Traffic Calming Policy Update

The City of St. John's is updating its Traffic Calming Policy, which was developed in 2011 to better manage the numerous requests coming from residents.

For any street to be eligible for traffic calming, it should pass all eligibility criteria set in the policy. Eligible streets are then scored and ranked to determine their priority for implementation of a traffic calming measure. You can read about the full process in the FAQs.

Since traffic calming is a public-driven process, and is focused on addressing neighbourhood concerns, the City would like your input on some proposed changes.

Council has recommended considering 12 updates to this policy, grouped into two themes:

The Traffic Calming Process
The Project Selection and Scoring Criteria

To learn more about traffic calming in general, the need for policy update, and the two survey themes, please see the FAQs. You can read about the current Traffic Calming Policy and Council’s discussions of this policy change in March 2021 and December 2021.

Then, please respond to the below Surveys related to the 12 points and let us know what you think of the proposed changes. You can answer as many or as few of the survey questions as you would like. If you have questions or comments, please use the Questions and Comments tool below.

City staff will review and consider your feedback in the recommendation to Council, and it will be considered when the new process is finalized. Any approved changes would be communicated before implementation.

The City of St. John's is updating its Traffic Calming Policy, which was developed in 2011 to better manage the numerous requests coming from residents.

The Traffic Calming Process
The Project Selection and Scoring Criteria

Check out the FAQs. Can't find the answer you are looking for or have something else you want to share related to the proposed policy and process changes, please post it here.

Share These comments are from our group, Challenge Car Culture. We appreciate the efforts to engage residents of St. John’s in revising the city’s approach to traffic calming. We are glad to know this is considered important enough to go through an extensive policy review and that we have been given a chance to participate in it. It was also very helpful to hear Councillor Burton on the radio clarifying some aspects of the process. However, we would like to share our group’s concerns about the surveys and the allocated budget: Asking the right questions The public engagement surveys do not ask the right questions. Traffic calming is a very serious issue in a city where we have an average of two pedestrian-vehicle crashes per week with a significant number of them leading to life-changing injuries or death for the pedestrian. Yet the budget is tiny and only allows for a maximum of ten streets per year to be “calmed.” It appears also that “calming” on one street often simply leads to higher levels of vehicle traffic on others, which are also peoples’ neighbourhoods. We need calming that actually reduces vehicle traffic through the adoption of a Complete Streets policy, similar to what a number of other Canadian cities have adopted. Complete Streets are streets that are safe for all users, not just vehicle drivers. Research has shown that Complete Streets have a very positive effect on public health outcomes. One problem with the current approach that you have identified and we agree should be addressed is that individuals with more time and resources are more likely to get calming for their streets since the onus is on the individual to initiate and follow through on the process, or to organize opposition. This public engagement itself also seems likely to encourage responses from people who have more time and resources since reading and understanding the information provided requires quite extensive knowledge and analytical skills. We were unsure how to answer several of the questions, even after reading the information. Examples are the questions on traffic volume threshold, interrelated factors and target speed. Most potential respondents do not have the technical expertise to answer these questions and the additional explanations provided were only somewhat helpful. However, the bigger problem is that the questions focussed on technical details yet the reality is that this tiny budget of $50,000 p/a cannot begin to address the seriousness of the risks people travelling without private vehicles face every day and especially in winter. Designation of streets as arterial Many of the streets that most need traffic calming are not eligible for it because they are designated arterial. These include Kenmount Rd. Stavanger Dr., Torbay Rd., Blackmarsh Rd., Kingsbridge Rd., Empire Ave. and many others. Many people do live on these streets, which often also have high levels of pedestrian traffic from other neighbourhoods, especially in areas where there are many seniors, low income families, students, new Canadians and people with disabilities who do not have access to private vehicles. If the goals of traffic calming “are to improve safety and livability within the city,” it might be better, even with such a limited budget—especially with such a limited budget!—to focus on streets with the highest levels of pedestrian traffic, whatever their category, and to find ways of building safer pedestrian and cycling routes that are separate from vehicle traffic. Staff noted this problem citing Great Eastern Avenue as an example - “where the frontage of single-family homes and on street parking conflicts with the major collector (or perhaps minor arterial) role of the street”. Because they felt that cars displaced from these “key links” would go elsewhere, they recommended against considering them for calming measures. This still puts the desires and needs of car drivers first. If other streets had adequate calming measures and design as well, drivers would have to move at an appropriate speed and with a high level of care for pedestrians and cyclists on all streets where their presence is likely. It is also not clear how streets are designated arterial or how that designation might change. Arterial roads may be a useful means of keeping cars travelling at higher speeds away from places with higher numbers of pedestrians, but if there are too many of them, pedestrians and cyclists have nowhere to go. If the best routes around the city are designated arterial and separate cycle lanes cannot be put on them because they would impede other traffic, it means cyclists (who are slower to begin with) end up having to take slower routes to get where they need to go. The designation of roads should be reconsidered city-wide with a view to rebalancing priorities and taking into consideration present and future population changes. Even where roads are not arterial, staff raised the point that existing guidelines assume that (for example) traffic levels on a local road above 900 cars per day is evidence of a need for traffic calming. However, as they note, the “technical expectation” for such a road these days would be up to 3,000 cars per day. The “solution” - to “increase volume thresholds somewhat given that the existing thresholds are very low” is in effect an acceptance that traffic volumes on many of our streets are unsafe. Speed limits Speed limits were not fully addressed in the consultation either. Lower limits can significantly reduce crash rates and injuries when crashes happen as the city of Kitchener recently found and as has also been shown elsewhere. Following neighbourhood pilots, Kitchener council recently approved a $550,000 plan to lower speed limits in residential areas. The cost of this one action alone, in a city with a population somewhat comparable to St. John’s, shows how abysmally low our traffic calming budget is. Yet it is necessary. We recognize that the province is the only body currently capable of setting legally enforceable limits, but couldn’t the city indicate lower suggested speed limits within its boundaries while working with the province to implement lower limits? The recommendation from staff that the city consider evaluating traffic calming against a target speed which “could be set at 30km/hr” instead of the posted speed (all too often 50km/h) is a tacit acknowledgement that current speed limits are often unsafe. Putting non-car road users first A sub-goal of traffic calming is “Improved access to all modes of transportation.” However, pedestrian and cycling infrastructure (which includes routes to access public transportation as well) has been so severely neglected for so long that it must be prioritized now and for the foreseeable future. The statement that "lack of active sidewalks and belonging to high pedestrian generating areas (schools, parks, etc.) make the location more likely to be eligible for traffic calming” begs the question of why there are no sidewalks in those areas in the first place. It is obvious that these sidewalks are desperately needed and this must be addressed. Similarly for cycling: why are protected cycling lanes and road narrowing in general not considered as traffic calming options? It’s clear from staff recommendations related to speed limits and number of cars on a road seen as a threshold for action that we are effectively tolerating levels that may not be safe. If a complete streets policy were adopted the safety of all would be considered and prioritized. We want a safe and happy city for everyone who lives, works or studies here and for visitors. Because we have a climate emergency and we must do everything we can to reduce C02 emissions; because providing safe active and public transit routes is one of the most significant ways of doing that; because supporting active transportation is good for the economy, the environment, small business and tourism; because using active transportation will also make people happier, healthier and more connected. Thank you for the opportunity to share our perspective with you. References: Complete Streets for Canada Reducing GHG Emissions in Canada's Transportation Sector The climate change mitigation effects of daily active travel in cities - ScienceDirect THE ECONOMIC IMPACTS OF ACTIVE TRANSPORTATION The health and economic benefits of active transport policies in Barcelona - ScienceDirect Active Transportation in Urban Areas: Exploring Health Benefits and Risks Kitchener council approves lower speed limits for 1,500 streets - Kitchener | Globalnews.ca Prato CG, Kaplan S, Patrier A, Rasmussen TK. Considering built environment and spatial correlation in modeling pedestrian injury severity. Traffic Inj Prev. 2018;19(1):88–93. Rosén E, Stigson H, Sander U. Literature review of pedestrian fatality risk as a function of car impact speed. Accid Anal Prev. 2011;43(1):25–33. on Facebook Share These comments are from our group, Challenge Car Culture. We appreciate the efforts to engage residents of St. John’s in revising the city’s approach to traffic calming. We are glad to know this is considered important enough to go through an extensive policy review and that we have been given a chance to participate in it. It was also very helpful to hear Councillor Burton on the radio clarifying some aspects of the process. However, we would like to share our group’s concerns about the surveys and the allocated budget: Asking the right questions The public engagement surveys do not ask the right questions. Traffic calming is a very serious issue in a city where we have an average of two pedestrian-vehicle crashes per week with a significant number of them leading to life-changing injuries or death for the pedestrian. Yet the budget is tiny and only allows for a maximum of ten streets per year to be “calmed.” It appears also that “calming” on one street often simply leads to higher levels of vehicle traffic on others, which are also peoples’ neighbourhoods. We need calming that actually reduces vehicle traffic through the adoption of a Complete Streets policy, similar to what a number of other Canadian cities have adopted. Complete Streets are streets that are safe for all users, not just vehicle drivers. Research has shown that Complete Streets have a very positive effect on public health outcomes. One problem with the current approach that you have identified and we agree should be addressed is that individuals with more time and resources are more likely to get calming for their streets since the onus is on the individual to initiate and follow through on the process, or to organize opposition. This public engagement itself also seems likely to encourage responses from people who have more time and resources since reading and understanding the information provided requires quite extensive knowledge and analytical skills. We were unsure how to answer several of the questions, even after reading the information. Examples are the questions on traffic volume threshold, interrelated factors and target speed. Most potential respondents do not have the technical expertise to answer these questions and the additional explanations provided were only somewhat helpful. However, the bigger problem is that the questions focussed on technical details yet the reality is that this tiny budget of $50,000 p/a cannot begin to address the seriousness of the risks people travelling without private vehicles face every day and especially in winter. Designation of streets as arterial Many of the streets that most need traffic calming are not eligible for it because they are designated arterial. These include Kenmount Rd. Stavanger Dr., Torbay Rd., Blackmarsh Rd., Kingsbridge Rd., Empire Ave. and many others. Many people do live on these streets, which often also have high levels of pedestrian traffic from other neighbourhoods, especially in areas where there are many seniors, low income families, students, new Canadians and people with disabilities who do not have access to private vehicles. If the goals of traffic calming “are to improve safety and livability within the city,” it might be better, even with such a limited budget—especially with such a limited budget!—to focus on streets with the highest levels of pedestrian traffic, whatever their category, and to find ways of building safer pedestrian and cycling routes that are separate from vehicle traffic. Staff noted this problem citing Great Eastern Avenue as an example - “where the frontage of single-family homes and on street parking conflicts with the major collector (or perhaps minor arterial) role of the street”. Because they felt that cars displaced from these “key links” would go elsewhere, they recommended against considering them for calming measures. This still puts the desires and needs of car drivers first. If other streets had adequate calming measures and design as well, drivers would have to move at an appropriate speed and with a high level of care for pedestrians and cyclists on all streets where their presence is likely. It is also not clear how streets are designated arterial or how that designation might change. Arterial roads may be a useful means of keeping cars travelling at higher speeds away from places with higher numbers of pedestrians, but if there are too many of them, pedestrians and cyclists have nowhere to go. If the best routes around the city are designated arterial and separate cycle lanes cannot be put on them because they would impede other traffic, it means cyclists (who are slower to begin with) end up having to take slower routes to get where they need to go. The designation of roads should be reconsidered city-wide with a view to rebalancing priorities and taking into consideration present and future population changes. Even where roads are not arterial, staff raised the point that existing guidelines assume that (for example) traffic levels on a local road above 900 cars per day is evidence of a need for traffic calming. However, as they note, the “technical expectation” for such a road these days would be up to 3,000 cars per day. The “solution” - to “increase volume thresholds somewhat given that the existing thresholds are very low” is in effect an acceptance that traffic volumes on many of our streets are unsafe. Speed limits Speed limits were not fully addressed in the consultation either. Lower limits can significantly reduce crash rates and injuries when crashes happen as the city of Kitchener recently found and as has also been shown elsewhere. Following neighbourhood pilots, Kitchener council recently approved a $550,000 plan to lower speed limits in residential areas. The cost of this one action alone, in a city with a population somewhat comparable to St. John’s, shows how abysmally low our traffic calming budget is. Yet it is necessary. We recognize that the province is the only body currently capable of setting legally enforceable limits, but couldn’t the city indicate lower suggested speed limits within its boundaries while working with the province to implement lower limits? The recommendation from staff that the city consider evaluating traffic calming against a target speed which “could be set at 30km/hr” instead of the posted speed (all too often 50km/h) is a tacit acknowledgement that current speed limits are often unsafe. Putting non-car road users first A sub-goal of traffic calming is “Improved access to all modes of transportation.” However, pedestrian and cycling infrastructure (which includes routes to access public transportation as well) has been so severely neglected for so long that it must be prioritized now and for the foreseeable future. The statement that "lack of active sidewalks and belonging to high pedestrian generating areas (schools, parks, etc.) make the location more likely to be eligible for traffic calming” begs the question of why there are no sidewalks in those areas in the first place. It is obvious that these sidewalks are desperately needed and this must be addressed. Similarly for cycling: why are protected cycling lanes and road narrowing in general not considered as traffic calming options? It’s clear from staff recommendations related to speed limits and number of cars on a road seen as a threshold for action that we are effectively tolerating levels that may not be safe. If a complete streets policy were adopted the safety of all would be considered and prioritized. We want a safe and happy city for everyone who lives, works or studies here and for visitors. Because we have a climate emergency and we must do everything we can to reduce C02 emissions; because providing safe active and public transit routes is one of the most significant ways of doing that; because supporting active transportation is good for the economy, the environment, small business and tourism; because using active transportation will also make people happier, healthier and more connected. Thank you for the opportunity to share our perspective with you. References: Complete Streets for Canada Reducing GHG Emissions in Canada's Transportation Sector The climate change mitigation effects of daily active travel in cities - ScienceDirect THE ECONOMIC IMPACTS OF ACTIVE TRANSPORTATION The health and economic benefits of active transport policies in Barcelona - ScienceDirect Active Transportation in Urban Areas: Exploring Health Benefits and Risks Kitchener council approves lower speed limits for 1,500 streets - Kitchener | Globalnews.ca Prato CG, Kaplan S, Patrier A, Rasmussen TK. Considering built environment and spatial correlation in modeling pedestrian injury severity. Traffic Inj Prev. 2018;19(1):88–93. Rosén E, Stigson H, Sander U. Literature review of pedestrian fatality risk as a function of car impact speed. Accid Anal Prev. 2011;43(1):25–33. on Twitter Share These comments are from our group, Challenge Car Culture. We appreciate the efforts to engage residents of St. John’s in revising the city’s approach to traffic calming. We are glad to know this is considered important enough to go through an extensive policy review and that we have been given a chance to participate in it. It was also very helpful to hear Councillor Burton on the radio clarifying some aspects of the process. However, we would like to share our group’s concerns about the surveys and the allocated budget: Asking the right questions The public engagement surveys do not ask the right questions. Traffic calming is a very serious issue in a city where we have an average of two pedestrian-vehicle crashes per week with a significant number of them leading to life-changing injuries or death for the pedestrian. Yet the budget is tiny and only allows for a maximum of ten streets per year to be “calmed.” It appears also that “calming” on one street often simply leads to higher levels of vehicle traffic on others, which are also peoples’ neighbourhoods. We need calming that actually reduces vehicle traffic through the adoption of a Complete Streets policy, similar to what a number of other Canadian cities have adopted. Complete Streets are streets that are safe for all users, not just vehicle drivers. Research has shown that Complete Streets have a very positive effect on public health outcomes. One problem with the current approach that you have identified and we agree should be addressed is that individuals with more time and resources are more likely to get calming for their streets since the onus is on the individual to initiate and follow through on the process, or to organize opposition. This public engagement itself also seems likely to encourage responses from people who have more time and resources since reading and understanding the information provided requires quite extensive knowledge and analytical skills. We were unsure how to answer several of the questions, even after reading the information. Examples are the questions on traffic volume threshold, interrelated factors and target speed. Most potential respondents do not have the technical expertise to answer these questions and the additional explanations provided were only somewhat helpful. However, the bigger problem is that the questions focussed on technical details yet the reality is that this tiny budget of $50,000 p/a cannot begin to address the seriousness of the risks people travelling without private vehicles face every day and especially in winter. Designation of streets as arterial Many of the streets that most need traffic calming are not eligible for it because they are designated arterial. These include Kenmount Rd. Stavanger Dr., Torbay Rd., Blackmarsh Rd., Kingsbridge Rd., Empire Ave. and many others. Many people do live on these streets, which often also have high levels of pedestrian traffic from other neighbourhoods, especially in areas where there are many seniors, low income families, students, new Canadians and people with disabilities who do not have access to private vehicles. If the goals of traffic calming “are to improve safety and livability within the city,” it might be better, even with such a limited budget—especially with such a limited budget!—to focus on streets with the highest levels of pedestrian traffic, whatever their category, and to find ways of building safer pedestrian and cycling routes that are separate from vehicle traffic. Staff noted this problem citing Great Eastern Avenue as an example - “where the frontage of single-family homes and on street parking conflicts with the major collector (or perhaps minor arterial) role of the street”. Because they felt that cars displaced from these “key links” would go elsewhere, they recommended against considering them for calming measures. This still puts the desires and needs of car drivers first. If other streets had adequate calming measures and design as well, drivers would have to move at an appropriate speed and with a high level of care for pedestrians and cyclists on all streets where their presence is likely. It is also not clear how streets are designated arterial or how that designation might change. Arterial roads may be a useful means of keeping cars travelling at higher speeds away from places with higher numbers of pedestrians, but if there are too many of them, pedestrians and cyclists have nowhere to go. If the best routes around the city are designated arterial and separate cycle lanes cannot be put on them because they would impede other traffic, it means cyclists (who are slower to begin with) end up having to take slower routes to get where they need to go. The designation of roads should be reconsidered city-wide with a view to rebalancing priorities and taking into consideration present and future population changes. Even where roads are not arterial, staff raised the point that existing guidelines assume that (for example) traffic levels on a local road above 900 cars per day is evidence of a need for traffic calming. However, as they note, the “technical expectation” for such a road these days would be up to 3,000 cars per day. The “solution” - to “increase volume thresholds somewhat given that the existing thresholds are very low” is in effect an acceptance that traffic volumes on many of our streets are unsafe. Speed limits Speed limits were not fully addressed in the consultation either. Lower limits can significantly reduce crash rates and injuries when crashes happen as the city of Kitchener recently found and as has also been shown elsewhere. Following neighbourhood pilots, Kitchener council recently approved a $550,000 plan to lower speed limits in residential areas. The cost of this one action alone, in a city with a population somewhat comparable to St. John’s, shows how abysmally low our traffic calming budget is. Yet it is necessary. We recognize that the province is the only body currently capable of setting legally enforceable limits, but couldn’t the city indicate lower suggested speed limits within its boundaries while working with the province to implement lower limits? The recommendation from staff that the city consider evaluating traffic calming against a target speed which “could be set at 30km/hr” instead of the posted speed (all too often 50km/h) is a tacit acknowledgement that current speed limits are often unsafe. Putting non-car road users first A sub-goal of traffic calming is “Improved access to all modes of transportation.” However, pedestrian and cycling infrastructure (which includes routes to access public transportation as well) has been so severely neglected for so long that it must be prioritized now and for the foreseeable future. The statement that "lack of active sidewalks and belonging to high pedestrian generating areas (schools, parks, etc.) make the location more likely to be eligible for traffic calming” begs the question of why there are no sidewalks in those areas in the first place. It is obvious that these sidewalks are desperately needed and this must be addressed. Similarly for cycling: why are protected cycling lanes and road narrowing in general not considered as traffic calming options? It’s clear from staff recommendations related to speed limits and number of cars on a road seen as a threshold for action that we are effectively tolerating levels that may not be safe. If a complete streets policy were adopted the safety of all would be considered and prioritized. We want a safe and happy city for everyone who lives, works or studies here and for visitors. Because we have a climate emergency and we must do everything we can to reduce C02 emissions; because providing safe active and public transit routes is one of the most significant ways of doing that; because supporting active transportation is good for the economy, the environment, small business and tourism; because using active transportation will also make people happier, healthier and more connected. Thank you for the opportunity to share our perspective with you. References: Complete Streets for Canada Reducing GHG Emissions in Canada's Transportation Sector The climate change mitigation effects of daily active travel in cities - ScienceDirect THE ECONOMIC IMPACTS OF ACTIVE TRANSPORTATION The health and economic benefits of active transport policies in Barcelona - ScienceDirect Active Transportation in Urban Areas: Exploring Health Benefits and Risks Kitchener council approves lower speed limits for 1,500 streets - Kitchener | Globalnews.ca Prato CG, Kaplan S, Patrier A, Rasmussen TK. Considering built environment and spatial correlation in modeling pedestrian injury severity. Traffic Inj Prev. 2018;19(1):88–93. Rosén E, Stigson H, Sander U. Literature review of pedestrian fatality risk as a function of car impact speed. Accid Anal Prev. 2011;43(1):25–33. on Linkedin Email These comments are from our group, Challenge Car Culture. We appreciate the efforts to engage residents of St. John’s in revising the city’s approach to traffic calming. We are glad to know this is considered important enough to go through an extensive policy review and that we have been given a chance to participate in it. It was also very helpful to hear Councillor Burton on the radio clarifying some aspects of the process. However, we would like to share our group’s concerns about the surveys and the allocated budget: Asking the right questions The public engagement surveys do not ask the right questions. Traffic calming is a very serious issue in a city where we have an average of two pedestrian-vehicle crashes per week with a significant number of them leading to life-changing injuries or death for the pedestrian. Yet the budget is tiny and only allows for a maximum of ten streets per year to be “calmed.” It appears also that “calming” on one street often simply leads to higher levels of vehicle traffic on others, which are also peoples’ neighbourhoods. We need calming that actually reduces vehicle traffic through the adoption of a Complete Streets policy, similar to what a number of other Canadian cities have adopted. Complete Streets are streets that are safe for all users, not just vehicle drivers. Research has shown that Complete Streets have a very positive effect on public health outcomes. One problem with the current approach that you have identified and we agree should be addressed is that individuals with more time and resources are more likely to get calming for their streets since the onus is on the individual to initiate and follow through on the process, or to organize opposition. This public engagement itself also seems likely to encourage responses from people who have more time and resources since reading and understanding the information provided requires quite extensive knowledge and analytical skills. We were unsure how to answer several of the questions, even after reading the information. Examples are the questions on traffic volume threshold, interrelated factors and target speed. Most potential respondents do not have the technical expertise to answer these questions and the additional explanations provided were only somewhat helpful. However, the bigger problem is that the questions focussed on technical details yet the reality is that this tiny budget of $50,000 p/a cannot begin to address the seriousness of the risks people travelling without private vehicles face every day and especially in winter. Designation of streets as arterial Many of the streets that most need traffic calming are not eligible for it because they are designated arterial. These include Kenmount Rd. Stavanger Dr., Torbay Rd., Blackmarsh Rd., Kingsbridge Rd., Empire Ave. and many others. Many people do live on these streets, which often also have high levels of pedestrian traffic from other neighbourhoods, especially in areas where there are many seniors, low income families, students, new Canadians and people with disabilities who do not have access to private vehicles. If the goals of traffic calming “are to improve safety and livability within the city,” it might be better, even with such a limited budget—especially with such a limited budget!—to focus on streets with the highest levels of pedestrian traffic, whatever their category, and to find ways of building safer pedestrian and cycling routes that are separate from vehicle traffic. Staff noted this problem citing Great Eastern Avenue as an example - “where the frontage of single-family homes and on street parking conflicts with the major collector (or perhaps minor arterial) role of the street”. Because they felt that cars displaced from these “key links” would go elsewhere, they recommended against considering them for calming measures. This still puts the desires and needs of car drivers first. If other streets had adequate calming measures and design as well, drivers would have to move at an appropriate speed and with a high level of care for pedestrians and cyclists on all streets where their presence is likely. It is also not clear how streets are designated arterial or how that designation might change. Arterial roads may be a useful means of keeping cars travelling at higher speeds away from places with higher numbers of pedestrians, but if there are too many of them, pedestrians and cyclists have nowhere to go. If the best routes around the city are designated arterial and separate cycle lanes cannot be put on them because they would impede other traffic, it means cyclists (who are slower to begin with) end up having to take slower routes to get where they need to go. The designation of roads should be reconsidered city-wide with a view to rebalancing priorities and taking into consideration present and future population changes. Even where roads are not arterial, staff raised the point that existing guidelines assume that (for example) traffic levels on a local road above 900 cars per day is evidence of a need for traffic calming. However, as they note, the “technical expectation” for such a road these days would be up to 3,000 cars per day. The “solution” - to “increase volume thresholds somewhat given that the existing thresholds are very low” is in effect an acceptance that traffic volumes on many of our streets are unsafe. Speed limits Speed limits were not fully addressed in the consultation either. Lower limits can significantly reduce crash rates and injuries when crashes happen as the city of Kitchener recently found and as has also been shown elsewhere. Following neighbourhood pilots, Kitchener council recently approved a $550,000 plan to lower speed limits in residential areas. The cost of this one action alone, in a city with a population somewhat comparable to St. John’s, shows how abysmally low our traffic calming budget is. Yet it is necessary. We recognize that the province is the only body currently capable of setting legally enforceable limits, but couldn’t the city indicate lower suggested speed limits within its boundaries while working with the province to implement lower limits? The recommendation from staff that the city consider evaluating traffic calming against a target speed which “could be set at 30km/hr” instead of the posted speed (all too often 50km/h) is a tacit acknowledgement that current speed limits are often unsafe. Putting non-car road users first A sub-goal of traffic calming is “Improved access to all modes of transportation.” However, pedestrian and cycling infrastructure (which includes routes to access public transportation as well) has been so severely neglected for so long that it must be prioritized now and for the foreseeable future. The statement that "lack of active sidewalks and belonging to high pedestrian generating areas (schools, parks, etc.) make the location more likely to be eligible for traffic calming” begs the question of why there are no sidewalks in those areas in the first place. It is obvious that these sidewalks are desperately needed and this must be addressed. Similarly for cycling: why are protected cycling lanes and road narrowing in general not considered as traffic calming options? It’s clear from staff recommendations related to speed limits and number of cars on a road seen as a threshold for action that we are effectively tolerating levels that may not be safe. If a complete streets policy were adopted the safety of all would be considered and prioritized. We want a safe and happy city for everyone who lives, works or studies here and for visitors. Because we have a climate emergency and we must do everything we can to reduce C02 emissions; because providing safe active and public transit routes is one of the most significant ways of doing that; because supporting active transportation is good for the economy, the environment, small business and tourism; because using active transportation will also make people happier, healthier and more connected. Thank you for the opportunity to share our perspective with you. References: Complete Streets for Canada Reducing GHG Emissions in Canada's Transportation Sector The climate change mitigation effects of daily active travel in cities - ScienceDirect THE ECONOMIC IMPACTS OF ACTIVE TRANSPORTATION The health and economic benefits of active transport policies in Barcelona - ScienceDirect Active Transportation in Urban Areas: Exploring Health Benefits and Risks Kitchener council approves lower speed limits for 1,500 streets - Kitchener | Globalnews.ca Prato CG, Kaplan S, Patrier A, Rasmussen TK. Considering built environment and spatial correlation in modeling pedestrian injury severity. Traffic Inj Prev. 2018;19(1):88–93. Rosén E, Stigson H, Sander U. Literature review of pedestrian fatality risk as a function of car impact speed. Accid Anal Prev. 2011;43(1):25–33. link

These comments are from our group, Challenge Car Culture. We appreciate the efforts to engage residents of St. John’s in revising the city’s approach to traffic calming. We are glad to know this is considered important enough to go through an extensive policy review and that we have been given a chance to participate in it. It was also very helpful to hear Councillor Burton on the radio clarifying some aspects of the process. However, we would like to share our group’s concerns about the surveys and the allocated budget: Asking the right questions The public engagement surveys do not ask the right questions. Traffic calming is a very serious issue in a city where we have an average of two pedestrian-vehicle crashes per week with a significant number of them leading to life-changing injuries or death for the pedestrian. Yet the budget is tiny and only allows for a maximum of ten streets per year to be “calmed.” It appears also that “calming” on one street often simply leads to higher levels of vehicle traffic on others, which are also peoples’ neighbourhoods. We need calming that actually reduces vehicle traffic through the adoption of a Complete Streets policy, similar to what a number of other Canadian cities have adopted. Complete Streets are streets that are safe for all users, not just vehicle drivers. Research has shown that Complete Streets have a very positive effect on public health outcomes. One problem with the current approach that you have identified and we agree should be addressed is that individuals with more time and resources are more likely to get calming for their streets since the onus is on the individual to initiate and follow through on the process, or to organize opposition. This public engagement itself also seems likely to encourage responses from people who have more time and resources since reading and understanding the information provided requires quite extensive knowledge and analytical skills. We were unsure how to answer several of the questions, even after reading the information. Examples are the questions on traffic volume threshold, interrelated factors and target speed. Most potential respondents do not have the technical expertise to answer these questions and the additional explanations provided were only somewhat helpful. However, the bigger problem is that the questions focussed on technical details yet the reality is that this tiny budget of $50,000 p/a cannot begin to address the seriousness of the risks people travelling without private vehicles face every day and especially in winter. Designation of streets as arterial Many of the streets that most need traffic calming are not eligible for it because they are designated arterial. These include Kenmount Rd. Stavanger Dr., Torbay Rd., Blackmarsh Rd., Kingsbridge Rd., Empire Ave. and many others. Many people do live on these streets, which often also have high levels of pedestrian traffic from other neighbourhoods, especially in areas where there are many seniors, low income families, students, new Canadians and people with disabilities who do not have access to private vehicles. If the goals of traffic calming “are to improve safety and livability within the city,” it might be better, even with such a limited budget—especially with such a limited budget!—to focus on streets with the highest levels of pedestrian traffic, whatever their category, and to find ways of building safer pedestrian and cycling routes that are separate from vehicle traffic. Staff noted this problem citing Great Eastern Avenue as an example - “where the frontage of single-family homes and on street parking conflicts with the major collector (or perhaps minor arterial) role of the street”. Because they felt that cars displaced from these “key links” would go elsewhere, they recommended against considering them for calming measures. This still puts the desires and needs of car drivers first. If other streets had adequate calming measures and design as well, drivers would have to move at an appropriate speed and with a high level of care for pedestrians and cyclists on all streets where their presence is likely. It is also not clear how streets are designated arterial or how that designation might change. Arterial roads may be a useful means of keeping cars travelling at higher speeds away from places with higher numbers of pedestrians, but if there are too many of them, pedestrians and cyclists have nowhere to go. If the best routes around the city are designated arterial and separate cycle lanes cannot be put on them because they would impede other traffic, it means cyclists (who are slower to begin with) end up having to take slower routes to get where they need to go. The designation of roads should be reconsidered city-wide with a view to rebalancing priorities and taking into consideration present and future population changes. Even where roads are not arterial, staff raised the point that existing guidelines assume that (for example) traffic levels on a local road above 900 cars per day is evidence of a need for traffic calming. However, as they note, the “technical expectation” for such a road these days would be up to 3,000 cars per day. The “solution” - to “increase volume thresholds somewhat given that the existing thresholds are very low” is in effect an acceptance that traffic volumes on many of our streets are unsafe. Speed limits Speed limits were not fully addressed in the consultation either. Lower limits can significantly reduce crash rates and injuries when crashes happen as the city of Kitchener recently found and as has also been shown elsewhere. Following neighbourhood pilots, Kitchener council recently approved a $550,000 plan to lower speed limits in residential areas. The cost of this one action alone, in a city with a population somewhat comparable to St. John’s, shows how abysmally low our traffic calming budget is. Yet it is necessary. We recognize that the province is the only body currently capable of setting legally enforceable limits, but couldn’t the city indicate lower suggested speed limits within its boundaries while working with the province to implement lower limits? The recommendation from staff that the city consider evaluating traffic calming against a target speed which “could be set at 30km/hr” instead of the posted speed (all too often 50km/h) is a tacit acknowledgement that current speed limits are often unsafe. Putting non-car road users first A sub-goal of traffic calming is “Improved access to all modes of transportation.” However, pedestrian and cycling infrastructure (which includes routes to access public transportation as well) has been so severely neglected for so long that it must be prioritized now and for the foreseeable future. The statement that "lack of active sidewalks and belonging to high pedestrian generating areas (schools, parks, etc.) make the location more likely to be eligible for traffic calming” begs the question of why there are no sidewalks in those areas in the first place. It is obvious that these sidewalks are desperately needed and this must be addressed. Similarly for cycling: why are protected cycling lanes and road narrowing in general not considered as traffic calming options? It’s clear from staff recommendations related to speed limits and number of cars on a road seen as a threshold for action that we are effectively tolerating levels that may not be safe. If a complete streets policy were adopted the safety of all would be considered and prioritized. We want a safe and happy city for everyone who lives, works or studies here and for visitors. Because we have a climate emergency and we must do everything we can to reduce C02 emissions; because providing safe active and public transit routes is one of the most significant ways of doing that; because supporting active transportation is good for the economy, the environment, small business and tourism; because using active transportation will also make people happier, healthier and more connected. Thank you for the opportunity to share our perspective with you. References: Complete Streets for Canada Reducing GHG Emissions in Canada's Transportation Sector The climate change mitigation effects of daily active travel in cities - ScienceDirect THE ECONOMIC IMPACTS OF ACTIVE TRANSPORTATION The health and economic benefits of active transport policies in Barcelona - ScienceDirect Active Transportation in Urban Areas: Exploring Health Benefits and Risks Kitchener council approves lower speed limits for 1,500 streets - Kitchener | Globalnews.ca Prato CG, Kaplan S, Patrier A, Rasmussen TK. Considering built environment and spatial correlation in modeling pedestrian injury severity. Traffic Inj Prev. 2018;19(1):88–93. Rosén E, Stigson H, Sander U. Literature review of pedestrian fatality risk as a function of car impact speed. Accid Anal Prev. 2011;43(1):25–33.

Elisabeth asked about 2 years ago

couldn’t the city indicate lower suggested speed limits within its boundaries while working with the province to implement lower limits?
The City explores as many options as possible to ensure streets are safe. However, posted speed limits may not always change driver behaviour and requires enforcement from the RNC.

why are protected cycling lanes and road narrowing in general not considered as traffic calming options?
The types of cycling facilities for a given street would depend on several factors, such as the street’s speed limit, traffic volume, space availability and others. Road narrowing throughout the street would be costly unless there is rehab work. Alternatively, curb-extensions are considered, wherever feasible, to intermittently narrow the roadway.
Share Comments: Does calming really achieve the intended purposes? Are there any published stats to justify it? I’m not in favour of most of the calming methods currently used in residential areas - curb extensions, speed humps and cushions, posted speed limit signs and read-out screens - increases the danger level and adds another driver distraction. Re the humps and bumps, anyone with a bad back/neck or other similar physical condition, can attest to the pain experience while going over these - it hurts! Raised crosswalks in high pedestrian areas, yes, do make sense though. I agree with other responses wrt lane and road widths being too wide thus encouraging speeds and less attentive driving. The City could definitely use more greenery for aesthetics so why not place trees or shrubs along the road sides or construct some lane-dividing medians and landscape these - two benefits with one stroke? With regard to percentages residents impacted, this can be significant even for those who don’t live in the area, but may use that street regularly; for example, getting home from the supermarket at the Stadium and using Winter Avenue to find my way to Mayor Avenue, we have to navigate that street like a slalom skiing route. I agree with others who say let an “expert” opinion prevail in making calming decisions rather than the “over-the-top” bureaucratic processes presently in place. You guys, the traffic engineers, technicians, and councillors have much more to deal with across the City, than these minor local neighbourhood beefs. Best of luck👍 John Leonard on Facebook Share Comments: Does calming really achieve the intended purposes? Are there any published stats to justify it? I’m not in favour of most of the calming methods currently used in residential areas - curb extensions, speed humps and cushions, posted speed limit signs and read-out screens - increases the danger level and adds another driver distraction. Re the humps and bumps, anyone with a bad back/neck or other similar physical condition, can attest to the pain experience while going over these - it hurts! Raised crosswalks in high pedestrian areas, yes, do make sense though. I agree with other responses wrt lane and road widths being too wide thus encouraging speeds and less attentive driving. The City could definitely use more greenery for aesthetics so why not place trees or shrubs along the road sides or construct some lane-dividing medians and landscape these - two benefits with one stroke? With regard to percentages residents impacted, this can be significant even for those who don’t live in the area, but may use that street regularly; for example, getting home from the supermarket at the Stadium and using Winter Avenue to find my way to Mayor Avenue, we have to navigate that street like a slalom skiing route. I agree with others who say let an “expert” opinion prevail in making calming decisions rather than the “over-the-top” bureaucratic processes presently in place. You guys, the traffic engineers, technicians, and councillors have much more to deal with across the City, than these minor local neighbourhood beefs. Best of luck👍 John Leonard on Twitter Share Comments: Does calming really achieve the intended purposes? Are there any published stats to justify it? I’m not in favour of most of the calming methods currently used in residential areas - curb extensions, speed humps and cushions, posted speed limit signs and read-out screens - increases the danger level and adds another driver distraction. Re the humps and bumps, anyone with a bad back/neck or other similar physical condition, can attest to the pain experience while going over these - it hurts! Raised crosswalks in high pedestrian areas, yes, do make sense though. I agree with other responses wrt lane and road widths being too wide thus encouraging speeds and less attentive driving. The City could definitely use more greenery for aesthetics so why not place trees or shrubs along the road sides or construct some lane-dividing medians and landscape these - two benefits with one stroke? With regard to percentages residents impacted, this can be significant even for those who don’t live in the area, but may use that street regularly; for example, getting home from the supermarket at the Stadium and using Winter Avenue to find my way to Mayor Avenue, we have to navigate that street like a slalom skiing route. I agree with others who say let an “expert” opinion prevail in making calming decisions rather than the “over-the-top” bureaucratic processes presently in place. You guys, the traffic engineers, technicians, and councillors have much more to deal with across the City, than these minor local neighbourhood beefs. Best of luck👍 John Leonard on Linkedin Email Comments: Does calming really achieve the intended purposes? Are there any published stats to justify it? I’m not in favour of most of the calming methods currently used in residential areas - curb extensions, speed humps and cushions, posted speed limit signs and read-out screens - increases the danger level and adds another driver distraction. Re the humps and bumps, anyone with a bad back/neck or other similar physical condition, can attest to the pain experience while going over these - it hurts! Raised crosswalks in high pedestrian areas, yes, do make sense though. I agree with other responses wrt lane and road widths being too wide thus encouraging speeds and less attentive driving. The City could definitely use more greenery for aesthetics so why not place trees or shrubs along the road sides or construct some lane-dividing medians and landscape these - two benefits with one stroke? With regard to percentages residents impacted, this can be significant even for those who don’t live in the area, but may use that street regularly; for example, getting home from the supermarket at the Stadium and using Winter Avenue to find my way to Mayor Avenue, we have to navigate that street like a slalom skiing route. I agree with others who say let an “expert” opinion prevail in making calming decisions rather than the “over-the-top” bureaucratic processes presently in place. You guys, the traffic engineers, technicians, and councillors have much more to deal with across the City, than these minor local neighbourhood beefs. Best of luck👍 John Leonard link

Comments: Does calming really achieve the intended purposes? Are there any published stats to justify it? I’m not in favour of most of the calming methods currently used in residential areas - curb extensions, speed humps and cushions, posted speed limit signs and read-out screens - increases the danger level and adds another driver distraction. Re the humps and bumps, anyone with a bad back/neck or other similar physical condition, can attest to the pain experience while going over these - it hurts! Raised crosswalks in high pedestrian areas, yes, do make sense though. I agree with other responses wrt lane and road widths being too wide thus encouraging speeds and less attentive driving. The City could definitely use more greenery for aesthetics so why not place trees or shrubs along the road sides or construct some lane-dividing medians and landscape these - two benefits with one stroke? With regard to percentages residents impacted, this can be significant even for those who don’t live in the area, but may use that street regularly; for example, getting home from the supermarket at the Stadium and using Winter Avenue to find my way to Mayor Avenue, we have to navigate that street like a slalom skiing route. I agree with others who say let an “expert” opinion prevail in making calming decisions rather than the “over-the-top” bureaucratic processes presently in place. You guys, the traffic engineers, technicians, and councillors have much more to deal with across the City, than these minor local neighbourhood beefs. Best of luck👍 John Leonard

Juanchequito2nd asked about 2 years ago

Does calming really achieve the intended purposes? Are there any published stats to justify it?
Traffic calming to improve traffic conditions for neighbourhood streets has been a common practice elsewhere in Canada and around the world. There is a Transportation Association of Canada publication “Canadian Guide to Traffic Calming” that has a list of traffic calming measures and some statistics on their effectiveness.
why not place trees or shrubs along the road sides or construct some lane-dividing medians and landscape these - two benefits with one stroke?
We are very careful in selecting the types of traffic calming measures being used. Any measures implemented shouldn’t obstruct sightlines for vehicles exiting driveways and crossing the streets. Otherwise, it would add safety issues rather than solving the intended problem. Also, winter road maintenance would be another factor if we want to have any dividing medians. We need to make sure snows plowing are not affected by those measures.
Share Given the surveys did not allow for comments, the survey results will not be as informative as they could have been. While those living closest to the issue of concern should be given opportunity for input, the practice of only surveying local residents for input on planned projects and requiring 60% support for projects does not recognize the fact that motorists and pedestrians from any part of the city can be impacted by traffic calming measures. I am particularly concerned about the increased safety risks posed by the curb extensions used in increasing numbers throughout the city. They are often poorly signed and create dangerously narrow roadways. Of particular concern are those at the lower part of Old Topsail Road, Church Hill/Gower Street and Newfoundland Drive/Cheshire Place intersection. In the case of the latter, the two previous lanes of traffic on Newfoundland Drive was replaced with three within a narrower road. Each of these three examples are dangerous to drivers, cyclists and pedestrians, especially at night. in some cases, cars are being unnecessarily damaged, traffic flows and use of the roads by cyclists negatively impacted. When snow banks pile up, the risk of harm to person or property increases. There have been times that cars attempting to stay in the left turn lane are almost directly facing oncoming traffic. Before these types of traffic calming measures are implemented, broader public awareness and implementation of temporary measures will enable the broader public, not just those living closest to the area of concern, to know a change is coming and make a comment on it after a trial period. Evaluation post implementation is important. Hopefully, the input received will enable the ultimate solution to truly address the local concern without creating other problems. on Facebook Share Given the surveys did not allow for comments, the survey results will not be as informative as they could have been. While those living closest to the issue of concern should be given opportunity for input, the practice of only surveying local residents for input on planned projects and requiring 60% support for projects does not recognize the fact that motorists and pedestrians from any part of the city can be impacted by traffic calming measures. I am particularly concerned about the increased safety risks posed by the curb extensions used in increasing numbers throughout the city. They are often poorly signed and create dangerously narrow roadways. Of particular concern are those at the lower part of Old Topsail Road, Church Hill/Gower Street and Newfoundland Drive/Cheshire Place intersection. In the case of the latter, the two previous lanes of traffic on Newfoundland Drive was replaced with three within a narrower road. Each of these three examples are dangerous to drivers, cyclists and pedestrians, especially at night. in some cases, cars are being unnecessarily damaged, traffic flows and use of the roads by cyclists negatively impacted. When snow banks pile up, the risk of harm to person or property increases. There have been times that cars attempting to stay in the left turn lane are almost directly facing oncoming traffic. Before these types of traffic calming measures are implemented, broader public awareness and implementation of temporary measures will enable the broader public, not just those living closest to the area of concern, to know a change is coming and make a comment on it after a trial period. Evaluation post implementation is important. Hopefully, the input received will enable the ultimate solution to truly address the local concern without creating other problems. on Twitter Share Given the surveys did not allow for comments, the survey results will not be as informative as they could have been. While those living closest to the issue of concern should be given opportunity for input, the practice of only surveying local residents for input on planned projects and requiring 60% support for projects does not recognize the fact that motorists and pedestrians from any part of the city can be impacted by traffic calming measures. I am particularly concerned about the increased safety risks posed by the curb extensions used in increasing numbers throughout the city. They are often poorly signed and create dangerously narrow roadways. Of particular concern are those at the lower part of Old Topsail Road, Church Hill/Gower Street and Newfoundland Drive/Cheshire Place intersection. In the case of the latter, the two previous lanes of traffic on Newfoundland Drive was replaced with three within a narrower road. Each of these three examples are dangerous to drivers, cyclists and pedestrians, especially at night. in some cases, cars are being unnecessarily damaged, traffic flows and use of the roads by cyclists negatively impacted. When snow banks pile up, the risk of harm to person or property increases. There have been times that cars attempting to stay in the left turn lane are almost directly facing oncoming traffic. Before these types of traffic calming measures are implemented, broader public awareness and implementation of temporary measures will enable the broader public, not just those living closest to the area of concern, to know a change is coming and make a comment on it after a trial period. Evaluation post implementation is important. Hopefully, the input received will enable the ultimate solution to truly address the local concern without creating other problems. on Linkedin Email Given the surveys did not allow for comments, the survey results will not be as informative as they could have been. While those living closest to the issue of concern should be given opportunity for input, the practice of only surveying local residents for input on planned projects and requiring 60% support for projects does not recognize the fact that motorists and pedestrians from any part of the city can be impacted by traffic calming measures. I am particularly concerned about the increased safety risks posed by the curb extensions used in increasing numbers throughout the city. They are often poorly signed and create dangerously narrow roadways. Of particular concern are those at the lower part of Old Topsail Road, Church Hill/Gower Street and Newfoundland Drive/Cheshire Place intersection. In the case of the latter, the two previous lanes of traffic on Newfoundland Drive was replaced with three within a narrower road. Each of these three examples are dangerous to drivers, cyclists and pedestrians, especially at night. in some cases, cars are being unnecessarily damaged, traffic flows and use of the roads by cyclists negatively impacted. When snow banks pile up, the risk of harm to person or property increases. There have been times that cars attempting to stay in the left turn lane are almost directly facing oncoming traffic. Before these types of traffic calming measures are implemented, broader public awareness and implementation of temporary measures will enable the broader public, not just those living closest to the area of concern, to know a change is coming and make a comment on it after a trial period. Evaluation post implementation is important. Hopefully, the input received will enable the ultimate solution to truly address the local concern without creating other problems. link

Given the surveys did not allow for comments, the survey results will not be as informative as they could have been. While those living closest to the issue of concern should be given opportunity for input, the practice of only surveying local residents for input on planned projects and requiring 60% support for projects does not recognize the fact that motorists and pedestrians from any part of the city can be impacted by traffic calming measures. I am particularly concerned about the increased safety risks posed by the curb extensions used in increasing numbers throughout the city. They are often poorly signed and create dangerously narrow roadways. Of particular concern are those at the lower part of Old Topsail Road, Church Hill/Gower Street and Newfoundland Drive/Cheshire Place intersection. In the case of the latter, the two previous lanes of traffic on Newfoundland Drive was replaced with three within a narrower road. Each of these three examples are dangerous to drivers, cyclists and pedestrians, especially at night. in some cases, cars are being unnecessarily damaged, traffic flows and use of the roads by cyclists negatively impacted. When snow banks pile up, the risk of harm to person or property increases. There have been times that cars attempting to stay in the left turn lane are almost directly facing oncoming traffic. Before these types of traffic calming measures are implemented, broader public awareness and implementation of temporary measures will enable the broader public, not just those living closest to the area of concern, to know a change is coming and make a comment on it after a trial period. Evaluation post implementation is important. Hopefully, the input received will enable the ultimate solution to truly address the local concern without creating other problems.

Ann Vivian-Beresford asked about 2 years ago

Thank you for your feedback.
Share Speaking from experience with this process, suitable and effective traffic calming measures can and will be removed if short-cutting non-local traffic is inconvenienced and complains. In any event, these band-aid measures for individual streets and neighbourhoods are expensive and time-consuming to study and implement, and merely create a competition for whose street is the most worthy or least deserving. Why not just reduce the speed limit on all residential streets to 30 or 35 km/hr and enforce it aggressively? After that, if there are still problem areas, look at those individually. on Facebook Share Speaking from experience with this process, suitable and effective traffic calming measures can and will be removed if short-cutting non-local traffic is inconvenienced and complains. In any event, these band-aid measures for individual streets and neighbourhoods are expensive and time-consuming to study and implement, and merely create a competition for whose street is the most worthy or least deserving. Why not just reduce the speed limit on all residential streets to 30 or 35 km/hr and enforce it aggressively? After that, if there are still problem areas, look at those individually. on Twitter Share Speaking from experience with this process, suitable and effective traffic calming measures can and will be removed if short-cutting non-local traffic is inconvenienced and complains. In any event, these band-aid measures for individual streets and neighbourhoods are expensive and time-consuming to study and implement, and merely create a competition for whose street is the most worthy or least deserving. Why not just reduce the speed limit on all residential streets to 30 or 35 km/hr and enforce it aggressively? After that, if there are still problem areas, look at those individually. on Linkedin Email Speaking from experience with this process, suitable and effective traffic calming measures can and will be removed if short-cutting non-local traffic is inconvenienced and complains. In any event, these band-aid measures for individual streets and neighbourhoods are expensive and time-consuming to study and implement, and merely create a competition for whose street is the most worthy or least deserving. Why not just reduce the speed limit on all residential streets to 30 or 35 km/hr and enforce it aggressively? After that, if there are still problem areas, look at those individually. link

Speaking from experience with this process, suitable and effective traffic calming measures can and will be removed if short-cutting non-local traffic is inconvenienced and complains. In any event, these band-aid measures for individual streets and neighbourhoods are expensive and time-consuming to study and implement, and merely create a competition for whose street is the most worthy or least deserving. Why not just reduce the speed limit on all residential streets to 30 or 35 km/hr and enforce it aggressively? After that, if there are still problem areas, look at those individually.

mdm asked about 2 years ago

Thank you for your feedback. The City explores as many options as possible to ensure streets are safe. However, posted speed limits may not always change driver behaviour and also require enforcement from the RNC.
Share I have a general comment about the traffic calming policy. I have found that traffic calming practices on some streets actually make them dangerous to drive on. there have been cars end up on the obstacle at the beginning of Old Topsoil Road and there were at least 2 cases where emergency vehicles could not manuver the roundabouts). This is simply a practice of placing dangerous obstacles in the way of drivers to slow them down. A case in point is the foot of Garrison Hill. It is dangerous turning right onto Queen's Road. If we engage in road calming we are saying that the rule of law does not work. Speed limits have failed. In my opinion, it has been the lack of law enforcement of speed limits in the Capital city that has resulted in too high speeds on the City streets. Rarely do I ever see the RNC pull over speeders within the City streets. Street calming is being overused in St. John's. It should not be driven by residents but City staff and their understanding of traffic flows. Placing costly obstacles should be a last resort. There are 13 speed bumps on the Southside Road. Ridiculous. on Facebook Share I have a general comment about the traffic calming policy. I have found that traffic calming practices on some streets actually make them dangerous to drive on. there have been cars end up on the obstacle at the beginning of Old Topsoil Road and there were at least 2 cases where emergency vehicles could not manuver the roundabouts). This is simply a practice of placing dangerous obstacles in the way of drivers to slow them down. A case in point is the foot of Garrison Hill. It is dangerous turning right onto Queen's Road. If we engage in road calming we are saying that the rule of law does not work. Speed limits have failed. In my opinion, it has been the lack of law enforcement of speed limits in the Capital city that has resulted in too high speeds on the City streets. Rarely do I ever see the RNC pull over speeders within the City streets. Street calming is being overused in St. John's. It should not be driven by residents but City staff and their understanding of traffic flows. Placing costly obstacles should be a last resort. There are 13 speed bumps on the Southside Road. Ridiculous. on Twitter Share I have a general comment about the traffic calming policy. I have found that traffic calming practices on some streets actually make them dangerous to drive on. there have been cars end up on the obstacle at the beginning of Old Topsoil Road and there were at least 2 cases where emergency vehicles could not manuver the roundabouts). This is simply a practice of placing dangerous obstacles in the way of drivers to slow them down. A case in point is the foot of Garrison Hill. It is dangerous turning right onto Queen's Road. If we engage in road calming we are saying that the rule of law does not work. Speed limits have failed. In my opinion, it has been the lack of law enforcement of speed limits in the Capital city that has resulted in too high speeds on the City streets. Rarely do I ever see the RNC pull over speeders within the City streets. Street calming is being overused in St. John's. It should not be driven by residents but City staff and their understanding of traffic flows. Placing costly obstacles should be a last resort. There are 13 speed bumps on the Southside Road. Ridiculous. on Linkedin Email I have a general comment about the traffic calming policy. I have found that traffic calming practices on some streets actually make them dangerous to drive on. there have been cars end up on the obstacle at the beginning of Old Topsoil Road and there were at least 2 cases where emergency vehicles could not manuver the roundabouts). This is simply a practice of placing dangerous obstacles in the way of drivers to slow them down. A case in point is the foot of Garrison Hill. It is dangerous turning right onto Queen's Road. If we engage in road calming we are saying that the rule of law does not work. Speed limits have failed. In my opinion, it has been the lack of law enforcement of speed limits in the Capital city that has resulted in too high speeds on the City streets. Rarely do I ever see the RNC pull over speeders within the City streets. Street calming is being overused in St. John's. It should not be driven by residents but City staff and their understanding of traffic flows. Placing costly obstacles should be a last resort. There are 13 speed bumps on the Southside Road. Ridiculous. link

I have a general comment about the traffic calming policy. I have found that traffic calming practices on some streets actually make them dangerous to drive on. there have been cars end up on the obstacle at the beginning of Old Topsoil Road and there were at least 2 cases where emergency vehicles could not manuver the roundabouts). This is simply a practice of placing dangerous obstacles in the way of drivers to slow them down. A case in point is the foot of Garrison Hill. It is dangerous turning right onto Queen's Road. If we engage in road calming we are saying that the rule of law does not work. Speed limits have failed. In my opinion, it has been the lack of law enforcement of speed limits in the Capital city that has resulted in too high speeds on the City streets. Rarely do I ever see the RNC pull over speeders within the City streets. Street calming is being overused in St. John's. It should not be driven by residents but City staff and their understanding of traffic flows. Placing costly obstacles should be a last resort. There are 13 speed bumps on the Southside Road. Ridiculous.

ToniR asked about 2 years ago

Thank you for your feedback.
Share I have a general comment about the traffic calming policy. I have found that traffic calming practices on some streets actually make them dangerous to drive on. This is simply a practice of placing dangerous obstacles in the way of drivers to slow them down. A case in point is the foot of Garrison Hill. It is dangerous turning right onto Queen's Road. If we engage in road calming we are saying that the rule of law does not work. Speed limits have failed. In my opinion, it has been the lack of law enforcement of speed limits in the Capital city that has resulted in too high speeds on the City streets. Rarely do I ever see the RNC pull over speeders within the City streets. Street calming is being overused in St. John's. It should not be driven by residents but City staff and their understanding of traffic flows. Placing costly obstacles should be a last resort. There are 13 speed bumps on the Southside Road. Ridiculous. on Facebook Share I have a general comment about the traffic calming policy. I have found that traffic calming practices on some streets actually make them dangerous to drive on. This is simply a practice of placing dangerous obstacles in the way of drivers to slow them down. A case in point is the foot of Garrison Hill. It is dangerous turning right onto Queen's Road. If we engage in road calming we are saying that the rule of law does not work. Speed limits have failed. In my opinion, it has been the lack of law enforcement of speed limits in the Capital city that has resulted in too high speeds on the City streets. Rarely do I ever see the RNC pull over speeders within the City streets. Street calming is being overused in St. John's. It should not be driven by residents but City staff and their understanding of traffic flows. Placing costly obstacles should be a last resort. There are 13 speed bumps on the Southside Road. Ridiculous. on Twitter Share I have a general comment about the traffic calming policy. I have found that traffic calming practices on some streets actually make them dangerous to drive on. This is simply a practice of placing dangerous obstacles in the way of drivers to slow them down. A case in point is the foot of Garrison Hill. It is dangerous turning right onto Queen's Road. If we engage in road calming we are saying that the rule of law does not work. Speed limits have failed. In my opinion, it has been the lack of law enforcement of speed limits in the Capital city that has resulted in too high speeds on the City streets. Rarely do I ever see the RNC pull over speeders within the City streets. Street calming is being overused in St. John's. It should not be driven by residents but City staff and their understanding of traffic flows. Placing costly obstacles should be a last resort. There are 13 speed bumps on the Southside Road. Ridiculous. on Linkedin Email I have a general comment about the traffic calming policy. I have found that traffic calming practices on some streets actually make them dangerous to drive on. This is simply a practice of placing dangerous obstacles in the way of drivers to slow them down. A case in point is the foot of Garrison Hill. It is dangerous turning right onto Queen's Road. If we engage in road calming we are saying that the rule of law does not work. Speed limits have failed. In my opinion, it has been the lack of law enforcement of speed limits in the Capital city that has resulted in too high speeds on the City streets. Rarely do I ever see the RNC pull over speeders within the City streets. Street calming is being overused in St. John's. It should not be driven by residents but City staff and their understanding of traffic flows. Placing costly obstacles should be a last resort. There are 13 speed bumps on the Southside Road. Ridiculous. link

I have a general comment about the traffic calming policy. I have found that traffic calming practices on some streets actually make them dangerous to drive on. This is simply a practice of placing dangerous obstacles in the way of drivers to slow them down. A case in point is the foot of Garrison Hill. It is dangerous turning right onto Queen's Road. If we engage in road calming we are saying that the rule of law does not work. Speed limits have failed. In my opinion, it has been the lack of law enforcement of speed limits in the Capital city that has resulted in too high speeds on the City streets. Rarely do I ever see the RNC pull over speeders within the City streets. Street calming is being overused in St. John's. It should not be driven by residents but City staff and their understanding of traffic flows. Placing costly obstacles should be a last resort. There are 13 speed bumps on the Southside Road. Ridiculous.

Bonnie asked about 2 years ago

Thank you for your feedback.
Share Unfortunately, I completed the Engagement process and did not submit any comments. I would like to add The following comments on Traffic Calming to the survey i completed. Some of the questions in the survey did not include some issues that need to be addressed for Traffic Calming. As you will see there is a number measures that can take place and may have been overlooked: 1) First & Foremost, in the Province there is approx 95% of school zones that have Radar Feedback Signs in the actual school zone. This must be a priority for the City of St John's that all school zones must have Radar Feedback Signs. as you know that the use of Radar Speed signs not only it is proven that this slows traffic it also provides data for possible Enforcement. 2) the data collected should be utilized to its fullest capacity, this will allow not only address the concerns of the residents but other vehicle users can acknowledge that these signs work. ie: Enforcement, Awareness & reducing speeds of vehicles. 3) Communication of Data should become Public knowledge to its Residents. It will allow Student Councils and Neighbour community partners to plan a path forward. 4) the use of Enforcement weather it be just for Awareness of police or actual ticketing will heighten awareness and slow traffic 5) the use of automated enforcement actual reduces the speeds of vehicles, Yes, it is a Provincial stature but the City needs to be 0nboard and have the Highway Traffic Act changed. Thanks for this engagment process and hopefully some ideas from the feedback generated will come to light Regards Chris.blundon@hotmail.com on Facebook Share Unfortunately, I completed the Engagement process and did not submit any comments. I would like to add The following comments on Traffic Calming to the survey i completed. Some of the questions in the survey did not include some issues that need to be addressed for Traffic Calming. As you will see there is a number measures that can take place and may have been overlooked: 1) First & Foremost, in the Province there is approx 95% of school zones that have Radar Feedback Signs in the actual school zone. This must be a priority for the City of St John's that all school zones must have Radar Feedback Signs. as you know that the use of Radar Speed signs not only it is proven that this slows traffic it also provides data for possible Enforcement. 2) the data collected should be utilized to its fullest capacity, this will allow not only address the concerns of the residents but other vehicle users can acknowledge that these signs work. ie: Enforcement, Awareness & reducing speeds of vehicles. 3) Communication of Data should become Public knowledge to its Residents. It will allow Student Councils and Neighbour community partners to plan a path forward. 4) the use of Enforcement weather it be just for Awareness of police or actual ticketing will heighten awareness and slow traffic 5) the use of automated enforcement actual reduces the speeds of vehicles, Yes, it is a Provincial stature but the City needs to be 0nboard and have the Highway Traffic Act changed. Thanks for this engagment process and hopefully some ideas from the feedback generated will come to light Regards Chris.blundon@hotmail.com on Twitter Share Unfortunately, I completed the Engagement process and did not submit any comments. I would like to add The following comments on Traffic Calming to the survey i completed. Some of the questions in the survey did not include some issues that need to be addressed for Traffic Calming. As you will see there is a number measures that can take place and may have been overlooked: 1) First & Foremost, in the Province there is approx 95% of school zones that have Radar Feedback Signs in the actual school zone. This must be a priority for the City of St John's that all school zones must have Radar Feedback Signs. as you know that the use of Radar Speed signs not only it is proven that this slows traffic it also provides data for possible Enforcement. 2) the data collected should be utilized to its fullest capacity, this will allow not only address the concerns of the residents but other vehicle users can acknowledge that these signs work. ie: Enforcement, Awareness & reducing speeds of vehicles. 3) Communication of Data should become Public knowledge to its Residents. It will allow Student Councils and Neighbour community partners to plan a path forward. 4) the use of Enforcement weather it be just for Awareness of police or actual ticketing will heighten awareness and slow traffic 5) the use of automated enforcement actual reduces the speeds of vehicles, Yes, it is a Provincial stature but the City needs to be 0nboard and have the Highway Traffic Act changed. Thanks for this engagment process and hopefully some ideas from the feedback generated will come to light Regards Chris.blundon@hotmail.com on Linkedin Email Unfortunately, I completed the Engagement process and did not submit any comments. I would like to add The following comments on Traffic Calming to the survey i completed. Some of the questions in the survey did not include some issues that need to be addressed for Traffic Calming. As you will see there is a number measures that can take place and may have been overlooked: 1) First & Foremost, in the Province there is approx 95% of school zones that have Radar Feedback Signs in the actual school zone. This must be a priority for the City of St John's that all school zones must have Radar Feedback Signs. as you know that the use of Radar Speed signs not only it is proven that this slows traffic it also provides data for possible Enforcement. 2) the data collected should be utilized to its fullest capacity, this will allow not only address the concerns of the residents but other vehicle users can acknowledge that these signs work. ie: Enforcement, Awareness & reducing speeds of vehicles. 3) Communication of Data should become Public knowledge to its Residents. It will allow Student Councils and Neighbour community partners to plan a path forward. 4) the use of Enforcement weather it be just for Awareness of police or actual ticketing will heighten awareness and slow traffic 5) the use of automated enforcement actual reduces the speeds of vehicles, Yes, it is a Provincial stature but the City needs to be 0nboard and have the Highway Traffic Act changed. Thanks for this engagment process and hopefully some ideas from the feedback generated will come to light Regards Chris.blundon@hotmail.com link

Unfortunately, I completed the Engagement process and did not submit any comments. I would like to add The following comments on Traffic Calming to the survey i completed. Some of the questions in the survey did not include some issues that need to be addressed for Traffic Calming. As you will see there is a number measures that can take place and may have been overlooked: 1) First & Foremost, in the Province there is approx 95% of school zones that have Radar Feedback Signs in the actual school zone. This must be a priority for the City of St John's that all school zones must have Radar Feedback Signs. as you know that the use of Radar Speed signs not only it is proven that this slows traffic it also provides data for possible Enforcement. 2) the data collected should be utilized to its fullest capacity, this will allow not only address the concerns of the residents but other vehicle users can acknowledge that these signs work. ie: Enforcement, Awareness & reducing speeds of vehicles. 3) Communication of Data should become Public knowledge to its Residents. It will allow Student Councils and Neighbour community partners to plan a path forward. 4) the use of Enforcement weather it be just for Awareness of police or actual ticketing will heighten awareness and slow traffic 5) the use of automated enforcement actual reduces the speeds of vehicles, Yes, it is a Provincial stature but the City needs to be 0nboard and have the Highway Traffic Act changed. Thanks for this engagment process and hopefully some ideas from the feedback generated will come to light Regards Chris.blundon@hotmail.com

cblundon asked about 2 years ago

Thank you for your feedback.
Share I don't think that the surveys are capturing all of the information that is needed in evaluating what should be changed about the policy, however I am happy to see that the city is at least garnering feedback in some way. I feel that the budget for traffic calming is way too low in comparison to other cities/jurisdictions in North America. What the city really needs is a universal design policy, where more issues can be considered for traffic calming simultaneously. On another note, I am sure that neighborhoods that have benefitted from requests or registered complaints and wanted calming measures taken are more affluent areas. We all know that rich people get what they want and they also have the time to contact city hall about this kind of stuff. I worry about the people who are unheard, people with less money, or new Canadians for example that may live along arterial roads where no calming measures are taken, and it is dangerous for them to walk in those areas. on Facebook Share I don't think that the surveys are capturing all of the information that is needed in evaluating what should be changed about the policy, however I am happy to see that the city is at least garnering feedback in some way. I feel that the budget for traffic calming is way too low in comparison to other cities/jurisdictions in North America. What the city really needs is a universal design policy, where more issues can be considered for traffic calming simultaneously. On another note, I am sure that neighborhoods that have benefitted from requests or registered complaints and wanted calming measures taken are more affluent areas. We all know that rich people get what they want and they also have the time to contact city hall about this kind of stuff. I worry about the people who are unheard, people with less money, or new Canadians for example that may live along arterial roads where no calming measures are taken, and it is dangerous for them to walk in those areas. on Twitter Share I don't think that the surveys are capturing all of the information that is needed in evaluating what should be changed about the policy, however I am happy to see that the city is at least garnering feedback in some way. I feel that the budget for traffic calming is way too low in comparison to other cities/jurisdictions in North America. What the city really needs is a universal design policy, where more issues can be considered for traffic calming simultaneously. On another note, I am sure that neighborhoods that have benefitted from requests or registered complaints and wanted calming measures taken are more affluent areas. We all know that rich people get what they want and they also have the time to contact city hall about this kind of stuff. I worry about the people who are unheard, people with less money, or new Canadians for example that may live along arterial roads where no calming measures are taken, and it is dangerous for them to walk in those areas. on Linkedin Email I don't think that the surveys are capturing all of the information that is needed in evaluating what should be changed about the policy, however I am happy to see that the city is at least garnering feedback in some way. I feel that the budget for traffic calming is way too low in comparison to other cities/jurisdictions in North America. What the city really needs is a universal design policy, where more issues can be considered for traffic calming simultaneously. On another note, I am sure that neighborhoods that have benefitted from requests or registered complaints and wanted calming measures taken are more affluent areas. We all know that rich people get what they want and they also have the time to contact city hall about this kind of stuff. I worry about the people who are unheard, people with less money, or new Canadians for example that may live along arterial roads where no calming measures are taken, and it is dangerous for them to walk in those areas. link

I don't think that the surveys are capturing all of the information that is needed in evaluating what should be changed about the policy, however I am happy to see that the city is at least garnering feedback in some way. I feel that the budget for traffic calming is way too low in comparison to other cities/jurisdictions in North America. What the city really needs is a universal design policy, where more issues can be considered for traffic calming simultaneously. On another note, I am sure that neighborhoods that have benefitted from requests or registered complaints and wanted calming measures taken are more affluent areas. We all know that rich people get what they want and they also have the time to contact city hall about this kind of stuff. I worry about the people who are unheard, people with less money, or new Canadians for example that may live along arterial roads where no calming measures are taken, and it is dangerous for them to walk in those areas.

johntweber asked about 2 years ago

Thank you for your feedback.
Share I agree with some on here that the curb extensions on some streets are extremely dangerous to both cyclists and vehicles. I specifically call out the one on Queen's Road, which is an accident waiting to happen. It needs to be redesigned or removed as it is barely visible when approaching from the east. on Facebook Share I agree with some on here that the curb extensions on some streets are extremely dangerous to both cyclists and vehicles. I specifically call out the one on Queen's Road, which is an accident waiting to happen. It needs to be redesigned or removed as it is barely visible when approaching from the east. on Twitter Share I agree with some on here that the curb extensions on some streets are extremely dangerous to both cyclists and vehicles. I specifically call out the one on Queen's Road, which is an accident waiting to happen. It needs to be redesigned or removed as it is barely visible when approaching from the east. on Linkedin Email I agree with some on here that the curb extensions on some streets are extremely dangerous to both cyclists and vehicles. I specifically call out the one on Queen's Road, which is an accident waiting to happen. It needs to be redesigned or removed as it is barely visible when approaching from the east. link

I agree with some on here that the curb extensions on some streets are extremely dangerous to both cyclists and vehicles. I specifically call out the one on Queen's Road, which is an accident waiting to happen. It needs to be redesigned or removed as it is barely visible when approaching from the east.

mdm asked about 2 years ago

Hello,
Thank you for your feedback.
To register or check status of a traffic calming request, please see the information here: https://www.stjohns.ca/living-st-johns/streets-traffic-and-parking/traffic-calming. The link can also be found on the project page under Important Links.
The Engagement Team
engage@stjohns.ca
Share What streets are considered to be arterials? Is there a list of streets with what they are considered local/collector/arterial? on Facebook Share What streets are considered to be arterials? Is there a list of streets with what they are considered local/collector/arterial? on Twitter Share What streets are considered to be arterials? Is there a list of streets with what they are considered local/collector/arterial? on Linkedin Email What streets are considered to be arterials? Is there a list of streets with what they are considered local/collector/arterial? link

What streets are considered to be arterials? Is there a list of streets with what they are considered local/collector/arterial?

debbiewiseman asked about 2 years ago

A layer showing road classification (Arterial, Collector and Local streets) for city streets is available on the City's Mapcentre (https://map.stjohns.ca/mapcentre/).

Traffic Calming Policy Update

What streets are considered to be arterials? Is there a list of streets with what they are considered local/collector/arterial?

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