 guide features the Hubbards Farmers’ Market in the introduction to the South Shore listings. The “Outdoor Adventure” section of the guide details many different outdoor activities, including cycling, paddling, hiking, etc. The cycling section emphasizes E-12 Implementation

the Cabot Trail in Cape Breton, the dykelands of the Annapolis Valley, Kejimkujik National Park, and the Rails to Trails routes. The Aspotogan Route as a cycling destination is not mentioned in the guidebook or on the website. Website: www.novascotia.com/en/home/default.aspx

Destination Southwest Nova Association The Aspotogan region is marketed as part of the “Bluenose Coast”, a section of the South Shore extending from Halifax to Port Joli. From a tourism perspective, the most well known attractions are Peggy’s Cove, a world-renowned lighthouse and fishing village, and Lunenburg, a seaside town recognized as a UNESCO world heritage site. In the Bluenose Coast brochure and website, Hubbards and Aspotogan are marketed as the “Playground of St. Margaret’s Bay”. The literature provides a “Must Do” list and a hidden gem for the region: • Enjoy the famous lobster suppers and the old-time dance hall • Visit the Hubbards Farmers’ Market • Sea-kayak to see the fairy-tale castle in Southwest Cove Hidden Gem: • Walk or cycle to New Harbour The Bluenose Coast brochure also provides information about driving distances and identifies amenities and attractions such as beaches, golf courses and campgrounds. The brochure is available at Nova Scotia tourism information centres and at other local tourism organizations on the South Shore. The website provides additional information and mentions that the Aspotogan Peninsula is an excellent cycling destination. Website: www.destinationsouthwestnova.com/bluenosecoast

Ten Beaches The website www.hubbardscove.com, maintained by the Ten Beaches Association provides information about the Aspotogan region, including accommodations, things to do, where to dine, festivals and events, etc. The site refers to the Aspotogan Peninsula as “a mini Cabot Trail”. The “things to do” section of the site has extensive information about active opportunities in the region, including sailing, scuba diving and cycling. The cycling section refers to the Aspotogan Loop and a shorter ride from Hubbards to Bayswater Beach and provides contact information for Freewheeling Adventures, a local bicycle tour company. Website: www.hubbardscove.com

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Bicycle Nova Scotia and Nova Scotia Bikeways Coalition These two organizations have done considerable work to promote active transportation and have proposed a provincewide cycling network called the Blue Route. This concept was initiated at the 2007 Nova Scotia Bikeways Summit in Pictou. Recommendations from a 2009 report about the feasibility of the Blue Route were presented in various Nova Scotia communities between September 2009 and March 2010 (Eastwind Cyles, 2009). This provided an excellent opportunity to market the Blue Route and active transportation in general. A subcommittee of Bicycle Nova Scotia was formed, called the Nova Scotia Bikeways Coalition. Its goals are to oversee the implementation of the bikeways network, as well as to ensure continuity between different levels of government. Their website contains many useful links, a forum and events listings. Website: www.bicycle.ns.ca

Union of Nova Scotia Municipalities The Union of Nova Scotia Municipalities produced a video about active transportation on their website and has given presentation about active transportation success stories in the province. Website: www.unsm.ca/active-transportation.html

Pathways for People Pathways for People is an initiative of Recreation Nova Scotia and the Nova Scotia Department of Health Promotion and Protection (now Health and Wellness), in association with the Ecology Action Centre and the Heart and Stroke Foundation of Nova Scotia. The website is a source of information about active transportation, including lists of active transportation initiatives in the province, organizations with AT mandates, research and publications, links, events and photos. Website: www.pathwaysforpeople.ca

Heart and Stroke Walkabout program Walkabout is an initiative of the Heart and Stroke Foundation, the Nova Scotia Department of Health Promotion and Protection (now Health and Wellness) and the Ecology Action Centre. Walkabout is a five-year initiative that started in 2007. Since then, the campaign has involved providing access to pedometers, toolkits for advocacy and policy and a social marketing campaign. Website: www.walkaboutns.ca/default.aspx

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Physical Geography The physical geography of the Aspotogan region is one of its biggest assets. The coastal route winds through scenic coves, inlets, and bays. The scenery along the route provides a fantastic backdrop for local cyclists and a destination for those visiting the region. The route has mostly flat and rolling terrain, with some uphill and downhill sections that emphasize the need for safety and sharing of the road. Mapping the geology and hydrology of the region provides a useful reference when considering roadwork or other route enhancements.

Elevation

Legend: (in metres) 0.0 - 19.7 19.7 - 36.4 36.4 - 53.1 53.1 - 69.8 69.8 - 86.5 86.5 - 103.2 103.2 - 119.9 119.9 - 136.6 136.6 - 153.3 153.3 - 170.0 Data | Municipality of the District of Chester, 2006 Map work | Caribou Consulting, 2011

The peninsulaâ&#x20AC;&#x2122;s physical geography is defined primarily by glacial and post-glacial processes. Past glaciation, has sculpted the hard granite bedrock into fairly flat and rolling topography with prominent ridges of hard rock in the southern region of the peninsula, along the central eastern coastline and to the north of highway three. Additional relief is provided by glacio-fluvial deposits (Nova Scotia Museum of Natural History, 1994).

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Bedrock Geology

Legend: Igneous Metamorphic

Data | Department of Natural Resources, 2006 Map work | Caribou Consulting, 2011

Carbonate

Hard, igneous rocks, primarily granite and slate, form the majority of the Aspotogan Peninsula. South of Aspotogan Mountain, the peninsula is composed of equally hard metamorphic rock of the Halifax and Goldenville formations, such as slate, greywacke and quartzite. Consequently, the entire area has very thin tills due to the absence of easily erodible softer carboniferous rocks (Nova Scotia Museum of Natural History, 1994).

Surficial Geology

The coastline of the Aspotogan is part of an ancient landscape that formed during a period of massive erosion prior to the Carboniferous period. During the Middle Carboniferous, limestone and evaporites were deposited in this area. Today, a remnant of this geologic history is still present along the peninsulaâ&#x20AC;&#x2122;s coast near Upper Blandford and East Point River.

Legend: Stoney Till Plain Ground Morraine Bedrock

Data | Department of Natural Resources, 2006 Map work | Caribou Consulting, 2011

Organic Deposite Silty Drumlin Kame/Esker System

The majority of the peninsulaâ&#x20AC;&#x2122;s surficial geology is thin stony till plain overlaid on fairly impervious granite bedrock. The stony till plain is suitable for pastureland or limited crop production. Glacio-fluvial deposits such as drumlins, eskers, and ground moraines provide a source of aggregate but are unsuitable for most agriculture other than blueberry production. As a result, many of these areas are left forested. These glacial sediments also provide the necessary quartzite grains for the white, sandy pocket beaches that dot the rugged, rocky coastline (Nova Scotia Museum of Natural History, 1994).

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Surveys

Example surveys in this section are adapted from surveys conducted in North Carolina, USA and Pictou County, Nova Scotia (Eastwind Cycle, 2007; North Carolina Department of Transportation, 2004).

Bicyclist Survey Bicyclist Survey

The purpose of this survey is to help us gather information about cycling on Route 329 and Trunk 3 (the ‘route’). The survey is designed to help us find out more about bicyclists – where they come from, major reasons for cycling trips and any concerns or issues they may have about cycling on the route. This information will be used to assess and monitor the effectiveness of past and future route improvements. Participation in the survey is entirely voluntary and survey participants will remain anonymous. [Contact information of survey administrator] Survey Location Date: Time: Weather: 1. Where is your permanent residence? City/Town/Village: State/Province: Country: Postal Code/ZIP: 2. Please describe your travel party: a) c) e) g)

Individual Single family Group of friends Organized bicycle tour

b) d) f) h)

Couple Multiple families Bike club Other (please specify): __________________________________

3. If you are not traveling as an individual, how many people are in your travel party? Adults Children

______ ______

Aspotogan Route Enhancement Strategy E-17

4. What is the main purpose of your cycling trip? (Please circle all that apply) b) Vacation/visiting c) Recreation a) Work/Business/Commuting d) Other (please specify): _______________________________________________________________ 5. What is the duration of your trip? a) Less than 1 day

b) 1-2 days

c) 3-4 days

d) More than 4 days

e) I donâ&#x20AC;&#x2122;t know

6. If this is an overnight trip, which best describes your accommodations? a) c) e) a)

Hotel/motel/resort b) Timeshare Rental home d) Home of friends/family Bed and breakfast f) Campground Other (please specify): _______________________________________________________________

7. How many similar trips have you made to this area in the past 12 months? Please specify: ______ 8. In which months did these trips take place? (Please circle all that apply) a) Jan. g) Jul.

b) Feb. h) Aug.

c) Mar. i) Sep.

d) Apr. j) Oct.

e) May. k) Nov.

f) Jun. l) Dec.

9. How many similar trips have you made to other areas in the last 12 months? Please specify: ______ 10. How many similar trips do you plan to make to this area in the next 12 months? Please specify: ______ 11. Please rate yourself as a bicyclist a) Beginner

E-18 Implementation

b) Intermediate

c) Advanced

12. How many kilometers do you typically cycle per week? a) Less than 10 b) 10-49 c) 50-99 d) 100-199

e) 200 or more

13. Did you: a) Bring your own bike

b) Rent a bike

c) Borrow a bike

14. How important was the activity of bicycling in your decision to come to the Aspotogan region? b) Somewhat c) No a) Very important important opinion

d) Not very important

e) Not important

f) I don’t know

15. How would you rate the overall quality of cycling in this area? a) Very good

b) Somewhat c) No good opinion

d) Somewhat e) Very poor poor

f) I don’t know

16. How would you rate the overall quality of cycling facilities in this area? a) Very good

b) Somewhat c) No good opinion

d) Somewhat e) Very poor poor

f) I don’t know

17. Do you think that additional bicycling facilities should be built in the area? a) Yes

b) No

c) I don’t know

18. If yes, what type? (Please circle all that apply) a) c) e) g) i)

Outdoor parking b) Indoor parking Water d) Air / Pump Repair kit f) Healthy meals Laundry h) Public washroom Other (please specify): _______________________________________________________________

3 Strategy E-19 Aspotogan Route Enhancement

19. How safe are Route 329 and Trunk 3 for bicyclists? a) Very safe b) Somewhat safe

c) Somewhat unsafe

d) Very unsafe e) I donâ&#x20AC;&#x2122;t know

20. What are the main safety issues for bicyclists? (Please circle all that apply) a) c) e) g) i)

Interactions with automobiles Interactions with bicyclists Poor condition of road pavement Insufficient road shoulder width Steep slopes

b) d) f) h) j)

Interactions with commercial trucks Interactions with pedestrians Poor condition of road shoulders Blind corners Other (please specify): ____________________________

21. Are their specific locations along the route where you have the most concern about bicyclist safety? Please specify: _______________________________________________________ 22. What do you think would make the route safer? (Please circle all that apply) a) c) e) g) i) k) m)

Wider shoulders b) Paved shoulders Lane narrowing d) Lane widening Improved sight lines f) Separated bike paths Multi-use off-road trails h) Share the Road signs Bicyclists riding single file j) Motorists paying more attention to bicyclists Reduced speed limit l) Bike lanes Other (please specify): _______________________________________________________________

23. What recreational (daytime) activities did (will) you engage in during your stay here? (Please circle all that apply) a) c) e) g) i)

None b) Beach activities (snorkeling, swimming, etc.) Fishing/boating d) Kayaking/canoeing Hiking/walking f) Golf Shopping h) Sighseeing/cultural attractions Other (please specify): _______________________________________________________________

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24. Pick a typical day in your trip to the area. Approximately how much did (will) you spend that day on the following goods and services? Please indicate if the amount you estimate represents your individual expenditure, or the total for your family or group. Individual

Family/Group

Accommodations $ Restaurant/Meals/Fast $ Food/Bar Groceries/Beverages/Snacks $ Retail/Shopping Recreation/Entertainment Car fuel Other (please specify)

$ $ $ $

25. How old are you? Please specify: ______ 26. What is your gender? a) Male

b) Female

c) Prefer not to say

27. What is your household income? a) c) e) g)

Less than $15,000 $25,000-$34,999 $50,000-$74,999 $100,000 or more

b) $15,000-$24,999 d) $35,000-$49,999 f) $75,000-$99,999

28. What is your education level? b) Completed high school a) Did not complete high school d) Undergraduate university degree c) College or other non-university certificate or diploma e) Graduate university degree f) Other (please specify): _______________________________________________________________

Aspotogan Route Enhancement 5 Strategy E-21

Resident Survey Resident Survey The purpose of this survey is to help us gather information about transportation choices and safety concerns on Route 329 and Trunk 3 (the â&#x20AC;&#x2DC;routeâ&#x20AC;&#x2122;). The survey is designed to gauge participation in walking, cycling and driving on the route, and to identify specific areas of concern. This information will be used to monitor the effectiveness of past and future route improvements. Participation in the survey is entirely voluntary and survey participants will remain anonymous. [Contact information of survey administrator] 1. Where is your permanent residence? City/Town/Village: State/Province: Postal Code/ZIP: 2. What is your usual mode of travel? a) Personal automobile d) All-terrain vehicle (ATV) g) Recreational vehicle (RV)

b) Passenger in automobile c) Public transit e) Bicycle f) Walking h) Other (please specify): __________________________________________

3. How many kilometers do you walk in a typical week? a) Less than 1

b) 1-2

c) 2-5

d) 5-10

e) 10 or more

4. What is the main purpose of your walking trips? (Please circle all that apply) a) Commuting c) Exercise

b) Recreation d) Other utilitarian purposes (shopping, running errands, etc.)

e) Other (please specify): ________________________________________________________________

E-22 Implementation

5. How safe are Route 329 and Trunk 3 for pedestrians? a) Very safe b) Somewhat c) No safe opinion

d) Somewhat e) Very unsafe unsafe

f) I donâ&#x20AC;&#x2122;t know

6. What are the main safety issues for pedestrians? (Please circle all that apply) a) c) e) g) i)

Interactions with automobiles Interactions with bicyclists Poor condition of road pavement Insufficient road shoulder width Steep slopes

b) d) f) h) j)

Interactions with commercial trucks Interactions with pedestrians Poor condition of road shoulders Blind corners Other (please specify): _____________________________

7. Are there specific locations along the route where you have particular concerns about pedestrian safety? Please specify: __________________________________________________________________ __________________________________________________________________ 8. Do you ride a bicycle? a) Yes

b) No

9. If yes, for what purpose? (Please circle all that apply) a) Commuting c) Exercise

b) Recreation d) Other utilitarian use (shopping, running errands, etc.)

e) Other (please specify): ________________________________________________________________ 10. How safe are Route 329 and Trunk 3 for bicyclists? a) Very safe b) Somewhat c) No safe opinion

d) Somewhat e) Very unsafe unsafe

f) I donâ&#x20AC;&#x2122;t know

Aspotogan Route Enhancement2Strategy E-23

11. What are the main safety issues for bicyclists? (Please circle all that apply) a) c) e) g) i)

Interactions with automobiles Interactions with bicyclists Poor condition of road pavement Insufficient road shoulder width Steep slopes

b) d) f) h) j)

Interactions with commercial trucks Interactions with pedestrians Poor condition of road shoulders Blind corners Other (please specify):______________________

12. Are there specific locations along the route where you have particular concerns about bicyclist safety? Please specify: __________________________________________________________________ __________________________________________________________________ 13. How safe are Route 329 and Trunk 3 for motorists? a) Very safe b) Somewhat c) No safe opinion

d) Somewhat e) Very unsafe unsafe

f) I donâ&#x20AC;&#x2122;t know

14. What are the main safety issues for motorists (Please circle all that apply) a) c) e) g) i)

Interactions with automobiles b) Interactions with commercial trucks Interactions with bicyclists d) Interactions with pedestrians Poor condition of road pavement f) Poor condition of road shoulders Insufficient road shoulder width h) Blind corners Other (please specify): _______________________________________________________________

13. Are there specific locations along the route where you have particular concerns about motorist safety? Please specify: __________________________________________________________________ __________________________________________________________________

E-24 Implementation

14. What do you think would make the route safer? (Please circle all that apply) a) c) e) g) i) k) m)

15. Do you have any additional comments?

Aspotogan Route Enhancement 4 Strategy E-25

Service Provider Survey Service Provider Survey

The purpose of this survey is to help us gather information about the impacts of walking and bicycling on Route 329 and Trunk 3 (the â&#x20AC;&#x2DC;Routeâ&#x20AC;&#x2122;). The survey is designed to gauge economic impacts while also identifying specific areas of potential safety concerns. This information will be used to assess and monitor the effectiveness of past and future route improvements. Participation in the survey is entirely voluntary and survey participants will remain anonymous. [Contact information of survey administrator] 1. Service Provider Information Name of service provider: Address: Phone: Email: Website 2. Would you prefer your business to remain anonymous? a) Yes

b) No

3. How would you describe your type of service? b) Food c) Recreation a) Accommodation e) Information d) Retail f) Other (please specify): _______________________________________________________________ 4. When is your business open during the year? (please circle all that apply) a) All year

b) Spring

c) Summer

d) Fall

e) Winter

5. Approximately how many customers visit your establishment each week? Please specify ________________________________________________________

E-26 Implementation

6. Approximately what percentage of your total customers are pedestrians (i.e. they walk to your establishment). a) Yearly (%) ______ d) Jun-Aug (%) _____

b) Dec-Feb (%) _____ e) Sep-Nov (%) _____

c) Mar-May (%) _____

7. What do you think are the most important safety issues for pedestrians walking to your establishment? (Please circle all that apply): a) c) e) g) i)

8. Approximately what percentage of your total customers are bicyclists (i.e. they cycle to your establishment)? a) Yearly (%) ______ d) Jun-Aug (%) _____

b) Dec-Feb (%) _____ e) Sep-Nov (%) _____

c) Mar-May (%) _____

9. Are these bicyclists: b) Couples c) Families a) Individuals e) Bicycle Clubs f) Commercial bike tours d) Groups g) Other (please specify): _______________________________________________________________ 10. Which services do you provide for bicyclists? (Please circle all that apply) a) Outdoor parking d) Air / pump g) Laundry

b) Indoor parking c) Water e) Repair kit f) Healthy meals h) Other (please specify): ________________________________________

11. Do you provide bicycling information to visitors if requested? a) Yes

b) No

c) I donâ&#x20AC;&#x2122;t know

2 Strategy E-27 Aspotogan Route Enhancement

12. If yes, which kind? a) Maps

b) Verbal direction

c) Advice / safety information

d) Other (please specify): _______________________________________________________________ 13. How important do you consider cycling to be in this coastal area? b) Somewhat c) No a) Very important important opinion

d) Somewhat e) Not important important

f) I don’t know

14. How would you rate the overall quality of cycling in this area? a) Very good

b) Somewhat c) No good opinion

d) Somewhat e) Very poor poor

f) I don’t know

15. How would you rate the overall quality of cycling facilities in this area? a) Very good

b) Somewhat c) No good opinion

d) Somewhat e) Very poor poor

f) I don’t know

16. What do you think are the most important safety issues for bicyclists cycling to your establishment? (Please circle all that apply) a) c) e) g) i)

Interactions with automobiles Interactions with bicyclists Poor condition of road pavement Insufficient road shoulder width Steep slopes

b) d) f) h) j)

Interactions with commercial trucks Interactions with pedestrians Poor condition of road shoulders Blind corners Other (please specify): ____________________________

17. What do you think would make the route safer? (Please circle all that apply) a) c) e) g) i) k) m)

Wider shoulders b) Paved shoulders Lane narrowing d) Lane widening Improved sight lines f) Separated bike paths Multi-use off-road trails h) Share the road signs Bicyclists riding single file j) Motorists paying more attention to bicyclists Reduced speed limit l) Bike lanes Other (please specify): _______________________________________________________________

E-28 Implementation

18. Would your business benefit from increased cycling traffic? a) Yes

b) No

c) I don’t know

19. Would you be willing to provide cycling facilities? a) Yes

b) No

c) I don’t know

20. If yes, what type? (Please circle all that apply) a) c) e) g)

Outdoor parking Water Repair kit Laundry

b) Indoor parking d) Air / Pump f) Bicyclist-friendly meals h) Other (please specify): _______________________________

21. Would you be interested in a certification system designating businesses as “Bicycle-Friendly”? a) Yes

b) No

c) I don’t know

22. What level of financial contribution would you be willing make to ensure your business is friendlier to bicyclists? a) None

b) $50$100

c) $100$500

d) $1000$2000

e) $2000 or more

f) I don’t know

23. If you provide accommodations, what is the average length of stay? a) One night d) Three to seven nights

b) Two nights e) Greater than seven nights

c) Three nights f) I don’t know

24. Do you have any additional comments?

Aspotogan Route Enhancement 4 Strategy E-29

Example Brochure 1. Respect cyclists and pedestrian safety. Please understand that they are vulnerable. 2. Ensure that a one metre distance between vehicles and cyclists is maintained, as per provincial regulation. 3. Take care when passing cyclists and watch for approaching vehicles. 4. Please recognize that inattention and carelessness at the wheel can put cyclists and pedestrians in serious danger.

Motorists

1. Ride on the right, in single file and at a safe distance from the shoulder 2. Obey all traffic signs and indicate turns with arm signals. 3. Fog is common on the Aspotogan Peninsula, and can move in quickly. Wear clothing that will ensure visibility in these conditions. 4. Please be courteous to motorists and pull over if you are holding up traffic.

Cyclists

The Aspotogan Route

Halifax

is a scenic, active transportation corridor stretching along the beautiful and rugged South Shore coast. Come and explore the Aspotogan Peninsula, located only 45 minutes west of Halifax.

Aspotogan Peninsula

For more information

Caribou Consulting

Layout & Design by:

call 902-857-3600 visit theaspotoganloop.org

Brought to you by:

ROUTE ENHANCEMENT COMMITTEE of the ASPOTOGAN PENINSULA

RECAP

Discover the

Aspotogan Route

E-30 Implementation

Aspotogan Route

the

15 km

Hubbards

Exit 6 to Halifax

Hig

Fox Point

St. Margarets Bay

Exit 7 to Lunenburg

East River

Fox Point Beach

Mill Cove

Mill Cove Beach

East River Beach

The Lodge

Northwest Cove

Mahone Bay

Southwest Cove

Deep Cove

Blandford

Aspotogan

Bayswater

New Harbour For more manageable slopes and better views of the ocean, consider riding counter-clockwise around the Aspotogan Route.

Legend

Points of Interest

Trunk 3

Aspotogan Route

Alternative Routes

1 Hubbards

ATV Trail

Information Display

Public Washrooms

2 Fox Point Beach

Beach

Kayaking

Sailing

Bicycle Parking

Kayak Rental

Scenic Viewpoint

3 Bayswater

Bicycle Rentals

Lighthouse

Scuba Diving

Campground

Lodging

Sheltered Picnic Area

Canoeing

Parking

Swimming Area

Food

Pay Telephone

Visitor Information

Hiking Trail

Picnic Area

Waste Bins

4 Blandford 5 East River Beach 6 East River

Elevation Profile elevation (m)

150 100 50 45

Hubbards 50.8 km

East River 40.5 km

Deep Cove 31.0 km

Blandford 26.9 km

East River Beach 38.5 km

distance (km)

Bayswater 21.1 km

Aspotogan 17.6 km

Mill Cove 6.0 km

Fox Point 4.7 km

Hubbards 0.0 km

Northwest Cove 13.5 km

Aspotogan Route Enhancement Strategy E-31

TIR Standards Minor Collector Highway

Source | NS TIR, 2009

E-32 Implementation

References

Acadia Centre for Social and Business Entrepreneurship (ACSBE). (2011). Creating a Stronger Tomorrow: Draft Community Sustainability Plan for the Aspotogan Region. Unpublished. Provided by Aspotogan Heritage Trust. Active and Safe Routes to School. (n.d). School Travel Planning.The Program: five easy steps. Retrieved from http://saferoutesns.ca/index.php/planning/the-program-five-easy-steps/ Eastwind Cycle. (2009). Nova Scotia Bikeways: Scoping the Blue Route. Infrastructure Inventory, Route Mapping and Feasibility of Implementation for a Provincial Bikeways Network. Prepared for Bicycle Nova Scotia. Retrieved from http://www. eastwindcycle.com/download-document/33-bns-final-report-january-2009.html Eastwind Cycle. (2010). Nova Scotia bikeways: communicating the vision, building support and strategic partners. phase II report. Prepared for Bicycle Nova Scotia. Government of Quebec. (2008). From fun to functional: cycling – a mode of transportation in its own right. Bicycle Policy. Revised Edition. Green Communities Canada. (2009, Fall). “Building opportunities for active school travel in Nova Scotia”. School Travel Planning News, 4, 4. Green Communities Canada. (2010, Fall). “Shatford connector trail finds funding”. School Travel Planning News, 7,5. Halifax Regional Municipality. (2006a). Regional Municipal Planning Strategy. Retrieved from http://www.halifax.ca/ regionalplanning/documents/Regional_MPS.pdf Institute for Planning and Design. (2009). Integrated Community Sustainability Plan: Chester Municipality Charts Its Course. Prepared for the Muncipality of the District of Chester. Retrieved from http://www.chester.ca/downloaddocument/1-integrated-community-sustainability-plan.html Municipality of the District of Chester. (1997, as amended). Municipal Planning Strategy. Retrieved from http://www. chester.ca/download-document/47-municipal-planning-strategy.html Municipality of the District of Chester. (2008). Active Living Strategy: Be active - it’s for life. Retrieved from http://www. gov.ns.ca/hpp/pasr/publications/Physical-Activity-Strategy-Chester.pdf Netherlands Bicycling Platform. (2010). Cycle Tourism in Holland. Presentation by Eric Nijland. Retrieved from http:// www.fietsplatform.nl/public/file/presentation_English_may2010.pdf North Carolina Department of Transportation. (2004). Pathways to Prosperity:The Economic Impact of Investments in Bicycle Facilities. A Case Study of the North Carolina Northern Outer Banks. Retrieved from www.ncdot.org/bikeped/download/ bikeped_research_EIAfulltechreport.pdf

Aspotogan Route Enhancement Strategy E-33

Nova Scotia Department of Environment. (2009). Towards a Greener Future: Nova Scotia’s Climate Change Action Plan. Retrieved from http://climatechange.gov.ns.ca/doc/ccap.pdf Nova Scotia Department of Health Promotion and Protection. (2006). Nova Scotia Pathways for People Framework for Action. Retrieved from http://www.gov.ns.ca/health/reports/ Nova Scotia Department of Health Protection and Promotion. (2009). 2009 - 2010 Business Plan. Retrieved from http://www.gov.ns.ca/health/reports/pubs/DOH_Business_Plan_2009-10.pdf Nova Scotia Department of Health Promotion and Protection. (2010). 2010 – 2011 Statement of Mandate. Retrieved from http://www.gov.ns.ca/health/reports/pubs/DOH_Statement_of_Mandate_2010_2011.pdf Nova Scotia Department of Transportation and Infrastructure Renewal (TIR). (2007). Highway Functional Classification Review. Prepared by Martin J. Delaney. Unpublished. Nova Scotia Department of Transportation and Infrastructure Renewal (TIR). (2008). Sustainable Transportation Strategy 2008. Retrieved from http://www.gov.ns.ca/tran/hottopics/SustainableTransportationStrategy2008.pdf Nova Scotia Museum of Natural History. (1994). The Natural History of Nova Scotia:Theme Regions.Volume 2. Retrieved from http://museum.gov.ns.ca/mnh/nature/nhns2/ SGE Acres. (2006b). Active Transportation Plan. Prepared by SGE Acres Limited, in association with Marshall Macklin Monaghan and Go For Green, for the Halifax Regional Municipality. Retrieved from http://www.halifax.ca/TDM/ activetransportation/Documents/ActiveTransportationFunctionalPlan.pdf Université du Québec à Montréal (UQAM). Chaire de Tourisme. (2003). Les Retombées Économiques de la RouteVerte. Rapport final présenté à Vélo Québec. Retrieved from http://www.velo.qc.ca/rv/projet/RetEconRV2003.pdf Vélo Québec. (2003). Technical Handbook of Bikeway Design 2nd Edition. Velo Quebec. (2010). Velo Quebec:The RouteVerte. www.velo.qc.ca. Accessed on February 13, 2011. Nova Scotia Legislation: Environmental Goals and Sustainable Prosperity Act. 2007, c. 7, s. 1. Nova Scotia Motor Vehicle Act. R.S., c. 293, s. 1. Trails Act. R.S., c. 476, s. 1.

E-34 Implementation

Caribou Consulting