Draft Active Transportation Plan

Published January 1, 2019

Word Count 22302 words

Reading Time 105 min read

Body: Council Type: Document Meeting: Committee Date: 2019 Collection: Agenda Attachments Municipality: Frontenac County

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Document Text

Report 2019-078 Committee Information Report To:

Chair and Members of the Community Development Advisory Committee

From:

Richard Allen, Manager of Economic Development

Date of meeting:

July 11, 2019

Re:

Community Development Advisory Committee – Draft Active Transportation Plan

Recommendation This report is for information only. It is intended to solicit comment from the Committee on the draft Regional Active Transportation Plan to inform the final draft to be submitted to County Council. Background In late 2017, Frontenac County declared its participation in the Ontario Municipal Commuter Cycling Program (OMCCP) and became eligible for four years of cycling infrastructure allocations from the province of Ontario. In order to undertake these projects a cycling or active transportation plan must be in place, however it is possible to use this funding to complete a plan. The County of Frontenac was allocated $120,177.19 for the first year of the program prior to program cancellation and future allocations will no longer be provided. The County of Frontenac has until 2020 to complete the identified projects in the OMCCP program, including the Regional Active Transportation Master Plan. As part of the 2018 budget process, County Council approved the use of OMCCP funds for the development of a regional active transportation plan and staff selected Alta Planning + Design to complete the work through a competitive RFP process. During 2018, Alta Planning + Design consulted with Township Public Works departments to understand current infrastructure plans, made field visits, completed several in-person public engagements, and gathered input from the public through the use of an interactive mapping application.

Comment The Active Transportation Plan is intended to support the inclusion of pedestrian and cycling supportive policies at the township and council levels, and assist in the development of infrastructure projects that improve the walkability and cycle friendliness of Frontenac Communities. Strategic Priorities Priority 2: Explore New Funding and Invest in Infrastructure Funding for active transportation infrastructure can come and go quickly, and funders are seeking projects that support long-term plans, connectivity and that are shovelready. Priority 3.1: Work with the townships, other municipalities and levels of government on broad infrastructure issues — ranging from environmental concerns to regional transportation strategies for residential, social and economic purposes, and access to funding. The Regional Active Transportation Plan has been developed with input from Township Public Works and Planning departments. The Regional Active Transportation Plan will enable townships to integrate active transportation projects into long-term capital plans, and to apply for additional funding dedicated towards active transportation infrastructure. Financial Implications Frontenac County has received $120,177.19 of funding from the OMCCP, however the program has been cancelled and no future allocations will be received. $40,000 of this funding has been combined with $40,000 from the Community Development Reserve to complete the Regional Active Transportation Master plan. The project is on budget and on schedule. Organizations, Departments and Individuals Consulted and/or Affected Alta Planning + Design Joe Gallivan, Planning and Economic Development Township of Central Frontenac Township of North Frontenac Township of South Frontenac Township of Frontenac Islands City of Kingston South Frontenac Rides

Recommend Report to Community Development Advisory Committee Options for an Arts Fund in Frontenac County July 11, 2019

Page 2 of 2

June 2019

Regional Active Transportation Plan

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Frontenac County Active Transportation Plan Note: This version is a draft version of the plan that is being circulated for public comment. Version Date: June 19, 2019

Contents Executive Summary……………………………………………………………………………………………………………………….2

Introduction ……………………………………………………………………………………………………………………………..4 1.1 Plan Purpose…………………………………………………………………………………………………………………………………………………. 4

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1.2 Plan Vision ……………………………………………………………………………………………………………………………………………………. 5 1.3 Plan Goals …………………………………………………………………………………………………………………………………………………….. 5 1.4 Who Uses Active Transportation? ……………………………………………………………………………………………………………………. 6 1.5 Why Active Transportation?……………………………………………………………………………………………………………………………. 9 1.6 Rural Character……………………………………………………………………………………………………………………………………………… 9

Existing Conditions …………………………………………………………………………………………………………………..10 2.1 Plan Area ……………………………………………………………………………………………………………………………………………………. 10 2.2 Existing Active Transportation Infrastructure ………………………………………………………………………………………………….. 13
Township Analysis and Recommendations ……………………………………………………………………………………19 3.1 Analysis Background…………………………………………………………………………………………………………………………………….. 19

3.2 Types of Gaps ……………………………………………………………………………………………………………………………………………… 20 3.3 Township of Frontenac Islands………………………………………………………………………………………………………………………. 21 3.4 Township of South Frontenac ……………………………………………………………………………………………………………………….. 26

3.5 Township of Central Frontenac ……………………………………………………………………………………………………………………… 33 3.6 Township of North Frontenac ……………………………………………………………………………………………………………………….. 38

Trail Standard …………………………………………………………………………………………………………………………40 4.1 Purpose of a Trail Standard …………………………………………………………………………………………………………………………… 41 4.2 Defined Terms for a Trail Framework …………………………………………………………………………………………………………….. 42 4.3 Benchmarking: Characteristics of Existing Primary Trails ………………………………………………………………………………….. 43 4.4 Benchmarking: Existing Trail Intersections ……………………………………………………………………………………………………… 47 4.5 Recommended Trail Design Practices …………………………………………………………………………………………………………….. 47 4.6 Recommended Crossing Improvements …………………………………………………………………………………………………………. 54 4.7 Other Recommended Design Practices …………………………………………………………………………………………………………… 64 4.8 Recommended Trailhead Amenities ………………………………………………………………………………………………………………. 67 Trail Standard Summary …………………………………………………………………………………………………………………………………….. 69

5. Education and Programming………………………………………………………………………………………………………70 5.1 User Profiles for Active Transportation Programming ………………………………………………………………………………………. 70 5.2 Active Transportation Programs that Benefit Both Users Types…………………………………………………………………………. 71 5.3 Utilitarian User Programs ……………………………………………………………………………………………………………………………… 74

Summary of Recommendations ………………………………………………………………………………………………….77 6.1 Network Development …………………………………………………………………………………………………………………………………. 77 6.2 Infrastructure Recommendations ………………………………………………………………………………………………………………….. 78 6.3 Policy Recommendations ……………………………………………………………………………………………………………………………… 79 6.4 Education and Programming Recommendations……………………………………………………………………………………………… 81 6.5 Best Practices for Infrastructure Selection and Design ……………………………………………………………………………………… 82
Implementation and Funding……………………………………………………………………………………………………..84 7.1 Funding Mechanisms …………………………………………………………………………………………………………………………………… 84

Appendix I Background Document Review

Appendix II

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7.2 Grants, Partners, and Funding Assistance ……………………………………………………………………………………………………….. 85

Community Engagement Summary

Appendix III – List of Maps

Map 1: Destination Map A Map 2: Destination Map B Map 3: Destination Map C Map 4: Destination Map D Map 5: Destination Map E Map 6: Marysville Existing Conditions and Gaps Map 7: Sydenham Existing Conditions and Gaps Map 8: Harrowsmith Existing Conditions and Gaps Map 9: Sharbot Lake Existing Conditions and Gaps

Appendix IV Paved Shoulder Best Practice

Frontenac County Active Transportation Plan [June 2019 DRAFT] | 1

Executive Summary

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Frontenac County developed this Regional Active Transportation Plan to make active transportation enjoyable, convenient, safe, and comfortable for routine trips and recreational travel. This involves creating high quality walking and cycling infrastructure that allows people of all ages to travel safely and comfortably to reach destinations. At a societal level, the County envisions active transportation improvements as a way to support economic development and environmental stewardship. This plan intends to form a foundation for using active transportation as a tool for community vibrancy.

This plan includes recommendations for active transportation infrastructure projects as well as related education and encouragement programs. Creating a county-wide plan offers a chance for coordination and listening across the Frontenac region. Plan recommendations identify whether a respective recommendation is best suited for implementation by the County, a particular township, or another entity. Policy recommendations suggest opportunities to codify best practices for consistency across Frontenac County.

Robust public engagement, field work, review of existing mapping data and a literature review previously adopted plans, studies and strategies have formed the basis of this plan. Many types of approaches to community engagement showed the County’s interest in hearing from as many residents as possible. The project team led two rounds of public engagement events. Multiple events were held across the townships during each phase of engagement.

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Figure 1. Walking and cycling for transportation and recreation positively contributes to the Frontenac County’s vibrancy.

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The project team spoke with residents and visitors in local bakeries, ferry stops, at community events, and in other places that are meaningful to Frontenac daily life. For those unable to meet with the project team in person, an online map and survey provided other opportunities to ask questions, make suggestions, and share ideas. Furthermore, in person meetings with township staff helped produce a nuanced view of opportunities and challenges to active transportation in each township and the hamlets therein. These meetings also discussed previously planned active transportation improvements by township, which was important in creating recommendations aligned with local plans. Following the adoption of this plan, municipal staff will pursue funding for priority projects identified, including previously planned projects. This plan is intended to be a helpful tool for securing funding to implement recommended Active Transportation improvements.

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1. Introduction 1.1 Plan Purpose

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Active transportation is any form of human-powered transportation. It is any trip made for the purposes of getting yourself, or others, to a particular destination, including trips to work, school, the store, or to visit friends. The Frontenac Regional Active Transportation Plan provides a framework for guiding decision and policy making processes for improving active transportation. The Frontenac County benefits from regional trails that draw local and non-local visitors to enjoy them. Villages and hamlets within the four townships generally feature walkable places. However, many areas within the Frontenac County are not as walk and cycling friendly as residents desire. This plan is an effort to take steps toward developing a cohesive Regional Active Transportation Plan. Preparing a County-wide Active Transportation Plan offers several advantages. Working with all four townships to set priorities for infrastructure improvement can result in economies of scale and a coordinated implementation approach. The plan will guide decision-making, coordination, and collaboration between The County, Townships, local municipal staff, community partners, and residents. Small rural villages have great potential for creating viable networks that serve residents and visitors. Common attributes of a village network include connections between communities that are located along highways and access to retail businesses and schools in a relatively small area within the community core. Trail links to destinations outside County borders have also been considered. This plan builds from previous planning efforts, including the Age Friendly Community Action Plan (2017) and the County of Frontenac Official Plan (2016). The Frontenac Regional Active Transportation Plan uses concepts from these and other documents to create a framework for safe and accessible active transportation improvements throughout the Frontenac County. The plan is context sensitive based on the distinct needs and priorities of each township, while leveraging a regional focus for consistency.

Figure 2. The K&P Trail, Cataraqui Trail and Tay-Havelock are popular regional trails in the Frontenac County. The photo on the left is in Kingston, Ontario at kilometre zero of the K&P Trail. The photo on the right is in Sharbot Lake where the K&P Trail and Tay-Havelock Trail merge.

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1.2 Plan Vision The following vision statement proposes a future for active transportation in Frontenac County:

1.3 Plan Goals

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Active transportation within the Frontenac County will be enjoyable, convenient, safe, and comfortable for routine trips and recreational travel. Our communities will be connected with high quality systems of off road and on road infrastructure that build upon well-used existing trails, such as the K&P Trail. Active transportation networks will support residents’ health throughout their lives, from childhood to older adulthood. Active transportation investments will continue supporting Frontenac County’s economic development and environmental stewardship efforts. Visitors will have access to memorable active transportation experiences, including access to regional trails. Efforts to implement this plan will continue after its adoption and will support sustainability, active living, and land use goals.

The following goals guided the planning process: • Mode Share: Increase the percent of Frontenac County residents who walk and cycle, including to work and for other purposes. • Safety: Improve safety for people who currently use active transportation. Create low stress routes to inspire residents to walk or cycle more often. • Connectivity: Connect existing active transportation infrastructure to make walking and cycling convenient choices to reach popular destinations. • Livability: Promote healthy living and vibrant communities through active transportation. Strengthen existing educational and encouragement programming to introduce residents to the benefits of walking and cycling more often. • Economy: Create communities that attract new residents and visitors and strengthen the local economy. • Leverage Funding Opportunities: Be ready to take advantage of any funding opportunities that arise. Having a plan in place will help identify and establish which projects are priorities.

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1.4 Who Uses Active Transportation? Active transportation is a term that is typically used to describe modes of travel that are peoplepowered. In the minds of most people, active transportation users typically fall into two categories: people who walk and people who cycle. Though there are many other active transportation user types (e.g., people on scooters, people on rollerblades, people with strollers, people in kayaks and people in canoes) this plan focuses primarily on people who walk and cycle.

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Pedestrians Walking is an everyday activity for many people. People walk to go to school or work, to shop, and for recreation or exercise. Walking trips include dog walking, walking along various regional trails for recreation or to travel between hamlets. Suitable pedestrian facilities provide youth with a safe walk home from school and allows community members to visit their neighbours. Elderly people and others with mobility impairments may utilize mobility devices to navigate the pedestrian environment. While many trips are made by motor vehicle, some trips involve at least a small walking component, including walking to or from a parked car.

Figure 3. People of all ages walk for transportation and recreation throughout the year.

Figure 4. A child cycles from the Wolfe Island ferry.

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Cyclists People ride bicycles for many reasons: it may be for recreational purposes, to get to work, school, or to run errands. For many, riding a bike may be a primary mode of transportation for at least some daily trips. In Frontenac County, there are a variety of cycling user types. They include trail riders that may use fat bikes, mountain bikes, or e-bikes, as well as road users that may prefer slim tire road bikes or touring bike. Where people choose to ride, how long they ride, and what destinations they access largely depend on their level of comfort, bike type, and proximity to destinations.

Off Road Trail

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Cyclist comfort is often influenced by the availability of dedicated and separated cycling infrastructure. Generally, cyclists will fall into one of four categories, as shown in Figure 5.

Bike Lane

Paved Shoulder

Mixed Traffic

Figure 5. Four categories of cyclists and correspinding infrastructure.

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Trail Users Trail users vary according to trail rules, surface type, and season. Non-motorized users may include people running, snowshoeing, nordic skiing, roller blading, and other forms of recreation and transportation. Motorized users are also permitted on certain sections of the trail network. These motorized users include ATV riders, dirt bikers and snowmobilers. This plan considers motorized users of trails only from a safety and management perspective for active transportation use. Figure 6. Nordic skiing is a great way to get exercise and use trails in winter.

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Water Trails There is an emerging interest in the development of water trails. A water trail is a section of river, lake, or other waterbody that has been developed with the intent to create a recreational experience for people paddling canoes or kayaks. Water trails could include signage, launch points and other infrastructure to support the use of these established routes. While water trails are not discussed further as part of this plan, the County may consider pursuing a more active role in designating and planning for water trails in the future.

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Figure 7. Water trail planning and design helps to make paddling accessible to more people.

1.5 Why Active Transportation?

1.6 Rural Character

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There is a need and desire to make travel safer and more active in small and rural communities. Small towns and rural contexts have great potential for creating viable networks that serve their residents and visitors. Communities are most commonly connected via rural highways. Within towns there is generally access to retail businesses and schools in a relatively small area within the community core. Small towns can be great communities for people to stop and shop at different shops, supporting a tourism economy that enhances local communities and contributes to community identity and sense of place. The local residents and visitors support these local businesses, making it more viable for other shops to open, which in turn makes the community more attractive to live in or visit, including spending more time and money there. Communities with strong ties to public lands may also prioritize connections to natural areas. It has been identified that Canadians express a desire to live in places that enable convenient and safe walking and cycling. 1 Safe active transportation networks, therefore, can play a role in attracting new residents.

While rural places vary considerably in geographic scale and character, there are common issues that prevail. For small town/rural communities, one size does not fit all. Such communities face challenges associated with longer non-local trip distances, greater health disparities, and income disparities. The challenges in small town/rural communities often involve higher speed/volume roads through hamlets, sharing roadways with agricultural equipment, lack of transit options, winding roads with constrained terrain, and motor vehicle-oriented roads. There are also a number of opportunities. With small hamlet boundaries, such as in Sydenham, Sharbot Lake, and Marysville there can be potential for a significant number of walking trips. Paved shoulders and rail-to-trail conversions create potential for active transportation assets to connect communities on a regional scale. This report will explore options and provide recommendations to address these issues and work toward building a complete network of safe active transportation infrastructure in the Frontenac County.

https://www.cflri.ca/document/2004-national-transportation-survey-final-results Frontenac County Active Transportation Plan [June 2019 DRAFT] | 9

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Existing Conditions

Figure 8. People cycling on the Cataraqui Trail.

2.1 Plan Area

Successful active transportation plans are context-sensitive; they respond to local characteristics, assets, and challenges. This plan was formulated at the County level. This means that regional and local characteristics must both be considered to create recommendations that are impactful and actionable. Research and outreach involving townships and hamlets also informed the plan. 2.1.1 General Characteristics

The Frontenac County is a region of nearly 4,000 square kilometres surrounding the City of Kingston and includes the townships of North Frontenac, Central Frontenac, South Frontenac, and Frontenac Islands. The County population is approximately 26,667 residents year-round with a significant increase in seasonal residents during the summer. South Frontenac is the most populated township with approximately 18,646 residents. The County is known for tourism, recreation, agriculture, and forestry. The area’s natural resources are highly valued by residents and visitors. Many residents live in small villages and hamlets throughout the County, while a growing number of residents are choosing to live year-round on the hundreds of lakes that populate the region, essentially creating lake “neighbourhoods.” In addition to a diverse network of regional trails, Frontenac County features many destinations for outdoor recreation consisting of provincial parks, conservation areas and nature reserves. These destinations include: Gould Lake, Palmerston-Canonto Conservation Area, Big Sandy Bay Management Area, Bon Echo Provincial Park, Sharbot Lake Provincial Park, and Frontenac Provincial Park.

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The adjacent map visualizes where people live in and around the County of Frontenac. The bright yellow shows the highest concentration of people, followed by red. The lines on the map show the existing trails. The map shows that the trails connect many of the communities throughout the county that were formally connected by railways. There are some communities that are not connected through the existing network, such as Inverary. To connect these communities, new trails or on road infrastructure will be necessary.

County Plans and Relevant Documents To further understand how this plan could build upon and relate to existing policies and directions of Frontenac County, a review of relevant documents was completed. The review, which summarizes these documents is included as Appendix I.

Figure 9. This map shows the relative population throughout Frontenac County and the City of Kingston, relative to where existing trails are located.

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Map 1 TOWNSHIP OF GREATER MADAWASKA

CENTENNIAL LAKE PROVINCIAL NATURE RESERVE

TOWNSHIP OF NORTH FRONTENAC

TOWNSHIP OF LANARK HIGHLANDS

Canonto

DRAFT

Ompah Donaldson Plevna

Snow Road Station Ardoch

BON ECHO PROVINCIAL PARK

Fernleigh

TAY VALLEY TOWNSHIP

Coxville

Cloyne Ta

lo ave y-H

il Tra

SHARBOT LAKE Sharbot PROVINCIAL PARK Lake

Arden

Canada Trail Trans

Crow Lake

TOWNSHIP OF ADDINGTON HIGHLANDS

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TOWNSHIP OF CENTRAL FRONTENAC

Tichborne

TOWNSHIP OF RIDEAU LAKES

Parham

TOWNSHIP OF SOUTH FRONTENAC FRONTENAC PROVINCIAL PARK

aq C at ar

ea l

Verona

Bellrock

STONE MILLS TOWNSHIP

Hartington

Harrowsmith

TOWNSHIP OF LEEDS AND THE THOUSAND ISLANDS

Tr ai

Godfrey

PUZZLE LAKE PROVINCIAL PARK

Battersea Sydenham Inverary Sunbury

CITY OF KINGSTON GREATER NAPANEE

LOYALIST TOWNSHIP

Marysville

TOWNSHIP OF FRONTENAC ISLANDS

Facility Type Primary Trail Secondary Trail Hiking Trail K&P Trail On Road

Maintenance Use Motorized Privately Maintained Non Motorized County Maintained

Parks Waterbody Roads

County of Frontenac Active Transportation Plan

EXISTING CONDITIONS

Date: April 16, 2019

7.5

KILOMETRES 15

2.2 Existing Active Transportation Infrastructure Existing active transportation infrastructure in the Frontenac County is mostly composed of off road trails, sidewalks, and paved shoulders. The purpose of this section is to provide an outline of the existing infrastructure intended for walking and cycling in the Frontenac County. Existing infrastructure is discussed in terms of off road and on road infrastructure. Off road infrastructure is located outside of the automobile right-of-way. On road infrastructure uses space on the roadway itself for walking and cycling. These types of treatments are generally intended for roadways with lower posted speed limits and lower traffic volumes. 2.2.1 Off Road Active Transportation Infrastructure

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The following types of off road active transportation infrastructure currently exist in the Frontenac County:

Sidewalk Sidewalks are located adjacent to the street. They provide dedicated, physically separated space for pedestrians to walk or to use mobility devices, such as wheelchairs.

Figure 10. A sidewalk in the village of Parham (Central Frontenac Township).

Figure 11. A raised cycle track in the village of Sydenham (South Frontenac Township).

Raised Cycle Track Two raised cycle tracks are located in the hamlet of Sydenham on Rutledge Road and Bedford Road. The cycle track allows for travel in one direction and is located near schools. Raised cycle tracks are a type of separated bike lanes. These facilities provide dedicated space for cycling with physical and painted barriers separating cyclists from motorized traffic. As described in the FHWA Small Town and Rural Multimodal Networks Guide, separated bike lanes are preferred tools to use on roadways with high motor vehicle volumes and moderate to high speed motor vehicle traffic.

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Off Road Trail Trails are a form of physically separated infrastructure for walking, cycling, and other forms of active transportation (i.e., rollerblading, jogging). Trails may be bidirectional paths adjacent to a roadway or they may be bidirectional paths within its own corridor and not within a road allowance.

Figure 12: The K&P Trail south of Brewer Road, near Sharbot Lake in Central Frontenac Township.

The County uses three categories of trails to describe existing infrastructure: primary, secondary, and hiking trails. Each type of trail is explained below: Primary Trail: Primary trails form the basis for a county-wide trail system. They act as the systems’ “spine” and are long-distance off-street infrastructure that should be accessible to all users, including those using mobility devices. In general, these trails have been converted from former railway corridors travelling through the County. Existing Frontenac County standards specify that these trails should be 3.0 metres wide.

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Secondary Trail: Secondary trails provide additional connections to local destinations by connecting primary trails with villages, hamlets or other destinations. The 2014 Trails Concept Plan specifies a minimum width of 2.4 metres in areas where bidirectional trail use is expected.

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Hiking Trails: Hiking trails, also known as foot trails, are natural surface, narrow paths for recreational hiking and walking. They may connect to secondary trails.

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There are four regionally significant off road trails that run through the Frontenac County. A regional trail connects to destinations within and outside of the County: Frontenac K&P Trail: The K&P Trail is a rail trail that starts in the City of Kingston and travels north through Frontenac County. Frontenac County maintains 55 km of the trail from the Kingston boundary to Sharbot Lake, where the trail continues north through Lanark and Renfrew Counties, eventually intersecting with the Ottawa Valley Rail Trail.

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Tay-Havelock Trail: This rail trail follows a former CN Rail line through Frontenac County from Tay valley to the East through Sharbot Lake, Mountain Grove and Arden and exiting the County to the west as it travels towards Kaladar, Tweed and Havelock.

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Cataraqui Trail: Is a year-round, shared-use recreation trail running approximately 103 km from Smiths Falls in the east to Strathcona in the west. Residents and visitors use these trails for outdoor recreation as well as for transportation trips.

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Rideau Trail: The Rideau Trail is a 387 km network of hiking trails between the City of Kingston and the City of Ottawa located in the general area of the Rideau Canal and its tributary waters.

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Figure 13. Types of trails in the Frontenac County.

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Trail Profile Frontenac K&P Trail, www.frontenacmaps.ca The Frontenac K&P Trail is a recreational trail that is part of a multijurisdictional, multi use rail trail corridor that travels approximately 150 km from Confederation Park in downtown Kingston through Frontenac and Lanark Counties to the shores of the Ottawa River in the Village of Renfrew. This corridor originates from close to the Wolfe Island Ferry Dock in Kingston and serves as an important link between the Frontenac Islands and the rest of Frontenac County. The K&P Trail corridor from the City of Kingston to Renfrew County has also been identified as a key off-road cycling route in the provincial cycling network.

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The Frontenac K&P Trail forms a key north-south active transportation corridor through Frontenac County, much of which also is followed by The Great Trail route as it passes through the region. The Frontenac portion of this trail corridor consists of roughly 55 kilometres continuing from the Kingston K&P Trail at Orser Road in South Frontenac to the Village of Sharbot Lake in Central Frontenac. Frontenac County began development of the K&P Trail in 2009 with the goal of attracting residents seeking recreational facilities and to develop trail-based tourism to support the local economy.

The entire Frontenac K&P Trail is open to a variety of user groups year-round including hiking, biking, skiing and horseback riding. Snowmobiles may make use of the entire K&P Trail corridor when conditions allow between December 1 and April 1 each year. While motorized use is permitted in the winter for snowmobiles only, Off-Road Recreational Vehicles may only access the K&P Trail north of Verona from April 1 to December 1. The trail is reserved for active uses only south of Craig Road in the village of Verona.

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2.2.2 On Road Active Transportation Infrastructure The following types of on road infrastructure currently exist in the Frontenac County: Signed Route: Signed routes use wayfinding to direct people cycling and walking to destinations via low-stress routes. Often, signed routes do not have dedicated infrastructure for cycling or pedestrians. The roadway is shared, instead of dedicated space for people cycling.

• •

County Trails are signed routes managed by the County of Lennox and Addington. Two of these routes include portions of Frontenac County. The Great Lakes Waterfront Trail follows Lake Ontario and the St. Lawrence Seaway, with signed routes that travel onto both Wolfe and Howe Islands. The Great Trail is a route that follows the three primary spine trails in Frontenac County. The Great Trail makes use of shared branding and wayfinding to Figure 14. Great Waterfront Trail sign on Howe help visitors find their way along the network of trails Island. that makes up this coast to coast trail.

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Paved Shoulder: Paved shoulders provide space at the edge of roadway, visually separated from the vehicle travel lane by a single painted line. The space is not for exclusive use of people on bicycles, and could be used for parking, walking or other activities. Paved shoulders are found in rural areas between villages or hamlets. Shoulder widths and conditions vary between the different townships. The following table reflects paved shoulder standards currently used by each township.

Figure 15. Paved shoulders on Rutledge Road in South Frontenac.

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Table 1. Township Paved Shoulder Standards

Existing Standards

Frontenac Islands

1.0 m

South Frontenac

1.5 m

Central Frontenac

No current standard, but the Township typically installs paved shoulders that are 1.5 m

North Frontenac

No current standard

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Township

Painted Bicycle Lane: Bicycle lanes are visually separated from the general vehicle lane by a painted line and include signage and pavement markings to identify the space as reserved for bicycles. Bicycle lanes are on road, where as raised cycle tracks are physically separated, off road infrastructure for bicycle travel. Currently, there are no painted bicycle lanes in Frontenac County, but they are a common type of cycling facility throughout Ontario, including in Kingston.

Figure 16. A bicycle lane on Cataraqui Woods Drive in Kingston (Google).

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3. Township Analysis and Recommendations 3.1 Analysis Background The project team reviewed selected hamlets to assess their current provision of active transportation infrastructure. Hamlets were selected as a representative mix of the communities in Frontenac County that had a concentration of population, destinations and existing infrastructure. Each selected hamlet’s active transportation network was reviewed to determine the presence of infrastructure gaps. Hamlets presented in these maps include: Marysville, Frontenac Islands Sydenham, South Frontenac Harrowsmith, South Frontenac Sharbot Lake, Central Frontenac

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The gap assessment process and results are outlined in the following sections. This analysis, along with input from the public and other stakeholders were combined to craft realistic, actionable recommendations. A single North Frontenac community was not selected for a gap analysis due to the lack of population concentration and existing infrastructure. However, section 3.6 contains recommendations for infrastructure and policy implementation for North Frontenac.

Public Engagement and Feedback In addition to the existing conditions review and gap assessment completed by the project team, the project included a substantial public engagement effort. The public engagement component included tabling at pop-up events throughout the county and an online engagement portal where people could add their comments about where they want to walk and cycle to, and places they experience as barriers to walking and cycling. The public engagement component of the project is summarized in Appendix II.

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3.2 Types of Gaps Gaps in the cycling and walking network have a similar impact on cyclists and pedestrians as road closures may have on motorists travelling the road network. A traveler encountering an unexpected gap in the network is forced to either detour to a safer route which often requires local knowledge, or to continue through substandard or potentially hazardous conditions. To the extent that traffic hazards are a major deterrent for potential cyclists, examining gaps in the network is a logical first step in developing a plan for future infrastructure upgrades.

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Figure 22. The sudden end of this sidewalk is an example of a connection gap in the hamlet of Sydenham, South Frontenac Township.

Spot Gaps: Point-specific locations lacking dedicated bicycle and/or pedestrian infrastructure or other treatments to accommodate safe and comfortable non-motorized travel. Spot gaps primarily include intersections and other vehicle/bicycle conflict areas posing challenges for riders. Connection Gaps: Missing segments (400 metres or less) on a clearly defined and otherwise well-connected bikeway or walkway. Major barriers standing between bicycle and pedestrian destinations and clearly defined routes also represent connection gaps.

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Each hamlet’s existing network was reviewed using mapping software and aerial imagery. This process was supported with field visits to confirm the presence of the following types of gaps:

Recommendations for resolving identified gaps were developed. The recommendations are based on the type of gap, the context of the roadway or infrastructure, and best practice guidance. See Maps 1 through 9 in Appendix III for the Destination and Gap maps. These were maps were overlaid to identify where gaps to destinations throughout the communities existed.

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3.3 Township of Frontenac Islands

Figure 23. Cycling in Marysville and raised paved shoulder with hatching.

Cyclists choose Wolfe and Howe Island as a destination for active transportation because of the proximity to urban centres such as Kingston and Gananoque. These islands are included as part of established cycling routes such as the Great Lakes Waterfront Trail, a route which aims to showcase the experience of cycling along Lake Ontario and the St. Lawrence River. Frontenac County successfully markets Wolfe Island as a cycling destination through visitor guides, cycling route wayfinding, and by encouraging cyclist friendly destinations. Some residents on Wolfe Island who choose to commute by walking or cycling to the ferry to avoid the car line ups in the morning. Encouraging more people to walk or cycle to the ferry could allow for more people to use the ferry and reduce wait times for vehicle traffic travelling to and from Kingston.

Frontenac County Active Transportation Plan [June 2019 DRAFT] | 21

3.3.1 Marysville Tourists choose Marysville and other communities within the Township of Frontenac Islands as cycling and walking destinations because of the close proximity of amenities and popular attractions to the ferry dock. Popular destinations within Marysville include a community centre, retail stores, a post office, 3 restaurants, and a bakery. In addition, the Big Sandy Bay Management area is accessible from Marysville by bicycle. The destination and gap of Marysville are shown in Maps 2 and 6 in Appendix III.

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Short block lengths and low speed roadways make Marysville an attractive place to walk. Many people in Marysville live within one kilometre of the ferry dock but choose to drive each day, contributing to congestion along County Road 96 and longer wait times for the ferry. Developing active transportation infrastructure in this area could help to reduce these challenges by providing a more attractive option for people to travel to the ferry without using their car. The Ministry of Transportation (MTO) process to rebuild the Marysville ferry dock will present a major opportunity to make active transportation enhancements in this area. The following are examples of gaps in Marysville, based on fieldwork and public comments. For a complete list of recommendations for Marysville and the Township of Frontenac Islands, see section 3.3.2. Table 2. Examples of gaps and recommendations to resolve the gaps in Marysville.

Example Gap Spot Gap: Members of the public used an online interactive map to identify a crossing gap at the intersection of Centre Street and Highway 96 (Main Street). This location received the most responses of any online comment. The location is directly south of the Marysville Dock and functions as a gateway to shops and tourism information centers along Main Street. Connection Gap: Main Street, east of Division Street by Wolfe Island Town Hall: Raised paved shoulders do not function well as parking or as a sidewalk because they are currently used as both (see Figure 23). Vehicles use this raised curb as parking along the main street which interrupts the safety of pedestrians using it as a sidewalk.

22 | Frontenac County Active Transportation Plan [June 2019 DRAFT]

Recommendation Recommendation: The intersection currently lacks stop signs for vehicles travelling east-west along Main Street which means pedestrians have to yield to traffic. Adding a three-way stop here will give pedestrians priority when crossing the road. See recommendation FI-B. Recommendation: Formalize the raised paved shoulders to on Main Street to function as a pedestrian space rather than as parking space. See recommendation FI-D.

3.3.2 Township of Frontenac Islands Recommendations The recommendations are referenced on the map on the following page. Table 3. Recommendations for the Township of Frontenac Islands.

FI-B

Priority

Three-way stop at Centre and Main Street Continue to market Frontenac Islands as a cycling destination for its low speed roads without heavy traffic. Paved shoulders

Medium Add a three-way stop to Centre Street and Main Street in order to give pedestrians the Right-of-way when crossing Medium Invest in marketing material for Frontenac Islands and focus on the ferry connection to the City of Kingston

Low

Details

1.5 m standard paved shoulder to be installed when all roads are rehabilitated. The following roads should be set as a priority: Wolfe Island - Main Street, Road 95 and Reed’s Bay Road to Big Sandy Bay Howe Island – Howe Island Drive, Spithead Road

Formalizing the raised paved shoulders to function as pedestrian space and not parking

Low

FI-E

Vehicles use this raised curb as parking along the main street which interrupts the safety of pedestrians using it as a sidewalk. Locations for improvement include Main Street east of Division Street, Main Street from Centre Street to Victoria Street, and Victoria Street from Wolfe Island Community Centre to Wolfe Island United Church Work with the Ministry of Transportation to incorporate active transportation infrastructure into the new Ferry Dock design and connect it to existing island infrastructure Leverage Waterfront Trail designation for marketing and funding for signage and wayfinding

FI-D

FI-C

Recommendation

AF T

Reference Code FI-A

FI-F

FI-G FI-H

Cycling connectivity to the new Ferry Dock

Low

On road cycling routes (trails) created and signed, including part of the Waterfront Trail Paved Shoulder during road life-cycling projects Sidewalks on both sides in Hamlets along arterial roads

Low

Low Low

1.5 m standard paved shoulder to be installed when repaving any arterial roadway or roadway connecting into a hamlet When road reconstruction or development is done the County will require sidewalks to be constructed

Frontenac County Active Transportation Plan [June 2019 DRAFT] | 23

Tr ai l

q ra

ui ta Ca

Battersea

Sydenham Inverary Sunbury

DRAFT CITY OF KINGSTON

AF T

FI-F

FI-E

FI-C

Marysville

FI-B

TOWNSHIP OF FRONTENAC ISLANDS

Marysville

H 7T E LIN

FI-D

ELIZ

T EE

FI-A

T REE A ST

RO AD

ROAD

CR LL HI

T ES

R ST

ET RE ST G IN GO EET STR RET ET BAR T RE SS S CRO

AD RO

Facility Type Maintenance Use Motorized Primary Trail Privately Maintained Non Motorized Secondary Trail County Maintained Hiking Trail K&P Trail On Road

NETWORK RECOMMENDATIONS FRONTENAC ISLANDS

Parks Waterbody Roads

2.5

KILOMETRES 5

Trail Profile The Great Lakes Waterfront Trail, www.waterfrontrail.org Stretching over 3000km, the Great Lakes Waterfront Trail is a route connecting 140 communities and First Nations along the Canadian shores of the Great Lakes region and a signature project of the Waterfront Regeneration Trust. Regarded as the first step towards a regenerated waterfront, the Trail has served as a catalyst for improvements in many of the communities it joins.

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The Trail consists of both on-road and off-road facilities. About 30% of the Trail is off-road along Lake Ontario and the St. Lawrence River, about 14% is off-road on the Lake Erie, Detroit River and Lake St Clair section, and roughly 4% is off-road along the North Channel between Sault Ste. Marie and Sudbury. The route is primarily paved, with sections of unpaved path and gravel roads. The Trail can be enjoyed for a quick stroll or as part of a multi-day long distance adventure. Many downtown urban centres have fully off-road facilities that are open to pedestrians, cyclists, rollerbladers and others. The on-road sections consist of quiet residential streets, local roads, rural highways and in a few places Provincial Highways.

In 2018, the Great Lakes Waterfront Trail extended its route to include loops on Wolfe and Howe Islands, and included both locations as part of their 2018 Great Waterfront Trail Adventure.

Figure 17. Existing Great Lakes Waterfront Trail route (red) and proposed route on Wolfe Island (grey).

Frontenac County Active Transportation Plan [June 2019 DRAFT] | 25

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3.4 Township of South Frontenac

Figure 18. Sidewalk and raised cycle track end transitioning to paved shoulder in Sydenham.

South Frontenac has direct connection to Kingston via the K&P Trail. Along with the Cataraqui Trail, these regional trails connect many of the hamlets throughout the township, such as Perth Road Village, Sydenham, Harrowsmith, and Verona. There are opportunities to enhance the conditions for active transportation in hamlet areas and to improve connections between communities. To ensure connectivity of all the trail systems in the township, there is a need to work with trail managers such as the County and CRCA to ensure infrastructure is of a consistent standard with special regard to the safety of where trails cross roadways. There is a major opportunity for South Frontenac to continue to develop and market for trail-based tourism considering the existing trails and The Great Trail (Trans Canada Trail) route that goes through the township.

26 | Frontenac County Active Transportation Plan [June 2019 DRAFT]

3.4.1 Sydenham

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Sydenham is the largest hamlet in the Frontenac County. It has a variety of on and off road cycling infrastructure including a section of raised cycle track, painted bike lanes, and the Cataraqui Trail. Sydenham is home to many cottages and summer homes as well as year-round residents. Many of the people who live in Sydenham commute to Kingston for work. Sydenham has a number of popular destinations in town, including Trousdale General Store and The Point Beach. The destinations and gaps in Sydenham are shown on Map 3 and 7 in Appendix III.

Figure 19. Sydenham is a destination for locals and visitors.

Examples of gaps identified in Sydenham are provided below with recommendations. For a complete list of recommendations for Sydenham and South Frontenac, see section 3.4.3.

Example Gap Spot Gap: A current trail upgrade project at the intersection of Portland Avenue and George Street increased the visibility of the Cataraqui Trail. The trail crossing also improved the connectivity of the trail to the grocery store and hardware store. A crossing gap still exists at this intersection because the current stop sign placement means that vehicles do not have to yield to trail users.

Recommendation Recommendation: Installing a pedestrian crossing or three-way stop at this intersection would clarify expected motorist yielding behaviour. See recommendation SF-G for more details.

Connection Gap: There is no sidewalk on the east side of Wheatley Street from Loughborough Public School to the Kingston Frontenac Public Library and the track and field facility.

Recommendation: Install a sidewalk on Wheatley Street from George Street to Rutledge Road. See recommendation SF-D for more details.

Table 4. Examples of gaps and recommendations to resolve the gaps in Sydenham.

Frontenac County Active Transportation Plan [June 2019 DRAFT] | 27

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3.4.2 Harrowsmith

Figure 20. New configuration of Colebrook Road and Road 38 intersection.

Harrowsmith is another hamlet in the Township of South Frontenac. The community is known for its agricultural heritage and contemporary farms, which continue this heritage. The destinations and gaps in Harrowsmith are included in in Map 3 and Map 8 in Appendix III.

Harrowsmith features several local businesses within the hamlet centre. Most of the streets within this area feature sidewalks, which include grass boulevards to separate pedestrians from the roadway. A recently installed traffic signal at the intersection of Colebrook Road, Wilton Road, and County Road 38 increases pedestrian comfort. The Cataraqui Trail and the K&P Trail converge in Harrowsmith, offering transportation and recreation options for people walking and cycling. The community also features raised cycle tracks and paved shoulders on segments of Wilton Road, Road 38, and Harrowsmith Road.

28 | Frontenac County Active Transportation Plan [June 2019 DRAFT]

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The following are examples of gaps within Harrowsmith and recommendations to resolve them. For a complete list of recommendations in South Frontenac, refer to section 3.4.3.

Figure 21. A trail entrance in Harrowsmith.

Table 5. Examples of gaps and recommendations to resolve the gaps in Harrowsmith.

Recommendation Recommendation: Making geometric improvements so that trail users can more directly cross the road as well as adding more warning signage and clearing vegetation around the crossing will enhance visibility. See recommendation SF-H for more details. Connection Gap: County Road 38 from the Recommendation: Install sidewalks on the east Cataraqui Trail to Kingston Road. A dedicated side of County Road 38 from the Cataraqui Trail bike lane is present along this segment; however, to Kingston Road. this section lacks sidewalks.

Example Gap Spot Gap: The Cataraqui Trail at Colebrook Road is a potential conflict point due to limited visibility of the trail and trail users from the perspective of oncoming motorists.

Frontenac County Active Transportation Plan [June 2019 DRAFT] | 29

3.4.3 Township of South Frontenac Recommendations The recommendations are referenced on the map on the following page. Table 6. Recommendations for the Township of South Frontenac.

Priority

Details

Medium

SF-B

Install a three-way stop at Portland Avenue and George Street Improve trail crossings in Harrowsmith

Medium

Sidewalk on east side of Road 38 in Harrowsmith from Cataraqui Trail to Kingston Road Paved shoulders in conjunction with City of Kingston

Medium

Treatment crossing would include such items as road paint, signage and curb cuts. Refer to the Crossing Treatment Section of the Trail Standard for further direction Current trail upgrade projects have increased the visibility around the crossing, and connectivity to the Cataraqui Trail. A three-way stop would improve safety for trail users Making the crossings more direct, adding additional signage, and clearing vegetation will improve visibility and the experience for trail users crossing at Colebrook Road and Road 38. Please see Crossing Treatment section of the Trail Standard (Chapter 4.6) for further direction Section of Road 38 does not have sidewalk to connect people between the Cataraqui Trail and Harrowsmith

SF-D

SF-E

Medium

SF-C

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Reference Recommendation Code SF-A Consistent treatment of trail crossing over roads

Low

SF-F

Wheatley Street Sidewalk

Low

SF-G

Mid-block crossing

Low

SF-H

Paved Shoulder during road lifecycling projects Sidewalks on both sides in Hamlets along arterial roads

Low

SF-I

Low

Roads that connect into Kingston and are used by cyclists are candidates for paved shoulders during road rehabilitation. Coordinate road rehabilitation efforts with adjacent City of Kingston Complete sidewalk on east side of Wheatley Street between Kingston Frontenac Public Library and Loughborough Public School Opportunity in Harrowsmith at K&P Trail crossing and Wilton Road to enhance crossing. See chapter 4.6 for more information 1.5 m standard paved shoulder to be installed when repaving any arterial roadway or roadway connecting into a hamlet When road reconstruction or development is completed the Township should require sidewalks to be constructed. Road 38 in Harrowsmith from Church Street to Graham Road is an example for this kind of opportunity

30 | Frontenac County Active Transportation Plan [June 2019 DRAFT]

VALLEY TOWNSHIP

Sydenham

BE RO AD

ra Cata

rail qui T

T ST RE E GE OR GE

AN E

AD RO

SF-A SF-B

SW ITZ ER

KEN NE DY L

D OR DF

SHARBOT LAKE Sharbot PROVINCIAL PARK Lake

Crow Lake

STREET

TOWNSHIP OF CENTRAL FRONTENAC

LEY WHEAT

AMELIA STREET

Trans Canada Trail

MCCALLUM LANE

POINT ROAD

SF-F

RUTLEDGE ROAD

Tichborne Parham

DRAFT

ave y-H

l oc

rail kT

TOWNSHI OF RIDEA LAKES

FRONTENAC PROVINCIAL PARK

Godfrey

AF T

TOWNSHIP OF SOUTH FRONTENAC

Hartington

Harrowsmith SF-C SF-D SF-G Ta

el o av y-H

ui T rai l r aq

Ca ta

Bellrock

Verona

Battersea Sydenham Inverary

Sunbury

il Tra

SF-E

CITY OF KINGSTON Facility Type Maintenance Use KINGSTON Motorized Parks Primary Trail Privately Maintained Non Motorized Secondary Trail Waterbody County Maintained Hiking Trail Roads K&P Trail On Road

NETWORK RECOMMENDATIONS SOUTH FRONTENAC

3.5

KILOMETRES 7

Trail Profile The Rideau Trail, www.rideautrail.org Since 1971, the Rideau Trail Association has established, maintained and encouraged low-impact, self-propelled use of the Rideau Trail, a 387 km network of interconnected hiking trails between the City of Kingston and the City of Ottawa located in the general area of the Rideau Canal and its tributary waters.

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The Rideau Trail Association is an active charitable organization that maintains and champions the Rideau Trail and arranges self-propelled outdoor activities such as hiking, snowshoeing and crosscountry skiing on the trail and in nearby areas, through an engaged core of members and volunteers. On the main Rideau Trail, red-orange isosceles triangles mark the to northbound route to Ottawa while red-orange triangles with yellow tips mark the southbound route to Kingston. In addition to the main trail, a number of side trails which are marked by blue triangles. The total length of cleared and marked trails is 387 km. Discover the trail!

The trail itself crosses terrain ranging from placid farmland to the rugged Canadian Shield. It is intended for hiking, snowshoeing, and cross-country skiing. The Rideau Trail Association owns no part of the Rideau Trail itself and the continuity of the trail is made possible by the generous permission of both private and public landowners and enhanced by a special fund called the Rideau Trail Preservation Fund.

32 | Frontenac County Active Transportation Plan [June 2019 DRAFT]

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3.5 Township of Central Frontenac

Figure 22. Park bench along the K&P Trail at Sharbot Lake in Central Frontenac.

The Township of Central Frontenac enjoys a distinct character and quality of life that distinguishes the municipality from other rural areas in Ontario. The rural values, the sense of place, the unique landscapes, the importance of water resources and the quality of life enjoyed by those who live in and who visit the community is integral to the municipality. The municipality is comprised of 1,025 square kilometers with a permanent population of 4,555 people that more than doubles in the summer due to seasonal residents and visitors attracted to the area.

The communities of Arden and Mountain Grove are connected to the central village of Sharbot Lake via Ontario Highway 7 while Godfrey, Tichborne and Parham are connected by Road 38, a central artery that most commuter, seasonal and commercial traffic make use of to access Highway 401 and the City of Kingston. With the exception of Parham, these communities are also connected by Primary Trails The K&P Trail and the Tay-Havelock Trail. The Village of Sharbot Lake plays a role as a trail “hub” where these intersecting primary trails provide the potential ability to travel north, east, south or west to destinations nearby or further afield. This is clearly demonstrated in the provincial cycling network. Parham, Sharbot Lake, Mountain Grove and Arden are communities that have a number of destinations that generate walking and cycling trips including libraries, schools, grocery stores, and community centres. The Township of Central Frontenac is also a destination for cyclists of all abilities from across Ontario. The K&P Trail and Tay-Havelock Trail provide a safe and scenic route through the region, but the rolling roads through rocky Canadian shield are exciting challenges for road cycling enthusiasts and, in some cases, for the emerging sport of “gravel biking.” The Great Trail travels north through Central Frontenac to Sharbot Lake where it connects with the Tay-Havelock Trail and continues west. These two primary trails also intersect in Sharbot Lake at an iconic railway car landmark referencing the railway heritage of the region. Frontenac County Active Transportation Plan [June 2019 DRAFT] | 33

3.5.1 Sharbot Lake Four trail segments converge in the Town of Sharbot Lake. The scenic community is located on an eponymous lake well-known for its natural beauty. Development pressure is expected due to increased motor vehicle traffic volumes for commute trips along the Highway 7 corridor between Ottawa and Highway 401 to Toronto. This development has the potential to support active transportation initiatives in the township. A Sharbot Lake train station is under consideration within the planned VIA Rail expansion. The destinations and gaps in Sharbot Lake are included in in Map 4 and Map 9 in Appendix III. The following are examples of gaps in Sharbot Lake. These gaps were identified through the Social Pinpoint online map. For a list of recommendations for Sharbot Lake and Central Frontenac, refer to section 3.5.2.

AF T

Table 7. Examples of gaps and recommendations to resolve the gaps in Sharbot Lake.

Recommendation Recommendation: Enhance the crossing of the trail at County Road 38, based on the guidance provided in section 4.6.1 Primary Trail Crossings of Higher Speed Roadways. Refer to recommendation CF-C for more details.

Connection Gap: County Road 38 from Granite Ridge Education Center, north to Duffy Road: Although sidewalks are present along County Road 38 from the town to Granite Ridge Education Center when approaching from the south, no sidewalks are present north of the school. Members of the public identified this area as a walking and bicycling gap, especially for children.

Recommendation: Construct a sidewalk on County Road 38 from the Granite Ridge Education Centre north to Duffy Road, and eventually to Highway 7. Refer to recommendation CF-L in section 3.5.2 for more information.

Example Gap Spot Gap: A crossing gap is present at the intersection of K&P Trail and County Road 38. This segment of County Road has high vehicular traffic, travelling at high speeds.

34 | Frontenac County Active Transportation Plan [June 2019 DRAFT]

3.5.2 Township of Central Frontenac Recommendations The recommendations are referenced on the map on the following page. Table 8. Recommendations for the Township of Central Frontenac.

Priority

Details

Medium

CF-B

Sidewalk on Road 38 north of Granite Ridge Education Centre

Medium

When the road is reconstructed include 1.5 m paved shoulders on the road. Development in Crow Lake is creating increasingly more foot traffic into Sharbot Lake Construct sidewalk on County Road 38 from the Granite Ridge Education Centre north towards Highway 7. This was identified as a gap through the public engagement process

CF-C

Trail Crossings on arterial roads

Medium

CF-D

Elizabeth Street sidewalks

Medium

CF-E

Sidewalk on Garrett Street in Sharbot Lake Sharbot Lake Crossing

Low

CF-G CF-H CF-I CF-J

In conjunction with county-wide trail crossing standard, in particular where the K&P Trail crosses Road 38 The lack of sidewalks on Elizabeth Street create a gap for AT users trying to access the stores in the area. When funding becomes available, invest in completely connected sidewalks along Elizabeth Street Lack of sidewalks were identified as a gap by the consulting team, as it connects through the hamlet

CF-F

AF T

Reference Recommendation Code CF-A Crow Lake Road

Low

Reestablish speed limits within the hamlets Focus development on highway 7

Low

Paved Shoulder during road lifecycling projects Sidewalks on both sides in Hamlets along arterial roads

Low

Partnering with the retirement residence on Road 38, invest in a crossing such as a pedestrian crossover (PXO) for a safer crossing experience for people walking. See Section 4.6 for more details Have justification for consistent speed limits through the hamlets Work with the MTO to leverage development charges from new development built on Highway 7 for trail connectivity or infrastructure in Central Frontenac 1.5 m standard paved shoulder to be installed when repaving any arterial roadway or roadway connecting into a hamlet When road reconstruction or development is done the Township should require sidewalks to be constructed within hamlet areas and at desired connections

Frontenac County Active Transportation Plan [June 2019 DRAFT] | 35

TOWNSHIP OF NORTH FRONTENAC

Canonto

Ompah Donaldson Plevna

Snow Road Station Ardoch

Fernleigh Coxville

DRAFT

AF T

CF-H SHARBOT LAKE Sharbot PROVINCIAL PARK Lake

CW-3

Crow Lake

Trans Canada Trail

CF-A

Arden

WNSHIP OF DINGTON GHLANDS

TOWNSHIP OF CENTRAL FRONTENAC

Tichborne Parham

ROAD

Sharbot Lake

CF-H

CF-B PUZZLE LAKE CF-GPROVINCIAL l PARK rai kT c

CF-D CF-E CF-F

Godfrey

NETWORK RECOMMENDATIONS CENTRAL FRONTENAC

u il

ea 3.5

Parks Waterbody Roads

KILOMETRES 7

STONE

Facility Type Maintenance Use MILLS Motorized Primary Trail Privately Maintained Non Motorized Secondary Trail County Maintained TOWNSHIP Hiking Trail K&P Trail On Road

Verona R

G AR

RE TT

ST R

EE T

el o av y-H Ta

TOWN OF SO FRONT

CF-C

Trail Profile The Great Trail, www.thegreattrail.com The Great Trail, formerly known as Trans Canada Trail, is a cross-Canada system of greenways, waterways and roadways that stretches from the Atlantic to the Pacific to the Arctic oceans. The Trail extends over 24,000 kilometres (15,000 miles); it is now the longest recreational, multi-use trail network in the world. The idea for the Trail began in 1992, shortly after the Canada 125 celebrations.

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The network of the Trans Canada Trail is made up of more than 400 community trails. Each trail section is developed, owned and managed locally by Trail groups, conservation authorities and by municipal, provincial and federal governments, for instance in parks such as Gatineau Park or along existing trails such as the K&P Trail, the Cataraqui Trail, or the Tay-Havelock/Trillium Trail in Frontenac County. Considerable parts of the Trail are repurposed rail lines similar to the K&P Trail. As such, much of the Trans Canada Trail development emulated the successful Rails-to-Trails initiative in the United States, whereby these transportation corridors are “rail banked” as recreational trails, allowing conversion back to rail should future need arise.

Thousands of Canadians, community partner organizations, corporations, local businesses and all levels of government are involved in developing and maintaining these trails. Trans Canada Trail does not own or operate any section of The Great Trail. As an ensemble, The Great Trail might be one of the largest volunteer projects ever undertaken in Canada.

Figure 23. Map of Great Trail route through Frontenac County (in green). Frontenac County Active Transportation Plan [June 2019 DRAFT] | 37

3.6 Township of North Frontenac

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Figure 24. Beautiful lakeside scenes like this one, are common in North Frontenac.

North Frontenac has a population of approximately 1,898 people with an addition 5,000 seasonal residents. It is a popular summer destination with dozens of cottage bearing lakes in the area. The low population of the township does not mean active transportation is out of reach for residents both seasonal and year-round. North Frontenac is comprised of approximately 64% of Crown lands which contain logging roads, ATV trails, and hiking trails such as the Schooner Trail and the Palmerston Canonto Conservation Area Trail. 3.6.1 Township of North Frontenac Recommendations

The recommendations are referenced on the map on the following page. Table 9. Recommendations for the Township of North Frontenac.

Priority

Details

Medium

NF- B

Bike parking

Low

NF-C

Paved Shoulder during road lifecycling projects Sidewalks on both sides in Hamlets along arterial roads

Low

County to complete the trail spine by acquiring, developing, maintaining and managing the trail route North of Sharbot Lake through Central and North Frontenac Partner with local businesses to acquire and install bike parking at locations along the trail network and within the hamlets 1.5 m standard paved shoulder to be installed when repaving any arterial roadway or roadway connecting into a hamlet When road reconstruction or development is done the Township should require sidewalks to be constructed in hamlet areas

Reference Recommendation Code NF-A Trail maintenance in low laying, flood prone areas

NF-D

Low

38 | Frontenac County Active Transportation Plan [June 2019 DRAFT]

TOWNSHIP OF GREATER MADAWASKA

DRAFT TOWNSHIP OF NORTH FRONTENAC

Canonto

AF T

Ompah

Plevna

Donaldson CW-3

NF-A

Snow Road Station

Ardoch

BON ECHO PROVINCIAL PARK

Coxville

Cloyne

NF-B

Fernleigh

el o av y-H Ta

SHARBOT LAKE Sharbot PROVINCIAL PARK Lake

l rai kT

Trans Canada Tr ail

Crow Lake

Arden

TOWNSHIP OF ADDINGTON HIGHLANDS Facility Type Maintenance Primary Trail Secondary Trail Hiking Trail K&P Trail On Road

Use Motorized Privately Maintained Non Motorized County Maintained

NETWORK RECOMMENDATIONS NORTH FRONTENAC

TOWNSHIP OF CENTRAL FRONTENAC Tichborne Parks Waterbody Roads

KILOMETRES 8

AF T

Trail Standard

Figure 25. Two people cycling along the K&P Trail.

40 | Frontenac County Active Transportation Plan [June 2019 DRAFT]

4.1 Purpose of a Trail Standard

Surface Minimum width Slope User types Maintenance expectations

• • • • •

Figure 26. A Cataraqui Trail crossing north of Sydenham in South Frontenac Township.

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Primary trails form the key intercommunity connection active transportation infrastructure within Frontenac County. They provide places for residents to enjoy nature and recreational activities. The Trail Standard builds upon the Frontenac County Official plan goals to support the County’s work toward building welladvertised and well-maintained trails that showcase community destinations. As such, the bulk of the Trail Standard focuses on design guidelines for trails. Guidelines draw from best practice and existing documents. They are separated according to trail typology, to illustrate how trails’ functions vary by type. Design guidelines consider the following criteria:

Frontenac County Active Transportation Plan [June 2019 DRAFT] | 41

4.2 Defined Terms for a Trail Framework A variety of trail typologies exist throughout the Frontenac County. Creating a consistent language framework allows for establishing key pieces of the active transportation plan such as mapping, technical standards and maintenance standards. It also provides direction for investment and prioritization decisions. Chapter 2, Existing Conditions, included an outline of the existing active transportation infrastructure in the County. Definitions for primary, secondary and hiking trails were presented in that section. For the purposes of the Trail Standard Chapter, these terms and other trail classifications have been further developed:

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Regional Trail: Regional trails extend beyond the Frontenac County boundaries to other destinations and communities in Ontario. These trails typically have high usage and are well-known within the province. The Great Trail is the longest multi-use trail in the world and is over 24,000 kilometres long. Primary Trails: Primary trails form the basis for a county-wide trail system. They are long-distance offstreet infrastructure that should be accessible to all users, including those using mobility devices. Existing County standards specify that these trails be 3.0 metres wide. This width allows for bidirectional travel and user comfort.

Secondary Trails: Secondary trails provide additional connections to local destinations by connecting primary trails with population centres. This allows for a trail system that is practical for utilitarian trips as well as recreational activity. The 2014 Trails Concept Plan specifies a minimum width of 2.4 metres in areas where bidirectional trail use is expected.

Hiking Trails: Hiking trails, also known as foot trails, are natural surface, narrow paths for recreational hiking and walking. They may connect off of other trails. The narrow width and potentially challenging terrain mean these trails are mostly used for recreational purposes, such as day hikes within scenic natural areas.

42 | Frontenac County Active Transportation Plan [June 2019 DRAFT]

4.3 Benchmarking: Characteristics of Existing Primary Trails 4.3.1 Frontenac K&P Trail This section describes K&P Trail segments as they exist today in terms of management and user types. It also discusses planned works, and recommendations to continue progress toward completing the trail.

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The K&P Trail extends approximately 180 kilometres from the City of Kingston through Frontenac, Lanark, and Renfrew counties. Frontenac owns and manages the 55 kilometres of the trail from The City of Kingston boundary to the village of Sharbot Lake. The K&P Trail is operated to a variety of standards depending on the owner and manager of the Trail. Table 2 outlines the different owners and operators of each segment.

Figure 27. The K&P Trail is an important north-south off road connection throughout Frontenac County.

Frontenac County Active Transportation Plan [June 2019 DRAFT] | 43

Table 10: Various owners and managers of the K&P Rail Trail Corridor

Number of Kilometres 7 14 55

Owner / Manager

Surface Type

Permitted Uses

City of Kingston City of Kingston Frontenac County

Paved Stone Dust Stone Dust

Central Frontenac Township / EOTA Private Ownership

Gravel (Granular “M”)

Mississippi Valley Conservation Authority Renfrew County

Gravel (Granular “M”)

Active Transportation Only Active Transportation and Horseback Active Transportation, Horseback, Snowmobile, and ATV (starting at KM 42.5) Active Transportation and Motorized Off Road Uses Unclear – snowmobile clubs have landowner agreements for trail use Active Transportation and Motorized Off Road Uses

53 21

Gravel / undeveloped

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Gravel (Granular “M”)

Active Transportation and Motorized Off Road Uses

Trail Spine: County trail responsibility will extend from the US border in Frontenac Islands (Horne’s Ferry) to where the K&P Trail exits North Frontenac into Lanark County. County Trail responsibility will be limited to the development of a North / South “spine” to connect Frontenac communities. Quality of Build: The K&P Trail is built to the Ministry of Transportation trail standard ensuring a high quality, accessible experience for cycling, walking, and motorized off road use. Trailheads: The County will develop four trail access points or “trailheads”. One in each Frontenac Township. Each trailhead will have a maximum investment of $100,000 from the County to develop. Signature Destination: The K&P Trail is a recognized trail across Ontario with appropriate wayfinding signage, maps, and branding to support ongoing marketing efforts to attract new visitors for the K&P Trail experience. Partnership and Recognition: The County will participate in regional partnerships to ensure the K&P Trail is included in regional and provincial networks.

•

This section describes the Frontenac K&P Trail segments as they exist today in terms of management and user types. It also discusses planned works, and recommendations to continue progress toward completing the trail. The Frontenac K&P Trail is built from a former railroad right-of-way, averaging 4.5 metres wide, the trail now serves motorized and non-motorized users. In September of 2018, County Council confirmed development assumptions as they relate the Frontenac K&P Trail, including:

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Frontenac K&P Trail Management Planned for approval in 2019 is a K&P Trail Management Plan for governing the use of the K&P Trail. This plan is anticipated to address the following management concerns: • • • • • • •

Identification of annual maintenance needs, as well as related budget requirements. Identification of standards for risk management and trail safety. Communication and coordination with trail users and user groups. Measurement of trail use and identification of trail users. Guide annual economic analysis of trail use. Standard signage procedures. Land use issues such as easements, fencing, etc.

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Management plans are essential for earning the support of insurance companies, trail user groups, and funding partners. The 2009 K&P Trail Master Plan and subsequent implementation plans guide the vision for the development of the K&P Trail but does not set standards for the above concerns. Frontenac K&P Trail Planned Works

In 2019, Frontenac County will complete the Frontenac K&P Trail off-road connection from the City of Kingston to Sharbot Lake, creating 55 km of County managed Active Transportation infrastructure.

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Continuing development of the former K&P Rail corridor north of Sharbot Lake for approximately 30 kilometres. Development of a K&P Trail “spur line” on Wolfe Island from Marysville to Horne’s Ferry, thus creating a complete north-south connection with regional access to the United States. Development of trailhead infrastructure in each of the Frontenac townships.

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County Council’s vision for the Frontenac K&P Trail was confirmed at their meeting on September 19, 2018 2 includes such capital projects as:

Report 2018-118: Confirmation of Assumptions for 10 Year K&P Trail Capital Plan, https://frontenac.civicweb.net/FileStorage/7AB09232180244F2B0D6814C74BDA48A-2018118%20Planning%20and%20Economic%20Development%20-%20Confi.pdf 2

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4.3.2 Tay Havelock Trail Also known as the Trillium Trail and the Central Frontenac Trailway, this 35-km multi-use trail on former railway extends east-west through Sharbot Lake and was established in 1999. The corridor is owned by Central Frontenac Township, and is managed by the Eastern Ontario Trails Alliance. This is part of the CP rail corridor linking Frontenac County to Tweed and Havelock in the west and to Glen Tay near Perth in the east. There are variety of shopping and food establishments within the communities along the trail. The hamlets of Arden and Mountain Grove are linked to Sharbot Lake and the K&P Trail via this rail trail route. 4.3.3 Cataraqui Trail

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The Cataraqui Trail is a year-round, shared-use recreation trail. In spring, summer and fall it welcomes everyone from hikers to cyclists. In winter it is open to snowmobilers bearing a current Ontario Federation of Snowmobile Clubs trail permit. Cross-country skiers are welcome to share the trail. The total length of the Cataraqui Trail is 103 kilometres, running from Smith Falls in Lanark County to Strathcona Township. The Cataraqui Trail follows a former Canadian National Railway line and is primarily a gravel surface trail. Classified as a primary trail, the Cataraqui Trail is open for year-round activity, however ATV use is not permitted at any time.

The Cataraqui Trail is owned and managed by the Cataraqui Region Conservation Authority. A Friends of the Cataraqui Trail group is being created to allow members and users of the trail to become more involved in activities and enjoyment of this beautiful section of Eastern Ontario. Friends of the Cataraqui Trail advocates for the sustainability, enjoyment, stewardship, public use and promotion of the Cataraqui Trail and also assists the Cataraqui Region Conservation Authority as a volunteer workforce for light maintenance and to monitor and report trail hazards and maintenance issues. This new group is replacing the previous group that served as the Cataraqui Trail Management Board.

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4.4 Benchmarking: Existing Trail Intersections The following were common challenges at trail crossings that were identified within the County: • • •

Angled crossings: These intersections increase the amount of time required for a trail user to cross a roadway. Blind corners: These types of crossings reduce trail user visibility for motorists driving along a curved roadway. Topography: Hills can create visibility challenges when motorists do not expect trail users to cross a roadway. Motorists may also travel at higher speeds when travelling down a hill, increasing the stopping distance needed before a trail crossing.

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The aforementioned challenges are more pronounced when the trail crosses a major roadway. The higher posted speed limits and higher traffic volumes at these locations mean that a crash between a motor vehicle and a trail user is more likely to result in injury or death to the person using the trail. The Crossing Improvements section describes potential countermeasures for existing unmarked trail crossings.

Figure 28. A trail crossing of the Cataraqui Trail in Harrowsmith.

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4.5 Recommended Trail Design Practices Off road infrastructure such as primary, secondary, and hiking trails make up the majority of the existing active transportation network within Frontenac County. Trails provide safe off road movement throughout the region and are used for recreation, tourism, and commuting. These trails are designed for a wide range of users such as cyclists, pedestrians, horseback riders, and some motorized recreational vehicles.

4.5.1 Trail Typologies

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There are a number of opportunities for consistent trail development throughout the Frontenac County. The following section outlines trail design practices for trails in the County. Consistently developing trails according to these design practices would help provide a network of trail types to connect destinations where people live, work, and play. Moreover, developing trails according to clear standards would mitigate challenges that may otherwise deter people from using the trail. An obstacle or trail feature will pose a significantly different challenge to a hiker versus a cyclist. For example, a tight switchback with rock steps may be viewed as challenging to a mountain bike rider travelling downhill whereas a hiker walking uphill will view the same feature as no more difficult than a staircase. Identifying trail typologies where such a feature is appropriate helps set expectations for trail users and creates an enjoyable experience.

Primary Trails Primary trails form the basis for a trail system. As such, new trails should provide connection to these major arteries. The K&P Trail makes up the major north-south route of the County active transportation network. The Cataraqui and Trans Canada Trail form major east-west routes within the network. Figure 29 shows proposed primary trail dimensions from the 2014 Trail Concept Plan.

Primary trails should meet or exceed accessibility requirements for active transportation and also allow for maintenance vehicle access. Segments should be appropriately signed to indicate whether motorized recreational vehicles are allowed.

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AF T R D Figure 29. Cross section and design standard for Frontenac County primary trails.

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Table 11. Primary Trail Characteristics.

Surface

Cross Slope

3.0 m, not including 0.4 m horizontal clear zone on either side of the trail, where achievable

Minimum 2% centre crown, 5% maximum

Longitudinal Slope 5% maximum

Maintenance

Other Features

May be considered for lighting and year round maintenance. Designed for higher trail traffic than secondary or foot / hiking spurs

• The 2014 Trail Concept Plan recommended optional rest areas approximately every 500m, located outside of the trail clear zone. Less frequent placing, such as every 2 to 5 km, is recommended to balance cost and user experience. • Optional centre line

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Paved asphalt or soft surface

Minimum Width

As shown in the table above, the type of surface will depend on erosion control concerns and traffic. Soft surface trails are generally acceptable in areas without heavy amounts of trail traffic, provided they provide access for people using mobility devices.

The following figure shows cross-sections of paving types that may be used along primary trails in Frontenac County.

Figure 30. Suggested cross-sections by trail surface.

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Secondary Trails

Figure 31. The Howe Island Trail is secondary trail used primarily for recreation in the Frontenac Islands.

Secondary trails provide additional connections to local destinations. They are meant for walking and cycling during spring, summer, and fall. However, they may be used for skiing or other uses during the winter. The diagram on the following page, from the 2014 Trails Concept Plan identifies a minimum width of 2.4 metres, in areas where bidirectional bicycle traffic is expected. Table 12. Secondary Trail Characteristics.

Minimum Width

Cross Slope

Surface

2.0 m or 2.4 m where designers expect cycling traffic in both directions

Granular/gravel surface (may be hard surface where erosion occurs)

Minimum 2% centre crown, 5% maximum

Longitudinal Slope 5% maximum for accessible trails or 10% over distances less than 100 m

Maintenance Maintenance only where required, such as low laying areas or washout areas

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Figure 32. Secondary trail diagram from 2014 Trails Concept Plan.

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Hiking Trails Located in sensitive natural areas, foot or hiking trails are narrow paths for recreational hiking and walking. Foot or hiking trails are sometimes created by formalizing desire lines worn into an unpaved surface by repeated walking. Sometimes, a hiking club could create an agreement with a land owner to create a more formal path. An example of this scenario is the Kennebec Wilderness Trails, created as part of a parkland agreement with a local developer. The land is owned by Central Frontenac, but managed by the Wilderness Trails Club.

Figure 33. A hiking trail in Frontenac Provincial Park (www.thegreatwaterway.com).

Table 13. Hiking Trail Characteristics

Surface

Cross Slope Varies

Longitudinal Slope Varies

Maintenance Maintenance only when required

Natural surface (dirt/woodchip). May use a granular surface or boardwalk in especially sensitive areas

Minimum Width 0.75 m to 1.5 m

Figure 34. Kennebec Wilderness Trails map (Kennebec Wilderness Trails Club).

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4.6 Recommended Crossing Improvements Trail crossings at roadways should provide users a seamless experience as they continue along the trail. Well-designed trail crossings are comfortable to users of all ages, from children to elderly people. Trail crossings at roadways provide connectivity to intersecting roadways, especially if the roadway features paved shoulders or other active transportation infrastructure. The majority of intersections along the trail meet streets at a perpendicular angle. This type of intersection is preferred. However, in some cases, the trail intersects roadways at an obtuse angle, which lengthens the crossing for trail users and increases exposure to motorized vehicles potentially moving at high speeds. The trail/road crossing toolbox includes: Marked Crosswalk: A crossing location usually found at intersections with traffic signs, pedestrian signals or stop signs. Trails near intersections could be rerouted to an intersection that is stop controlled to use the marked crosswalk.

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Pedestrian Crossover (PXO): A pedestrian crossover is a designated crossing area that allows pedestrians to safely cross the road where vehicles must yield to the pedestrian. There are four types of PXOs, which are context sensitive based on specific locations. Generally, PXOs use a combination of a marked crosswalk with other components including side-mounted signs, rapid rectangular flashing beacons, and overhead signs. However, they are intended for low speed, low volume roads.

Considering the high-speed nature of most of the roadways in the County and their context, a crosswalk or a pedestrian crossover is not an option for enhanced trail/road crossings. The active transportation plan does include recommendations for PXOs in low volume/speed situations and where it supports the surrounding land use (i.e., near a seniors’ centre). For the purposes of this trail/road crossing enhancement program, the drivers will continue to have right-of-way at mid-block locations.

For further details on the treatments and applications of pedestrian crossovers, see Ontario Traffic Manual Book 15: Pedestrian Crossing Facilities (2016).

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There are a number of other infrastructure tools appropriate to enhance trail/road intersections:

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Line-of-sight: Improve line-of-sight for vehicles and trail users through design, parking limitations around the crossing and vegetation control/maintenance. Speed control on the roadway: Engineering additions can be implemented to the roadway to lower vehicle speeds, such as vertical or horizontal deflection and other traffic calming measures. Trail speed control: Use design cues to signal to trail users that they are approaching a crossing. This can be achieved by paving a section of trail in advance of every paved roadway crossing (i.e., 15 metres). Roadway signage: Improve the visibility of signage by following OTM Book 6 sign selection and placement guidance. Book 6 states that Trail Crossing (Wc-32) signs be placed on both advances to a trail crossing. The placement varies based on the roadway’s speed. Further detail is provided in section 4.7.1. Trail signage: Ensure that trail users understand crossing expectations by continuing to utilize trail-sized stop signs. Additionally, improve wayfinding signage associated with the trail system and, where appropriate, trailheads. Construction practices: Within urban cross-sections with concrete sidewalk adjacent to the trail, verify that construction practices do not leave a difference in grade between concrete and asphalt surfaces.

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Primary trail crossings of higher speed roadways. Primary trail crossings of side roads. Primary trail crossings in hamlets.

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The following section includes specific detail for trail crossing improvements in different contexts throughout the County. For each context, examples of trail crossings are provided with recommendations to improve the crossing. These recommendations can be used to apply to other trail crossings in the County. The contexts for trail crossing improvements are:

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4.6.1 Primary Trail Crossings of Higher Speed Roadways Many of the main roads in Frontenac County have high speed limits which limit the possibilities for a trail crossing that gives priority to people using the trail. Strategies for trail crossings in this context focus on making the crossing as direct as possible, adding signage to clarify priority, and to warn people travelling on the road to be aware that there is a crossing ahead.

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Tay Havelock Trail, within the Village of Sharbot Lake Figure 35 shows an angled trail crossing at a major roadway (Road 38). An existing sidewalk represents a more urban cross-section for the roadway and is an indication of future development in this area over the long term. The crossing features a trail crossing warning sign where the roadway meets the trail. The following types of improvements could be considered for trail crossings with a similar context:

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Motorist Signage: Add trail crossing warning signage in advance of the crossing. Retain the existing warning signage at the crossing itself. Trail Signage: Add stop signs on the trail to clarify provincial law. Motorists have the legal right-of-way at unmarked trail crossings. Trail Surface: Pave the trail within 15 metres of the crossing. Other Recommendations: Grind the curb cut to remove the concrete lip between the sidewalk and the asphalt roadway. Consider additional improvements should the area develop a more urban context.

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Figure 35. Angled crossing of the Tay Havelock Trail over Road 38 in Sharbot Lake. Motorized vehicles are allowed (Google).

Figure 36. An existing trail crossing sign.

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K&P Trail, Cole Lake The K&P Trail meets Road 38 north of Cole Lake at an obtuse angle. This location is a popular location for recreational users to park their vehicles to access the trail. In contrast to the example angled crossing in Sharbot Lake, this location’s existing land use context is more rural in character. In addition, this segment of the K&P Trail allows motorized vehicles in addition to active uses.

Figure 37. Angled crossing of K&P Trail in Cole Lake looking south, motorized vehicles are allowed (Google).

The following types of improvements could be considered for trail crossings with a similar context:

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Motorist Signage: Add trail crossing warning signage in advance of the crossing and at the junction. Trail Signage: Retain existing stop signs for trail users. Consider adding additional crossing warning signage along the trail in advance of the intersection. No trail crossing signage currently exists to warn drivers on Road 38. Trail Surface: Pave the trail within 15 metres of the crossing.

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K&P Trail, North of Godfrey The K&P Trail meets the paved shoulders of County Road 38 at an obtuse angle. The high speed roadway intersects with the trail at a blind crossing, minimizing trail user and motorist visibility. To cross at this location, trail users should cross the roadway at a 90 degree angle and use the roadway shoulder before turning onto the path. Otherwise, trail users cross at an angle, increasing exposure time.

Figure 38. Blind Crossing of K&P Trail over Road 38, north of Godfrey, looking south. Only non-motorized vehicles are permitted (Google).

The following types of improvements could be considered for similar trail crossings: •

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Geometric Improvements: The existing crossing could be realigned so that users cross at a right angle with the roadway. The existing shoulder would be utilized to facilitate this realignment. Motorist Signage: Install trail crossing warning signage at the trail crossing and in advance of the intersection. Trail Signage: Retain existing trail stop signs to clarify legal right-of-way. Consider advance warning signage to indicate the approach of a blind crossing. Trail Surface: Pave the trail within 15 metres of the crossing. Consider adding pavement markings to indicate that trail users are approaching a blind crossing. Vegetation: Maintain vegetation to provide adequate sight lines. Keep vegetation out of clear zone. Other recommendations: Routine sweeping will provide a higher quality trail user experience when using the shoulder to negotiate the trail crossing.

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4.6.2 Primary Trail Crossings of Side Roads While side roads are generally lower volume and speed roads, it is still important improve these crossings to clarify priority, increase crossing conspicuity, and enhance user experience. The following examples summarize recommendations for improvements at these trail crossings.

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K&P Trail and Boyce Road, K&P Trail and Petworth Road, Hartington Gates are located at each of these trail crossings. Non-motorized users are prohibited from this segment of the K&P Trail.

Figure 39. Gated crossing in Hartington at K&P Trail and Boyce Road.

Figure 40. Existing trail gate crossing Petworth Rd in Harrowsmith, South Frontenac.

The following types of improvements could be considered when a primary trail crosses a secondary road: • •

Motorist Signage: Instead of gates, install signage at trail entrances to clarify that they are not roadways. Add advance trail crossing warning signage to indicate the presence of a trail. Trail Signage: Add/retain stop signs for trail users.

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Cataraqui Trail and Hogan Road, West of Sydenham

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The topography at this location poses sight line challenges, since the trail crosses Hogan Road at the top of a hill. Hogan Road is a low volume, unpaved roadway. The trail crosses at a slight obtuse angle.

Figure 41. Topography (Hilly) crossing of Cataraqui trail west of Sydenham. Only non-motorized vehicles are permitted (Google).

The following types of improvements could be considered where primary trails cross secondary roads: Motorist Signage: No trail crossing warning signage is present at this location. Add trail crossing warning signage in advance of the crossing and at the crossing. Trail Signage: Existing trail signage identifies the trail. Add advance warning signage for trail users as well as stop signs at the crossing.

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4.6.3 Primary Trail Crossings in Hamlets Within hamlets, roads generally have lower speed limits, allowing for a greater variety of options for crossing treatments, including giving crossing priority to people using the trail in some situations. The following examples highlight some recommendations that can be made for primary trail crossings in hamlets.

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Cataraqui Trail and Wilton Road, Harrowsmith In 2019, the Hamlet of Harrowsmith realigned four roadways leading to the hamlet’s centre. A new roadway segment was installed adjacent to the existing Cataraqui Trail between Colebrook Road and Wilton Road. The trail is now a multi-use path adjacent to the roadway for this short section. Although the new path provides an enjoyable user experience, the crossing at Wilton Road could be modified for trail user comfort. The following types of improvements could be considered for similar trail crossings:

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Pavement Markings: Add a pedestrian Figure 42. New road configuration in Harrowsmith at traffic light. crossover (PXO) across Wilton Road, giving trail users the right-of-way when crossing at the pedestrian crossovers. This location may be suitable for a marked crosswalk, side-mounted sign, and rapid rectangular flashing beacons. However, additional engineering is needed to determine design details. Motorist Signage: The new sidepath improves trail user visibility. Add trail crossing warning signage for enhanced visibility. Trail Signage: Retain existing stop signs for trail users. Add wayfinding signage to describe connection into Harrowsmith via bike lanes on Wilton Road and County Road 38. Trail Surface: Pave the southern leg of the crossing for 15 metres. Other Recommendations: Widen the curb ramp apron to improve access across Wilton Road.

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Cataraqui Trail/K&P Trail and Road 38, Harrowsmith This location features a small trailhead and wayfinding signage. Trail users travelling southeast must cross Road 38 to reach the parking area, wayfinding signage, or to continue along the K&P Trail. The crossing is located within Harrowsmith.

Figure 44. The Cataraqui Trail and Road 38, facing southwest (Google).

Figure 43. The Cataraqui Trail and Road 38, facing northeast (Google).

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The following types of improvements could be considered at primary trail crossings of roadways within hamlet areas:

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Crossing Upgrade: Should the speed/volume of this roadway change over time with the future development of Harrowsmith, this location would be a candidate for a pedestrian crossover (PXO). This would increase the trail crossing visibility. Parking: Limit the ability to park on the shoulder near the trail entrance. Prohibiting parking on either side of the roadway could improve sightlines for trail users. Access Control: The parking area and trail entrance use the same entryway. Provide a separate entrance for people arriving to the trailhead by motor vehicle or by active transportation. Motorist Signage: Provide advance trail crossing warning signage and warning signage at the junction. Additional signage may be necessary to clarify trailhead parking protocol and rules. Trail Signage: Retain exiting wayfinding and information signage. Trail Surface: Pave the trail within 15 metres of the crossing. Vegetation: Trim vegetation to maintain sight lines. Do not place closer than existing vegetation.

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4.7 Other Recommended Design Practices The following section describes additional design practices for trails within the County. These details help create trails that are intuitive for residents and visitors alike. Topics include: • • • • •

Signage. Erosion control. Maintenance. Accessibility for Ontarians with Disabilities Act (AODA) Access Control.

4.7.1 Signage

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Signage should be placed in a consistent manner in locations that are visible and at appropriate heights for users line of sight. Signage that clearly identifies the length, slope, difficulty, permitted/suggested uses etc. for users to make informed decisions should be installed at trailheads and trail entrances. Warning signage should be installed to indicate potential hazards or upcoming change of conditions.

Figure 45. K&P Trail segment dedicated to Harold Clark.

Recommendations: • Locate warning signs appropriately ahead of the specific hazards to which they refer, such as road crossings, steep terrain, trail narrowing, and stop signs. • Use trail crossing signage (Wc-15) along with the supplementary “CROSSING” signage tab (Wc32t) to alert motorists to trail crossings. The Ontario Traffic Manual Book 6: Warning Signs, states that warning signs should be installed on both approaches. Placement location varies according to the roadway’s posted speed limit: o 140 metres from the crossing on 50 km/h roadways. o 225 metres from the crossing on 60 km/h roadways. o 335 metres from the crossing on 80 km/h roadways.

Figure 47. Pedestrian and bicycle crossing ahead (Wc-15) above and crossing warning tab (Wc-32t) below (Ontario Ministry of Transportation).

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Figure 46. Minimum Advance Placement Chart (OTM Book 6).

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Install wayfinding signage at decision points to assist trail users. Wayfinding signage is also useful to direct trail users to population centers that could offer restaurants, shopping, lodging, and other amenities. In addition to wayfinding, signage can promote historical and environmental awareness at strategic locations. The AODA specifies that trailheads should include signage. Requirements are described in the following section.

4.7.2 Erosion Control

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Erosion control is important to consider Definitions within the trail planning and design Grade or running slope is the slope of the trail, parallel process, with the goal of retaining an to the direction of user travel (for both uphill and area’s natural drainage patterns. Trails downhill travel) that follow a corridor’s natural contours are better able to maintain natural Cross Slope is the slope perpendicular to user travel drainage. This also helps reduce the need for budgeting for and creating man-made drainage structures. Second, slope considerations will also reduce the threat of erosion. Considerations included within Guidelines and Best Practices for the Design, Construction, and Maintenance of Sustainable Trails for All Ontarians are 3: • Grade should be 5% or less when possible. Grades over 10% may be needed occasionally based on maintaining natural drainage patterns and due to topography. • Provide level resting areas when grades are above 5%. • For paved surfaces, cross slopes of 3% or less provide good drainage. Additional cross slope is needed for natural soil trails (5% to 8%). Cross slopes greater than 8% are not recommended. • Trails should also be constructed with a consistent cross slope for drainage allowance. Cross slope grade must be balanced against accessibility requirements, as detailed in subsequent sections. 4.7.3 Planning for Seasonal Maintenance Seasonal maintenance helps maintain year-round trails. Currently, local organizations within the Ontario Federation of Snowmobile Clubs (OFSC) are responsible for performing winter maintenance on trails where snowmobiles are allowed. Similar practices are recommended to leverage volunteer involvement for routine trail maintenance to enhance the walking and cycling experience. Instituting an “Adopt a Trail” program along primary County-owned trails could supplement current maintenance activities. The approach used for the Cataraqui Trail through the Friends of the Cataraqui Trail organization is an example of this approach. The organization completes light maintenance, but mainly focuses on trail monitoring and reporting of conditions. It should be recognized that this kind of http://www.ontariotrails.on.ca/assets/files/pdf/member-archives/reports/Ontario's%20Best%20Trails%20%20%20Full%20Document.pdf 3

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program would require staff time and funding to initiate and continue over time. At this point, establishing such a program is not recommended, but may be considered in the future. It is important to consider seasonal maintenance needs during trail design. These include: • • •

Wider paths can better accommodate maintenance vehicles. 4 Vegetation should be located to avoid interference with trail use. This helps avoid low-hanging branches that encroach further into the trail with additional weight from snow and ice. For hiking trails, consider closing more sensitive trails as snow melts in the spring. Natural surface hiking trails can be easily damaged by foot traffic while there are significant amounts of standing water on the trail.

4.7.4 Accessibility for Ontarians with Disabilities (AODA)

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Consult with people with disabilities and other members of the public before beginning a trail building or renovation process. Signage should be located at each trailhead. Signage should feature adequate color contrast, use a sans serif font, and describe trail details (length, average width, narrowest point, amenities, slope and cross slope inclines, surface type). Surfaces must be firm and stable. Openings must be smaller than 20 mm to avoid wheelchair wheels or other mobility devices lodging in the cracks. Minimum clear width of 1,000 mm, Head room clearance of 2,100 mm. Edge protection, such as a railing or other barrier, is required next to water or trail drop-offs.

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Many groups face barriers or disadvantaged access to trails. Considering trail accessibility can minimize these barriers. The Accessibility for Ontarians with Disabilities (AODA) Act administers accessibility policies, standards and guidelines relevant to trails and recreational facilities. The AODA states that “The people of Ontario support the right of persons of all ages with disabilities to enjoy equal opportunity and to participate fully in the life of the province”. Within the AODA, Bills 118 and proposed Bill 125, recognize the need to provide for accessibility standards, improve opportunities and facilitate the removal of barriers facing people with disabilities. The County must follow the latest standards outlined in the AODA for all relevant trail developments along primary trails, and secondary trails. 5

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4 5

http://ruraldesignguide.com/physically-separated/shared-use-path Ontario Trails, page 71. https://aoda.ca/accessible-recreational-trails-in-ontario/

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4.7.5 Access Control Forms of access control such as bollards, gates, or other barrier type are often installed at trail entrances with the intention to restrict unauthorized use of the trail. These forms of access control can pose as a serious hazard to unwary trail users in the event of a collision. Access control can limit trail access for people who are permitted to use the trail but use mobility devices such as wheelchairs. Locations where there is a documented history of intrusion by unauthorized users may be candidates for access control. 6 Where trail crossings and trailheads exist, the trail should be separate from the motor vehicle access to the trailhead to reduce conflict between vehicles accessing the trailhead and people using the trail.

4.8 Recommended Trailhead Amenities

4.8.1 Major Trailheads

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Trailheads provide a formalized place for people to access the trail. In addition to providing motor vehicle parking, they can provide a range of other amenities for people using the trail. Developing trailheads will promote the trail, formalize access points, and can provide a public space similar to a park setting for people to stop at or meet. Trailheads can be categorized into major and minor trailheads as a framework to determine what kinds of amenities and standards should be available at the trailheads. A decision-making framework to determine the type of trailhead that is implemented at various locations could depend on a variety of factors that include the number of trail users, adjacency to destinations, and location related to other trailheads.

Major trailheads are provided at strategic points where parking can be provided and there is a high demand for trail use. Major trailheads may coincide with community or provincial parks or school/park sites, as parking is often available at these sites. These trailheads provide an area for groups to meet and for trail users to plan their route, so mapping is a requirement. Amenities such as benches, drinking fountain, trash receptacles, and washrooms should be provided. Others may include parking, roofed kiosk for signage, trail maps, benches, interpretive kiosk, washrooms, or a bicycle repair station. Figure 48. Example of a bike repair station at a trail head (Erie Trail, Ohio).

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Recommended Major Trailhead Signage

Signage can be particularly impactful to brand and identify trailheads. The AODA states that signage should be located at each recreational trailhead. See section 4.7.4 for signage design recommendations to meet accessibility requirements. Types of signage include:

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Trailhead monument: These large signs reinforce the trail’s brand and show the trailhead’s name to differentiate it from others in the system. Monument signs come in creative shapes and materials. They communicate to both roadway users and trail users. They could be located near parking or the trail access point. Trailhead map kiosk: Kiosks are places where trail users pause to consider the trail’s route, access / distance to destinations, important notices from the managing agency, and use restrictions. Kiosks are usually placed along the primary route from the trailhead parking area to the trail. They should be compliant with AODA requirements. Trail markers: The County has produced wayfinding signs to be posted at smaller trail access points. They include segment maps as well as accessibility information. This sign type is helpful for trails users to orient themselves before embarking on a walk or ride along the trail. Kilometre Markers: Placed at one kilometre intervals along the trail, these markers help users gauge distance travelled, and can assist with locating maintenance concerns.

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Figure 49. Example of major trailhead wayfinding signage that can be found on the Frontenac K&P Trail.

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4.8.2 Minor Trailheads Minor trailheads do not include dedicated parking lots but may include street parking, where available. These trailheads are smaller in scale and typically include fewer facilities such as a waste receptacle, benches, and railing/fencing. Minor trailheads may contain a trailhead map kiosk and a trail marker to help orient trail users. Figure 50. Example of minor trail head, Toronto, ON.

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Trail Standard Summary

This chapter reviewed the existing conditions and practices related to trail planning, implementation, and management within Frontenac County in the Benchmarking sections. Due to the variety of stakeholders involved, existing standards vary. The chapter provided recommendations on how to improve and unify approaches to trail planning, implementation, and management based on a classification system. The recommendations also provide examples of how to improve existing trail facilities, through enhanced, context appropriate treatments where trails cross roadways. For a summary of county-wide trail recommendations see section 6.2.

Figure 51. Wayfinding signage located at all Frontenac K&P Trail access points or trailheads.

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5. Education and Programming 5.1 User Profiles for Active Transportation Programming As established in the Frontenac Charter for Economic Development (2015), Frontenac County is well positioned to grow active transportation use, both for recreational and for utilitarian purposes. The County is already a well-known destination for outdoor activities, and with some relatively low-cost programs and projects, the County could define itself as a leader in rural active transportation in Ontario. Effective programs to encourage and support more active transportation in the County require a strong understanding of how different user groups make use of the County’s roads and trails. The two user types are defined below:

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Recreational Active Transportation Users These users are defined as those who walk, bike or wheel not to access any particular destination, but simply for the experience of engaging in active transportation. Bike tourism is an important aspect of recreational cycling, as active tourists are increasingly looking for unique experiences to connect with nature and culture through cycling. This category can include local residents who visit the trails for a daily walk, touring cyclists who are on multiple-day trips, families riding their bikes with their children or people walking their dogs, among others. Many of these users will tend to prefer facilities that are separate from automobile traffic, and are content with driving to a trailhead to gain access to an off road trail. These users will also use paved shoulders for walking or cycling, particularly in areas where access to trails may be limited. For bike tourists and those hiking long distances through the County, connecting from the off road facilities like trails to the amenities that they need in a direct, comfortable fashion, including restaurants, cafes, shops and accommodations, is also an important consideration.

Utilitarian Active Transportation Users These users are defined as people travelling to a particular destination for a particular purpose – for example, someone walking to school, riding their bike to the library, or wheeling to the corner store. Utilitarian users can have many motivations for choosing active transportation to get to their destinations, including, but not limited to, health reasons, cost savings or environmental reasons. Utilitarian users often prefer direct routes to their destinations, but will choose facilities like trails, which keep them away from vehicular traffic, even if the route requires a Figure 52. Bikes left on Howe Island over the winter, ready to go when horseback riding lessons resume. Parents drop kids off at the slight detour. ferry dock on the other side for kids to walk on and then ride to their lessons.

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In most cases, programs that benefit recreational users also benefit utilitarian users. The inverse, however, is not always true. Some programs are specifically designed to make utilitarian active transportation a more common occurrence. This Plan focuses on efforts that will improve the experience of both user groups while working with the resources available in Frontenac County.

5.2 Active Transportation Programs that Benefit Both Users Types Trail rides and community walks

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For residents who have not walked or biked in their community in recent memory, one of the most significant hurdles to overcome is the inertia of their existing transportation choices. A low-cost, low risk way to encourage people to try a new way of getting around is to host a series of social, community-oriented walks and bike rides around the Frontenac County. Focus efforts in areas where trail access is already high and in communities where amenities and historical buildings are all in relatively easy walking or cycling distance. Assist local residents in organizing and leading the rides and walks by producing a toolkit for event organizers, which can include tips for a successful event, materials to facilitate the walk (including high-visibility vests to help identify walk and ride leaders and a speaker and amplification system if necessary) and provide the necessary liability insurance coverage for the event through the County. Encourage townships to recruit ride and walk leaders, and provide promotional materials, administrative support and logistics support through the County as necessary to ensure that the walks and rides are run in a professional, safe and enjoyable manner across the County.

Trail etiquette – non-motorized messaging vs multi-use facilities messaging

Frontenac County’s trails host a wide variety of trail users. Non-motorized sections of the County’s trails see use by walkers, runners, cyclists, hikers, equestrian users, people with mobility devices and more. On some of the trail sections in the County where motorized use is also permitted, the trails see the addition of ATVs and other motorized users, which can create conflicts when trail users are unclear about who has the right-ofway. A general principle for trail etiquette is that motorized users yield to non-motorized users, always. Encouraging ATV users to pass at walking speed is an easy message to convey that helps people walking and cycling feel safer on the trail when they encounter ATV users. In non-motorized sections of the trails in Frontenac County, signs that indicate expected yielding behaviours should show that bikes and pedestrians both yield to equestrian users where permitted, and that bikes yield to pedestrians. Examples of appropriate signage are shown to Figure 53. Trail courtesy signs the right. for non-motorized sections of trail and multi-use sections of trail.

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Work with the local and regional ATV clubs, as well as neighbouring trail managers to ensure that messaging about yielding to non-motorized users is widely shared with ATV users who come to Frontenac County to experience the trails. These messages can go a long way towards creating better relationships on the trails between all user groups.

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Community Partnership Wayfinding Program In many cases, the trails in Frontenac County run near a community centre or amenity like a restaurant, café or community facility, but those amenities are not easily seen from the trail itself. Create signage that provides trail users with information about what amenities are available immediately adjacent to trails, especially in areas like Sydenham, Sharbot Lake, Verona and other settlement areas in the County. As more people come to the County to enjoy the County’s outdoor amenities, it is important to give them the information necessary to encourage them to increase their opportunities to spend time and money at the existing businesses in the County. Consider incentivizing businesses to join the Ontario By Bike program, providing bike parking, water bottle refills and other basic amenities for people on bikes, in exchange for placement on signs directing residents and visitors to their location, increasing traffic and revenue. Touring routes and itineraries

The Frontenac County’s geographic location, with proximity to some large urban centres in Eastern Ontario, makes it very well positioned to be a hub for outdoor recreation, leading to increased tourism spend and economic development in the County. Active tourism users are increasingly seeking out ready-made itineraries and routes when planning their trips. For users unfamiliar with the County, providing touring cycling routes or long-distance hiking routes, complete with suggested stops and route maps can help to encourage them to venture south to Frontenac Islands or North into the townships of South, Central and North Frontenac from Kingston to explore and experience what the County has to offer. Consider creating itineraries that highlight the communities along the K&P Trail with suggested stops for dining, shopping, arts and sightseeing to encourage more tourism along the trail. For an excellent example see what has been done with the Whistle Stop Trail in Elgin County or the 3-Day Windsor Kingsville Essex Tour Itinerary from Essex County.

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Bike Parking Partnership Sydenham High School has manufactured a number of bike racks that comply with accepted bike parking standards. Provide these bike racks to local businesses to increase the available supply of bike parking in the Frontenac County, and consider expanding the partnership with the High School to provide additional bike parking capacity in the future as a way to both develop real-world skills for high school students and to expand the availability of bike parking in the County.

Figure 54. An example of the bike racks made by Sydenham High School.

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Alternatively, establishing a bike parking partnership, where the County purchases high-quality, APBP Bike Parking Standard-compliant bike racks in a significant enough quantity to gain access to bulk pricing and then makes those racks available to businesses and other stakeholders (including municipalities) at cost, can help to increase the supply of bike parking in the Frontenac County.

Consider investing in branded bike racks to deploy across the County, and consider incentivizing businesses to install bike parking by offering them space on local trail maps and trail signs if they install new bike parking or can show that they have existing bike parking that meets APBP standards.

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5.3 Utilitarian User Programs Utilitarian Travel Marketing Programs

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In many areas of North America, short trips that were typically done on foot or by bike in past generations have been steadily converted into car trips. While it is true that not all of the Frontenac County’s population will be able to access amenities or important destinations in a reasonable amount of time on foot or by bike, within established settlement areas like Sydenham, Harrowsmith, Verona, Sharbot Lake, Marysville and Cloyne, most trips to and from everyday destinations like the post office, the grocery store, place of worship or a restaurant are easily done in 10 minutes by bike or 20 minutes on foot. Consider producing maps that highlight how close amenities are within these settlement areas using a slogan like “It’s not that far, Frontenac”, borrowing from the “It’s closer than you think” campaign developed in the city of Peterborough. This type of message could be delivered as a flyer to households within a certain radius of amenities, and could be featured on posters and other print materials displayed in public areas and at popular destinations. While the context of the communities in the County are different Figure 55. Example of marketing campaign from Peterborough, ON. than Peterborough, in communities like Sydenham all of the everyday amenities like schools, libraries, grocery stores, etc are all located within a 4 kilometre radius, and many are easily accessible from the trails in the County. The maps and promotional materials for the campaign can also be shared online by the County and the townships on social media and in print media to encourage more people to try riding or walking for shorter trips in the County. With the popularity of the Frontenac County ’s #InFrontenac clothing line, there is the potential to develop a campaign where users can win exclusive #InFrontenac branded items featuring an Active Transportation message as well – this may help to drive engagement and participation in the program.

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School Travel Planning

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Kingston, Frontenac, Lennox and Addington (KFL&A) Public Health works with schools to support Active School Travel using School Travel Planning as a best practice model and approach. KFL&A Public Health has a number of resources available to assist communities in developing School Travel Plans to encourage students to get to and from school actively and safely. For the Frontenac County, developing relationships within schools by helping to facilitate and organize events in conjunction with KFL&A Public Health will be an important first step towards creating a more concerted School Travel Planning effort in the County. Suggested events to start building relationships in more schools include county-wide participation in Bike to Work Week and Winter Walk Day. Once those relationships have been established, the County can work with schools and other stakeholders to deliver School Travel Planning in schools as their interest in active travel grows. The Figure 56. A walking school bus is one school Ontario Active School Travel group has prepared an travel planning strategy. extremely comprehensive guide to launching your own School Travel Planning project, which can be found here. Many organizations in the County, including the OPP and KFL&A Public Health, have existing relationships within schools, and are in frequent contact with staff and administration at most schools in the County for a variety of programs and events. Those connections could be expanded to include more emphasis on cycling education in schools to help to ensure that all students know the rules of the road, and how to operate a bicycle safely. Other suggestions for encouraging more active school travel in the County include: • • • •

Installing Bike Repair stations at all high schools in the County. Hosting Trips for Kids events taking students on mountain bike trips, potentially in partnership with MTB Kingston. Providing support for after-school bike clubs. Supporting and leading biking and walking school buses, potentially by designating drop off points a few minutes’ walk away from the school and leading students (even those who are bussed) on a short, supervised walk to school to boost their physical activity levels. Walking school buses are currently in place in communities across Leeds, Grenville and Lanark Counties through the leadership of the Health Unit in that area. More information about that project, called “Walking the Rural Way” can be found here.

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Mobile Bike Repair Workshops A recent trend across North America is the utilization of existing public assets – like libraries, community centres and more, as Cycling Hubs. The Frontenac County’s public Libraries and community centres would be well suited to serve as drop in centres where residents could gain experiences and skills necessary to be a more confident cyclist. Consider partnering with local bike shops to deliver bike repair workshops, providing the shop with funding and resources to deliver new programs around the County. Drop in events at libraries or community centres could serve as opportunities for people to get free safety equipment like lights or bells for their bikes, learn basic bike maintenance, practice safe cycling skills, access cycling and trails maps and connect with other cyclists or trail users in the community. Frontenac in Motion Grants program

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Often, stakeholders within the community are ideally situated to deliver new programs, but they lack the necessary resources to do so. Consider creating a “Frontenac in Motion” Grant to support community partners in developing new cycling programs and scaling up their existing efforts7. This is an excellent way to support your cycling champions and to ensure that they are able to use their connections to grow the culture of cycling in the Frontenac County, and to create stronger connections between the County’s active transportation community and their growing arts and culture community. Ensure that grants are available to stakeholders in each of the local municipalities so that active transportation and trail use partnerships can grow in every sector of the County.

For a good example of a similar grant program, see what Bloomington, Indiana has created with their Local-Motion Grant program here: https://bloomington.in.gov/grants/local-motion 7

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6. Summary of Recommendations This chapter describes infrastructure, policy, and programs recommendations for the Frontenac County. Recommendations were formed based on the existing conditions (Chapter 2), from input received from County residents (Appendix II), a review of existing conditions (Chapter 3), a review and best practice recommendations for trails (Chapter 4), and input received from County, Township, and hamlet staff. This chapter begins with a description of the recommendation development process. It then summarizes infrastructure, policy, and programs recommendations throughout the County.

6.1 Network Development

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Build from previously planned infrastructure projects: County and township staff were consulted during the planning process to learn more about planned and program infrastructure projects. Details are provided within network maps and accompanying tables to describe the location of these projects and their respective design and funding details. Develop a Spine Network: It is recognized that building primary trails to every community may not be possible due to various limitations. In order for an active transportation network to connect to communities throughout the county, Spine Network should be developed that designates off road and on road facilities that achieve this goal. Facilitate connections to Primary Trails: As discussed within the Trail Standard, primary trails form the backbone of the County’s trail system. Connecting users to these trails via on road infrastructure and secondary trails could increase the number of destinations accessible for utilitarian and recreation trips. Propose options for completing active transportation network gaps: Review and consider how gaps in the existing network can be filled to leverage existing infrastructure. Use Facility Selection Frameworks to Determine Facility Type: The Ontario Traffic Manual Book 18 includes a Facility Selection Framework that considers existing condition variables to support the decision-making process to determine the appropriate facility type that should be implemented. Utilize lessons learned from fieldwork and public engagement: The project team integrated ideas heard from residents within the network development process. Resident-proposed ideas from the online interactive map and in person engagement sessions were translated into recommended infrastructure projects and policy items. As a result, network improvements will facilitate easier and more comfortable active transportation connections to popular destinations.

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The development of an active transportation network forms critical linkages between neighbourhoods, schools, hamlets, and neighbouring jurisdictions. The following are guiding principles to summarize the development of the network.

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6.2 Infrastructure Recommendations The following table outlines the suggested project and policy investments that the Frontenac County should prioritize in order to achieve a safe and connected active transportation network. The ‘location’ column corresponds with the Network Development Maps in the Appendix. The location indicates the area in the County that the work would be competed, not who would fund the project. The ‘project name’ column identifies the main goal of the recommendation and the ‘detail’ column outlines specifics about each project. The prioritization in the table below is based on current and future funding availability, as well as the input from residents and township staff. Table 14. Infrastructure Recommendations

Priority

Details

High

This section is the final section to complete the K&P Trail from Kingston to Sharbot Lake

Medium

Each township will have a maximum investment from the County to develop a trail head along the K&P Trail for user access. See Trail Standard for more details For safety and accessibility reasons, the gates along the K&P Trail should be made accessible or removed entirely Develop and maintain a database of issues and required trail maintenance related to flooding

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Reference Recommendation Code CW-A Complete K&P Trail from Tichborne to Sharbot Lake CW-B K&P Trailhead construction in each of the four townships CW-C Accessible gates along the K&P Trail CW-D Trail maintenance in low laying, flood prone areas CW-E Verona Trail Head

Medium Medium

Medium

CW-F

Planning the spine network designation

Medium

In 2016, the County purchased the property 6503 Road 38 and in 2017 remediated the property for use as a parking lot for trail access to the K&P Trail. After consultation in late 2017, the concept plan for high level design was created in early 2018. This project is a County responsibility With completion of bulk of short-term recommendations, the County is to work in conjunction with the townships to formalize the spine network as a designation

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6.3 Policy Recommendations The following are recommendations for policy development that can be used to strengthen Official Plan Policy and direct development to support active transportation in the Frontenac County. Growth of Hamlets Growth in the County is primarily directed within the hamlets. Looking to the typical planning horizon of 20-30 years applied to Official Plan policy, the townships will need to consider how active transportation infrastructure can be facilitated into the land use and road pattern of these communities. Whether it is in the form of land dedication commitments in the development of subdivisions or infrastructure investments to close gaps in the existing network, this is to be a key component of township planning documents looking to the future.

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The gap analysis in this Active Transportation Plan is a tool to be used by the townships in the development of policy within their respective Official Plans to aid in the construction of future active transportation infrastructure. In order to support active transportation initiatives, policies in the Township Official Plans should include language requiring sidewalks on both sides of arterial roads in Hamlets. Similar policies could be included related to new sidewalks, crossings, paved shoulders or a completed section of a trail in the area of development as part of a Planning Act approval process (i.e., site plan approval application or plan of subdivision).

Paved Shoulders The paved shoulder network is currently extensively used by local and visiting cyclists and pedestrians. An increase in paved shoulders provides an opportunity for looped routes leading off the K&P Trail or the Waterfront Trail and accessing inland communities, resulting in further tourism visits.

The County should work with the townships to adopt policies supporting the implementation of paved shoulders as part of road reconstruction and rehabilitation projects. The townships should consider how they could complete this work in conjunction with road reconstruction work being completed in adjacent municipalities. The preferred approach is the best practice for paved shoulder design. See Appendix IV for detailed information as well the Ontario Traffic Manual Book 18 update.

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Regional Trail Systems The K&P Trail is identified as part of the spine network. In order to market and grow the popularity of the trail the County will participate in regional partnerships to ensure the K&P Trail is included in regional and provincial networks. Examples include: • • • • •

Kingston K&P Trail. Province-wide cycling Network (MTO). Trails of Distinction designation. Eastern Ontario Trails. The Great Trail (Trans Canada Trail).

Table 15. Policy Recommendations

Priority

PR-B

Paved shoulders

Medium

PR-C

Regional trail systems

Medium

Details

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Reference Recommendation Code PR-A Growth of hamlets

The County should work with townships should include language in their Official Plans to require sidewalk construction in hamlets as part of capital projects. Policies should be in place to leverage development to support the construction of sidewalks, crossings, paved shoulders, or trails through the site plan approval or plan of subdivision process When the road is reconstructed include 1.5 m paved shoulders on the road Direct County staff to build regional partnerships to ensure the K&P Trail is included in regional and provincial trail networks

Medium

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6.4 Education and Programming Recommendations The recommendations for education and programming around active transportation are based on the examples and initiatives discussed in section 5. The following table summarizes the recommendations. Table 16. Education and Programming Recommendations

Priority

Details

High

Develop a toolkit for ride and walk organizers, including safety vest, signage, etc. The County should provide necessary liability insurance coverage for the event. The County to work with townships to recruit ride and walk leaders, and provide promotional materials, administrative, and logistics support as necessary Work with trails partners to promote trails in region and better communicate the types and conditions of trails Establish a trails code of conduct and engage in a campaign to educate the public on trail etiquette and yielding to different types of trail users Work with local businesses to support trail users by joining programs such as Ontario By Bike and providing basic amenities in exchange for posting signage along the trail directing users to these businesses and other local amenities Work with trails associations and tour operators to develop itineraries that highlight locations in Frontenac County with suggested stops for dining, shopping, arts, and sightseeing to encourage more tourism Expand partnership with Sydenham High School to support supply of bike parking in the County. Ensure racks are compliant with APBP Bike Parking standards. Develop a bulk purchasing program to lower the cost of bike parking racks for businesses interested in purchasing them Develop and initiate a promotional marketing program highlighting how many destinations in the County can be reached by foot or bike

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Reference Recommendation Code EP-A Trail rides and community walks

EP-B

Trails mapping and collaboration

Low

EP-C

Trail etiquette

High

EP-D

Community partnership wayfinding program

EP-E

Touring routes and itineraries

Medium

High

EP-F

Bike parking partnership

Medium

EP-G

Utilitarian travel marketing program

Low

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6.5 Best Practices for Infrastructure Selection and Design Active transportation infrastructure must be built according to established provincial and federal standards. Additional guidebooks and other resources from Canada and the United States are available to facilitate the selection and design of walking and cycling infrastructure. Recommendations to improve the County’s active transportation networks are based on:

• • • •

Transportation Association of Canada (TAC), Geometric Design Guide for Canadian Roads (2017) Province of Ontario, Accessibility for Ontarians with Disabilities Act (AODA): Transportation Standard. Ontario Ministry of Transportation, Ontario Traffic Manual Book 18: Cycling Facilities (2013) Ontario Ministry of Transportation, Ontario Traffic Manual Book 15: Pedestrian Crossing Treatments (2016). US Federal Highway Administration (FHWA) Small Town and Rural Multimodal Networks Guide (2016). Local documents as summarized within Appendix 1.

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• •

Varying types of pedestrian and cycling facilities are necessary to create comprehensive networks for active transportation that are safe and inviting. Selecting appropriate active transportation facilities is a context sensitive process. When designing active transportation infrastructure, types of roadway designs are often divided into categories based on the degree to which people walking and cycling are separated from motor vehicle traffic. Generally, as motor vehicle speeds and traffic volumes increase, greater separation is recommended between motorized and non-motorized traffic.

The following table summarizes the infrastructure tools contained within each category: mixed traffic, visually separated, and physically separated. The tools shown under each graphic are recommended within the Frontenac County when used within the appropriate context. The following section describes paved shoulder design guidelines from the FHWA Small Town and Rural Multimodal Networks Guide. A standardized approach to shoulder design would expand the availability of relatively low stress infrastructure for walking and cycling by retrofitting existing roadway conditions.

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Table 17. Active Transportation Infrastructure Categories from the FHWA Small Town and Rural Multimodal Networks Guide.

Context: Generally appropriate on roadways with low to medium traffic volumes and speeds. May be used as interim measures, if appropriate.

Context: Highest level of user comfort. Appropriate along roadways with higher traffic volumes and speeds. May be used along lower speed and volume roadways, as appropriate.

Recommended Infrastructure: • Advisory lane • Neighbourhood greenway

Recommended Infrastructure: • Bike lane • Buffered bicycle lane • Paved shoulder • Pedestrian lane

Recommended Infrastructure: • Sidewalk • Protected bike lane • Shared use path / trail (paved or unpaved)

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Context: Appropriate only on low traffic volume, low speed roadways. May be used as interim measures, if appropriate.

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7. Implementation and Funding Townships Public Works departments are encouraged to integrate infrastructure recommendations into their capital works budgets and plans, and to include active transportation infrastructure in future redevelopment projects. Pairing projects with planned capital works projects, including road repair, resurfacing, and reconstruction can lower the implementation cost compared to undertaking projects separately. An example of a township implementing a recommended project in coordination with its capital works plans is the cycling lane and sidewalk improvements in Harrowsmith when construction and road realignment for the traffic light was completed in 2018.

7.1 Funding Mechanisms

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The County and townships should regularly review provincial and national funding opportunities. The following are some programs that have been used to fund active transportation projects in other jurisdictions in Ontario. Funding programs are subject to change, therefore the programs presented may be out of date. Development Charges (Pending changes to the Development Charges Act through Bill 108) It is recommended that if Frontenac County proceeds with a regional development charges bylaw, that Active Transportation Infrastructure be included as part of the bylaw, including funding for projects that consist of secondary links to the spine network.

Township Community Improvement Plans It is recommended that at a minimum, bicycle parking be added as an eligible grant project within the variety of Community Improvement Plans available across Frontenac County. Examples of similar policies:

Our Corridor - Puslinch Township - CIP Grant for bicycle parking may be provided for 50% of the eligible cost of the improvements to a maximum of $500 (or the total value of eligible costs related to the project, whichever is less). Cookstown Community Improvement Plan - Landscaping and Property Improvement grant includes bicycle parking as an eligible project. The maximum grant amount is up to $2,500 or 50% of the eligible costs, whichever is lesser Town of Bolton Community Improvement Plan - Grants for landscape improvements, including bicycle parking, may be provided to eligible applicants for a total of 50% of the landscaping costs to a maximum of $7,500.

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Regional Community Improvement Plan Frontenac County has the ability to develop and implement a regional Community Improvement Plan. This plan could be used to leverage private-public partnerships on the development of Primary Trails and related infrastructure. It is recommended that the County consider a trail-based plan that focuses on strengthening active transportation connections between communities as well as to support economic development and trail base tourism efforts. Dedicated Infrastructure Levy It is recommended that Frontenac County explore the use of the dedicated infrastructure levy, currently set at 0.65%, to fund active transportation infrastructure priorities such as Primary Trails or to provide partnership funds to townships for projects and priorities outlined in this plan. This funding strategy would establish a long term implementation plan with dedicated funds set to see the implementation of that plan take place.

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Municipal Accommodation Tax (Trails) With support from the local tourism industry, it is recommended that Frontenac County consider implementing a Municipal Accommodation Tax to provide base funding for active transportation tourism initiatives, including improvements to regional trails, marketing materials promoting Frontenac County to recreational cyclists, hikers or other related audiences.

7.2 Grants, Partners, and Funding Assistance

BuildON The BuildON is a provincial infrastructure funding program which has funded active transportation infrastructure such as sidewalks, trails, and bike lanes in urban and rural communities across the province.

Federal Gas Tax Fund Gas tax is collected annually by the federal government. Jurisdictions receive a proportion of the federal dollars based on their populations through the Community Works Fund (Federal Gas Tax Program). The Gas Tax Program supports environmentally sustainable municipal infrastructure by funding projects that reduce reliance on the private automobile. Green Municipal Funds The Federation of Canadian Municipalities (FCM) manages the Green Municipal Fund (GMF). Eligible capital projects include transportation that must demonstrate the potential to reduce vehicle kilometres travelled in a single occupancy vehicle by encouraging active transportation. Matched funds are required.

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Infrastructure Canada The programs of Infrastructure Canada are the Active Transportation Fund, New Building Canada Fund (NBCF) and the aforementioned Gas Tax Fund. Typically, the federal government contributes one-third of the cost of municipal infrastructure projects. Provincial and municipal governments contribute the remaining funds and, in some instances, there may be private sector investment as well. The NBCF supports projects of national, regional and local significance that promote economic growth, job creation and productivity. A number of active transportation projects and roadway and transit projects with active transportation elements have been funded through this program.

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Rural Economic Development Program The Rural Economic Development (RED) program funds projects that stimulate economic growth in rural and Indigenous communities across Ontario. The program has funded projects that improve wayfinding signage to tourism destinations, developing streetscaping projects for community main streets, and the development of economic development and tourism strategies.

Volunteer and Private Sector The County and townships could seek out partnerships for funding plan recommendations. Funding for improvements and ongoing maintenance could be funded partially through volunteers and donations, either from individuals or service clubs and trail groups. Advertising on trail elements or development of a program for sponsorship could also be used to fund new infrastructure and improvements.

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