COMOX TRANSPORTATION STUDY 2011
6.0 PEDESTRIANS
Walking is a healthy, inexpensive mode of transportation, which the majority of people do on a daily
basis whether it is walking to work, walking to catch a bus or walking from a vehicle to the store. The
walking environment influences people’s opinions on what mode they will choose and where they are
willing to park and walk. Comox had 9% mode share for bicycles and pedestrians in 2006 for
commuters (based on the CVRD Regional Growth Strategy p. 49); however the goal of the Regional
Growth Strategy is to increase this mode share to 20% by 2030. In order to further encourage walking
as a viable mode choice a series of pedestrian priorities should be worked towards by the Town. These
include an increase in mixed use sites or locating housing within walking distance of amenities, wider,
connected sidewalks and pedestrian paths, better transit service and improved features to improve
pedestrian safety.
See attached Figure 11 for the Pedestrian Network Plan.
Example of Wider Sidewalks on Comox Avenue
6.1 Existing Pedestrian Network
While the majority of collector and arterial roads within the Town have sidewalks on one side, the
network is slightly discontinuous with sidewalks switching sides at side streets or mid-block and some
portions are missing sidewalks all together. Newer sub-divisions (such as the Ridgemount Area,
Lancaster Way Area, and Highwood Area) have sidewalks through-out the neighbourhoods, while
older neighbourhoods have limited sidewalks. Sidewalks in older sub-divisions typically have narrow
1.37m sidewalks.
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City of
Courtenay
Lazo North
Electoral Area B
Military Row
East Ryan Road
Anderton Road
City of
Courtenay
CFB Comox and
Comox Airport
Knigh
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Road
d
Knight Roa
o
cD
M
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a
Ro
Aspen Road
Pritchard Road
Lazo North
Electoral Area B
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Guthrie Road
ve
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Murre
p
As
en
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Ro
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Ro
a
Lazo Road
Co
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ox
Robb Avenue
Church Street
K'omoks
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Torrence Road
Aitken Street
Noel Avenue
d
Co
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Balmoral Avenue
Ave
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Ave
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eo
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Existing Sidewalk
Proposed Sidewalk
St
ra
Comox Harbour
Legend
Proposed Pedestrian Pathway
CVRD Greenway Trail
Goose Spit
IR 3
Greenway Trail
Hospital
School
Institutions
Public Open Space
0
Figure 11.
0.5
1
2 Kilometers
Drawn By. RL Date. Mar 31/11 File. 1125
#201-791 Goldstream Ave
Victoria, BC Canada V9B 2X5
Tel.: 250 388 9877
Fax: 250 388 9879
www.blvdgroup.ca
Y:\Project Files\1125 - Comox Traffic Study\ArcGIS\Map Documents\1125_pedestrian1_mar30-11.mxd
Proposed Pedestrian
Network
Comox Transportation Study 2011
COMOX TRANSPORTATION STUDY 2011
Downtown Comox Avenue has wider sidewalks (2m+) that blend into the commercial frontages and
provide a good area for pedestrians to navigate.
Example of a Meandering Asphalt
Example of a Sidewalk on One Side of
Sidewalk
the road
Anderton Road – Sidewalk on East Side; Comox Avenue at Ellis Street – South
Pedestrian on West Side
Side Sidewalk Ends
Comox Avenue (Local Road) – Narrow
Example of Local Road with No
Sidewalk
Sidewalk
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COMOX TRANSPORTATION STUDY 2011
There are several existing greenway trails within neighbourhoods. These paths are a mixture of
asphalt, gravel, and worn paths. Examples of these greenway trails are found between Aspen Road
and Noel Avenue West, Highridge Drive to the wetlands, and Murrelet Drive to Guthrie Road.
Based on the results of the survey the following locations were identified as unpleasant to walk:
Guthrie Road, Anderton Road, Comox Avenue, Lazo Road, Knight Road, and busy collector roads.
Almost half of respondents indicated that they didn’t use alternative modes (including walking) due to
a lack of facilities (sidewalks). The expansion of sidewalks and walking trails was the second highest
priority for respondents.
6.2 Proposed Pedestrian Facilities
6.2.1 Sidewalks
Sidewalks are proposed to be added along the following roads:

Comox Avenue – south side to complete sidewalks on both sides

Robb Avenue – north side

Noel Avenue – south side (Pritchard Road to Dogwood Street); north side (Church Street to Aspen
Road and at Torrence Road)

Aspen Road – west side

Guthrie Road – south (Pritchard Road to Lazo Road) and east side (south of Guthrie Road one lot)

Aitken Street – west side (Bolt Avenue to Downey Avenue); east side (Downey Avenue to Comox
Avenue)

Anderton Road – west side (Bolt Avenue to Guthrie Road)

Pritchard Road – east side (Balmoral Avenue to Guthrie Road)

Torrence Road –west side (Noel Avenue to Torrence Avenue)

Beaufort Avenue – both sides (Port Augusta to Comox) and north side (Church to Port Augusta)
The proposed sidewalk widths will be a minimum of 2.0m on collector and urban arterial roads. These
widths should be clear of all obstructions such as poles and hydrants; however, it is acknowledged that
this standard cannot always be met, particularly when adding sidewalks along existing corridors
6.2.2 Pedestrian Paths
For the rural arterial roads (Pritchard Road, north of Guthrie Road including Military Row and Knight
Road) a pedestrian path within the right of way will be provided. This path will be a minimum of 2.5m
and on at least one side, and ideally both sides. A pedestrian path is also proposed along Lazo Road, in
the waterfront section to accommodate pedestrian access to the waterfront.
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COMOX TRANSPORTATION STUDY 2011
6.3 Crosswalks
Crosswalks are an integral part of the pedestrian network, particularly where sidewalks are on one side
of the road and then on the other side. All intersections are legal crossing locations, whether they are
unmarked or have a higher level of crossing control (such as signs and road markings). However, the
public generally isn’t aware that intersections are legal crossings and request crosswalks at locations
where they cross the street or want to cross the street. Marked crosswalks should not be construed as
safety devices. Marked crosswalks simply indicate to drivers where to expect more pedestrians than
normal.
The Town has various levels of pedestrian crossings within the community including crosswalks at
traffic signals, one pedestrian signal (at Rodello Street/Comox Avenue), several pedestrian activated
beacons, and signed and marked crosswalks.
6.3.1 Warrants
The warrant criteria in the TAC Pedestrian Crossing Control Manual should be used to determine the
type of crossing at an intersection or mid-block location. The manual’s warrant utilizes pedestrian type
(children, adults and seniors/disabilities) and volumes, crossing opportunities (number of safe gaps in
traffic for pedestrians to cross), and an adjustment for community population to determine the level of
crossing. Note that the TAC Manual is the same as the Pedestrian Crossing Control Manual for BC;
however, the TAC Manual is currently being updated to reflect newer trends such as pedestrian
activated beacons.
Comox, with its population over 10,000 requires a minimum of 15 equivalent adult units (pedestrians)
and at less than 120 crossing opportunities per hour to warrant a signed and marked crosswalk.
Equivalent adult units are calculated based on the type of pedestrian with children (less than 12) and
physically challenged pedestrians equal to two adult pedestrians and seniors (older than 65) equal to
1.5 adults. Crossing opportunities are determined by the width of the crossing, the volume of traffic at
the proposed crossing location and proximity to a traffic signal. On two lane roads (7.5m crossing
distance) the two-way traffic volume needs to exceed 800 vph, while on roads with 14m crossing
distances the volumes need to exceed 300 vph.
In Comox the traffic volumes on the arterials and collector roads with their 11 to 14m cross sections,
typically meet the warrant level for crossing opportunities during the peak hour; however, pedestrian
crossing volumes during the peak hours may be too low to warrant a crosswalk. When pedestrian
volumes are at their highest (i.e. after school) the volumes on the roads may be below the required
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COMOX TRANSPORTATION STUDY 2011
level for warranting a crosswalk. Therefore locations should be reviewed for the peak hour of traffic
and peak hour of pedestrians.
The Town should adopt the TAC Pedestrian Crossing Control Manual as their policy for the
implementation of crosswalks to ensure that they are placed in appropriate locations and not at every
location requested by the community. Crosswalk spacing is a key consideration – too far apart and
pedestrians feel they have to go out of their way to cross or will jaywalk - too close and vehicles are
inconvenienced and may no longer stop at consecutive crosswalks.
6.3.2 Crossing Reviews
The following crossing locations were requested to be reviewed by the Town:

Anderton Road/Comox Avenue (signal)

Aspen Road/Guthrie Road (signal)

Anderton Road/Guthrie Road (signal)

Robb Road/Anderton Road (existing crosswalk)

Pritchard Road/Guthrie Road (existing crosswalks)

Torrence Road/Guthrie Road (existing crosswalk)

Ellis Street/Comox Avenue
Signals
The three signal locations were reviewed as part of the road network assessment (see Road Network
Section). The following are the recommendations based on the signal review:

Walking times at Aspen Road/Guthrie Road should be increased to 7 seconds

Pedestrian times at Aspen Road/Guthrie Road should be recalculated based on a 1.0m/s walking
speed

Identify walking times at Anderton Road/Guthrie Road and ensure they are 7 seconds and
pedestrian clearance is calculated based on 1.0m/s walking speed

Identify walking times at Anderton Road/Comox Avenue and ensure they are 7 seconds and
pedestrian clearance is calculated based on 1.0m/s walking speed

The Town should implement a policy that pedestrian walk times at signals are a minimum of 7
seconds and that pedestrian clearance times are calculated based on a 1.0m/s walking time.
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COMOX TRANSPORTATION STUDY 2011
Table 12: Pedestrian Crossing Times at Signals
Location
Crossing
Walk Time
Clearance (Don’t Walk) Time
Aspen Road/Guthrie Road
North Leg
7 sec
11 sec
South Leg
7 sec
10 sec
East Leg
7 sec
18 sec
West Leg
7 sec
17 sec
North Leg
7 sec
18 sec
South Leg
7 sec
8 sec
East Leg
7 sec
18 sec
West Leg
7 sec
19 sec
North Leg
7 sec
13 sec
South Leg
7 sec
13 sec
East Leg
7 sec
14 sec
West Leg
7 sec
14 sec
North Leg
7 sec
21 sec
West Leg
7 sec
9 sec
Comox Avenue
7 sec
9 sec
Anderton Road/Guthrie Road
Anderton Road/Noel Road
Anderton Road/Comox Avenue
Rodello Street/Comox Avenue
Existing Signed and Marked Crosswalks under Review
The existing crosswalk at Robb Road/Anderton Road is located on the south leg of the intersection and
is marked using zebra paint markings. School crossing signs are used to mark the crosswalk; however
the signs are located approximately 15m before the intersection (therefore approximately 30m from the
crosswalk) southbound and 15m south of the crosswalk. The signs are oversized and are double sided.
In addition to the signs, advance ‘X’ crossing markings are located on Anderton Road. A review of the
pedestrian crossing warrant was undertaken to determine if a higher level of crossing is warranted at
this location. The results of the review found that the existing signed and marked crosswalk is
warranted.
The Pedestrian Crossing and School Crossing signs (PS-003 / PS-005) should be relocated to the
crosswalk and not 15-30m in advance. PS-004 (School Crossing Ahead) signs could be used to
supplement the advance ‘X’ crossing marking once the school crossing signs are relocated to the
crosswalk. Another improvement would be to provide curb extensions on each side of the crosswalk
and/or install a centre median which will act as a pedestrian refuge. The existing crossing is wide with
on-street parking available on each side of Anderton Road. The use of the curb extensions and/ or
centre median will slow vehicles down, reduce the crossing distance, and provide a refuge area for
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COMOX TRANSPORTATION STUDY 2011
pedestrians to cross one leg at a time.
Bicycle lanes proposed for Anderton Road would be
accommodated within this design. With the narrowing of the road and addition of the pedestrian
crossing sign in the centre median the existing oversized signs can be replaced with regular (600mm x
750mm) sized school pedestrian crossing signs. See Figure12 for proposed crosswalk upgrades.
Robb Road/Anderton Road Crosswalk
Pritchard Road/Guthrie Road is a four way stop with marked pedestrian crossings on all four legs. In
the northeast corner is Highlands High School which generates a high number of pedestrian crossings
(40+ per hour) of Guthrie Road before and after school. The crossings at the intersection are currently
marked with twin parallel lines. On Guthrie Road there are advance ‘X’ crossing markings to warn
motorists of the crosswalks ahead. Since this intersection is a four way stop there are no additional
measures to delineate the crosswalks. Motorists are required to stop at the intersection regardless of
whether a pedestrian is present. The current paint markings for the crosswalk are faded and should be
re-painted to increase their visibility.
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Figure 12.
COMOX TRANSPORTATION STUDY 2011
The crosswalk at Torrence Road/Guthrie Road is located on the west leg of the intersection and is
marked with zebra paint markings. The crosswalk sign for eastbound motorists is located at the
crosswalk; however it is located away from the edge of the road near a telephone pole. In the
westbound direction the crosswalk sign is located on the east leg prior to the intersection and the
crosswalk on the far side of the intersection. The crosswalk signs are double signed. Advance ‘X’
crossing markings are located on Guthrie Road. The south end of the crosswalk does not tie directly
into a sidewalk and the corner is not well defined. A curb return should be installed, complete with a
sidewalk letdown and then tied into the sidewalk on Torrence Road.
Torrence Road/Guthrie Road Crosswalk
Proposed Crosswalks
There is no marked crosswalk across Comox Avenue at Ellis Street. The nearest crosswalks are 400m
to the west at Anderton Road and 165m to the east at Church Street. There is a sidewalk on the south
side of Comox Avenue from Church Road to Ellis Street; however the sidewalk ends at Ellis Street.
Therefore a pedestrian has to back track to Church Street to use a signed and marked crosswalk or
legally cross at Ellis Street where there is no signed and marked crosswalk. In addition there are bus
stops located at Ellis Street/Comox Avenue on each side of Comox Avenue. There is currently less
than 5 pedestrians crossing Comox Avenue at Ellis Street per hour; however with the bus stops and the
ending of the sidewalk there is a latent demand for a crossing. Based on the width of the road (10m)
there is sufficiently low crossing opportunities to warrant a crosswalk; however the number of
pedestrians is too low. If a crosswalk was implemented the number of pedestrian crossings is expected
to increase to a level (over 15 per hour) that a signed and marked crosswalk would be warranted.
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Therefore a signed and marked crosswalk should be installed at Comox Avenue/Ellis Street. The
crosswalk should be located on the east side of the intersection based on the volume of left turners (4
per hour) versus right turners (50 per hour) on Comox Avenue. In addition a crosswalk on the west
side would require the relocation of the bus stop to the west which would interfere with utility poles
and street trees. The implementation of the crosswalk on the east side should include curb extensions
to place the existing utility pole within a curbed area (rather than within the asphalt, as existing) and
delineate the crosswalk from the driveway on the north side. The extensions will reduce the crossing
distance and help to slow down vehicles on Comox Avenue. See Figure 13 for details on Ellis
Street/Comox Avenue and Ellis Street/Beaufort Avenue.
Ellis Street/Beaufort Avenue was recently upgraded to allow Ellis Street to Beaufort Avenue east as
the main road and Beaufort Avenue west to be the side road. Sidewalks are installed on both sides of
Beaufort Avenue, east of Ellis Street. The sidewalk on the north side of Beaufort Avenue continues
onto the east side of Ellis Street. However there is no sidewalk on the west side of Ellis Street
therefore pedestrians from Comox Avenue are required to cross Beaufort Avenue at Ellis Street on a
horizontal curve. While the intersection of Beaufort Avenue/Ellis Street is a legal crossing it is not a
good candidate for a signed and marked crosswalk based on sight distance and the low volume of
pedestrians and vehicles. In order to accommodate pedestrians at this intersection it is recommended
that a sidewalk be extended from Comox Avenue to Beaufort Avenue along Ellis Street. This will
allow pedestrians from Comox Avenue to cross Ellis Street at Comox Avenue (using a marked
crosswalk) and access the west leg of Beaufort Avenue.
6.4 Pedestrian Realm Design Considerations
Important considerations for the pedestrian realm include design elements to ensure the environment is
attractive, safe, accessible and consistent. The following is a series of design guidelines that the Town
should incorporate into the design of pedestrian facilities.
6.4.1 Sidewalk Width
Sidewalks within the downtown core are recommended to be a minimum of 2.5m while in other areas
of higher pedestrian activity sidewalks are recommended to be a minimum of 2m. A minimum of
2.4m is required to allow for two-way wheelchair passage. If benches, trees or other features are to be
incorporated into the sidewalk area then the sidewalk may need to be widened to ensure a minimum of
1.8m clear distance to allow for two pedestrians to pass each other.
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Figure 13.
COMOX TRANSPORTATION STUDY 2011
6.4.2 Safety
The pedestrian realm must be designed for safety and security. Pedestrian safety means protecting
pedestrians from vehicle conflict, but it also means designing a built environment that reduces
incidences of crime and the perception of crime. Fundamental built environment elements, such as
natural surveillance, pedestrian level lighting and landscaping, as well as programming and
maintenance, are key in this regard.
6.4.3 Crosswalk Signage and Pavement Markings
The Town should utilize the TAC Pedestrian Crossing Control Manual as the policy for crosswalk
signage and pavement marking to ensure consistency of pavement and signage markings.
All
crosswalks crossing uncontrolled lanes of traffic should be zebra pavement markings while crosswalks
at signalized intersections and stop signs should be twin parallel lines. Crosswalk signage should be
located on the vehicle approach side of the crossing. The signage should not be more than 3m from the
crossing. ‘Crosswalk Ahead’ signs should be mounted in areas where visibility of the crosswalk area
is limited. School Crosswalk Ahead warning signs should be used in advance of a school crosswalk
except where a School Area warning sign is already in place. The advance warning signs should be
located at the stopping sight distance for the posted speed.
Passing should be restricted 30m in advance of all crosswalks using pavement markings (solid yellow).
When raised medians are installed with a crosswalk they should be a minimum of 2m wide. Pedestrian
crosswalk signs will be installed in median and on the right side of the road. The left side sign is
replaced by the median sign. The pedestrian walking symbol will be oriented toward the centre of the
road/lane of approaching traffic. The advance ‘X’ marking shall be located 5m after the crosswalk or
school crosswalk warning sign.
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Source: TAC Pedestrian Crossing Control Manual Figure 2A: Pedestrian Crosswalk Side Mounted
Signs 2 Lane, 2-Way Undivided
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6.4.4 Crosswalk Reviews
All existing crosswalk locations should be reviewed using the TAC Pedestrian Crossing Control
Manual to ensure that they meet the warrant requirements. All crosswalks which do not meet the
warrants should be removed.
6.4.5 Crosswalk Spacings
The minimum spacing suggested within the Pedestrian Crossing Control Manual is 200m so the
crosswalk does not disturb traffic flow. The Town should add spacing criteria to their crosswalk
policy. Suggested minimum spacing between crosswalks are:

100m within downtown (Comox Avenue - Ellis Street to Stewart Street; Beaufort Avenue – Ellis
Street to Stewart Street; Port Augusta)

200m for all other crosswalks in Comox
6.4.6 Pedestrian Activated Flashers at Crosswalks
The Pedestrian Crossing Control Manual does not provide any guidance on the installation of
pedestrian activated flashers at crosswalks. Since pedestrian activated flashers are not part of the
crosswalk warrants it could be suggested that these devices should not be installed; however, should
the Town wish to install these devices the following are the suggested three locations:

Ellis Street/Comox Avenue due to the arterial nature of the road way

Robb Avenue/Anderton Road due to the arterial nature of the road and the crosswalk being on a
route to an elementary school

Torrence Road/Guthrie Road due to the arterial nature of the road and the crosswalk being on a
route to an elementary school*
*Note: pedestrian activated flashers should not be installed at Torrence Road/Guthrie Road if Brooklyn
Elementary primary campus is not relocated to the Lazo campus.
Criteria for determining the use of pedestrian activated flashers should include road classification
(arterials only), cross section (multiple lanes per direction), sight distance, and if the crosswalk is part
of a route to an elementary school.
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6.4.7 Connectivity
A key element to improving the use of alternative modes
is to ensure connectivity of the individual mode of travel
and connectivity between modes i.e. ensure that transit
users can access a pedestrian route/network that safely
takes them to/from their destination. The more pedestrian
connections available the more convenient walking
becomes compared to driving. Connectivity is measured
by a ratio of intersections to links. Increasing the number
of links increases connectivity. Connectivity is also
enhanced by improving existing walking routes along
streets with sidewalks.
Mid-block pedestrian connections
allow
pedestrians
to
increase
connectivity.
6.4.8 Accessibility
Accessibility refers to the provision of infrastructure that is accessible to all users, including those with
physical, visual and other disabilities. Disabled users require specific design features to allow them to
fulfil all their trips without compromise to safety or mobility. The Canadian Standards Association
provides standards for accessibility in CSA-B651-04 Accessible design for the built environment. The
Town should always consider accessibility (as per the CSA standards) in their design of pedestrian
infrastructure, including:

Audible pedestrian signals to guide visually-impaired users

Tactile surface marking to aid navigation by visually-impaired users particularly with roundabouts

Letdowns directing pedestrians in the correct direction at road crossings to permit wheelchair
access, i.e. do not use letdowns at a 45 degree angle from the roadway

Minimum sidewalk clearings acceptable for two-way wheelchair passage (2.4m) in the downtown

Location and design of street furniture to permit use by all users

Keep grades of paths at less than 5% where possible

Minimize textures and joints within sidewalks to reduce vibrations for physically challenged with
back issues
6.4.9 Audible Pedestrian Signals
Audible pedestrian signals advise pedestrians who are visually impaired when they have the right-ofway to cross at a signalized intersection and in which direction they may cross the intersection. The
current sound convention is ‘cuckoo’ crossing the east and west legs and ‘Canadian Melody’ crossing
the north and south legs. The Town should create a policy to have audible pedestrian signals installed
at any new signalized crossings.
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6.4.10 Pedestrian Countdown Clocks
Pedestrian countdown timers or clocks can be used to provide pedestrians with information on the
amount of time remaining to cross the street.
The advantages of countdown clocks include an
increased feeling of safety for pedestrians, easily understood by all pedestrians, and relatively easy to
implement. The concerns regarding countdown clocks include, drivers using the countdown clocks to
accelerate to ‘make the light’ and running amber/red lights and/or hitting pedestrians still crossing and
may encourage pedestrians to start crossing during the Flash Don’t Walk phase. In addition, there are
insufficient studies to date, that indicate pedestrian countdown clocks reduce pedestrian collisions.
Results have been mixed on compliance with pedestrian signals with countdown clocks.3 Research
indicates that pedestrian countdown clocks are best suited to be installed at locations with the
following criteria:

Pedestrian clearance interval greater than 15 seconds

High pedestrian volumes

Presence of seniors or mobility-impaired pedestrians

School zones
Therefore pedestrian countdown clocks are not recommended to be installed in Comox.
3
Based on information from http://safety.fhwa.dot.gov/ped_bike/legis_guide/rpts_cngs/pedrpt_0808/chap_3.cfm and
http://www.mtc.ca.gov/planning/bicyclespedestrians/tools/countdownSignal/index.htm
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6.4.11 Signage/Wayfinding
Wayfinding may employ such vague elements as distinctions in colour or materials to guide users and
not necessarily signage. It can also use specific treatments for specific objectives, such as tactile
patterns to guide visually-impaired users or audible indicators to guide the deaf. The Town should
develop wayfinding elements, particularly in the downtown core, to direct pedestrians and cyclists to
key points of interest and destinations via pedestrian and cycling routes.
Any signage should be in
keeping with established signage themes for the Town and should be consistent throughout the
community.
Examples of Wayfinding
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