Vision Zero? Or Zero Vision?
Regina City Council is poised to pass a lumbering, back-loaded plan to somewhat reduce automobile-induced death on its streets
Last week, Regina City Council’s Executive Committee approved a Vision Zero Framework, sending it along to the full City Council, who seem likely to pass it.
Although one high-profile, headline-grabbing (and genuinely helpful) measure would change the speed limit to 30 kilometers per hour within Regina’s Cathedral neighbourhood as the first of several eventual Community Safety Zones, the Framework also lists a myriad of other initiatives aimed at reducing traffic deaths and major injuries.
“Reducing” is the key word here. As stated in the the report from CIMA+, the consultancy to whom Regina assigned responsibility for its Vision Zero planning, the Framework adopted by council seeks to reduce deaths and major injuries by “at least 10%” (p. 32).
For years, many residents of Regina have been begging for the City to take road safety and active transportation seriously — not to mention to build long-promised bike infrastructure. As they delve into the details, residents may feel a bit let down by this latest plan.
The Framework is a far cry from introducing the storied “tactical urbanism” measures seen elsewhere in North America and across the world that cheaply improve streetscape safety in a hurry (not to mention livability).
Instead, the Framework gradually nudges the city a few degrees away from the automobile-centric policy and road design that we have all come to know and expect from our local government. One can’t help but question the sincerity of elected officials’ desire to reduce auto/pedestrian conflicts when the de-pedestrianization of the Scarth Street Mall is still in the pipeline.
Likewise, Cathedral’s Community Safety Zone, to my knowledge, will not require sidewalk widths that meet NACTO recommendations. Instead, during the few months of the year when they aren’t caked in ice, walkers must cram between fences, overhanging branches and mid-sidewalk telephone poles to traverse 13th Avenue.
Still, a few changes to our streetscape – or “engineering countermeasures”, in the lingo – are coming. Below are some of the highlights from the Framework, along with a description of the proposed changes and how many years from now we can expect them to appear. (That is, of course, provided that Vision Zero does not become one of many Plans on a Shelf that Regina City Council is famous for approving and then failing to implement.)
Readers can judge for themselves whether Regina’s proposed Vision Zero framework is commensurate with the scale of the challenge. ⬇️
2024 (0 years from now)
Measure: Curb extensions - temporary installation
Scale of intervention: 30 “intersection legs” (6 in 2024)
First Implementation Date: 2024
Total cost: $450,000
Status: Expanding - Existing + the municipality wants to further expand the implementation
“Installation of temporary curb extensions to reduce pedestrian crossing distance and improve pedestrian safety and visibility at intersections. It is noted that curb extensions should be avoided at locations with high truck or bus traffic activity. Locations that are deemed effective will be considered for permanent installation”
Measure: Pedestrian crossing upgrades and new installation
Scale of intervention: 25
First Implementation Date: 2024 (5 in 2024)
Total cost: $2 million
Status: Expanding - Existing + the municipality wants to further expand the implementation
“[Vision Zero] supplement to existing programs. Collecting pedestrian and traffic data and complete warrant analysis following TAC. Implementing crossings based on warranted treatment (side mounts, overheads, [Rectangular Rapid Flashing Beacon], flashing beacons). Expanding the program to consider upgrades in locations based on estimated future pedestrian traffic based on surrounding land uses and desire lines.”
Measure: Signal Timing and Left-turn signal phases (protected / protected +permissive)
Scale of intervention: 5 locations
First Implementation Date: 2024 (1 in 2024)
Total cost: $25,000
Status: Expanding - Existing + the municipality wants to further expand the implementation
“Review signal timing on corridors and implement improvements. Assess need for fully protected left-turn phases at intersections [that] reduces conflicts with pedestrians and cyclists. With protected turning movements, turning vehicles are given exclusive right-of-way in sequence, eliminating collision with oncoming vehicles and pedestrians.”
2025 (1 year from now)
Measure: In-road flexible signs
Scale of intervention: “Explore a pilot with up to 50 signs.”
First Implementation Date: 2025 (25 in 2025)
Total cost: $27,500
Status: Recommended by the project team
“In-road flexible signs are located between travelled lanes and are used to narrow lanes to make drivers slow down. Identify project locations/areas through network screening and traffic calming processes. Signs can have warnings, speeds, school zones, and pedestrian crossing awareness messages. In-road flexible signs may require temporary removal during winter months to allow for winter snow removal maintenance operations.” (Emphasis added)
Measure: Bicycle conflict zone pavement markings
Scale of intervention: 3 locations
First Implementation Date: 2025 (1 in 2025)
Total cost: $3,000
Status: Recommended by the project team
“Utilized at intersections to increase awareness and safety of cyclists”
Measure: Curb extensions - temporary to permanent installation
Scale of intervention: 24 quadrants
First Implementation Date: 2025 (6 in 2025)
Total cost: $600,000
Status: Expanding - Existing + the municipality wants to further expand the implementation
“Integration of new permanent curb extension for capital projects and new developments. This countermeasure will also include the conversion of temporary curb extensions into permanent features.”
2026 (2 years from now)
Measure: Median treatment - Refuge islands
Scale of intervention: 3 locations
First Implementation Date: 2026 (1 in 2026)
Total cost: $300,000
Status: Recommended by the project team
“A pedestrian refuge island is a raised area in the middle of a road designed to provide a safe space for pedestrians to stop and rest while crossing a multi-lane road. It allows pedestrians to cross the road in two stages rather than attempting to cross all lanes of traffic at once”
Measure: Addition of active transportation facilities (protected on-road
Scale of intervention: 15 km
First Implementation Date: 2026 (5 km in 2026)
Total cost: $600,000
Status: Expanding - Existing + the municipality wants to further expand the implementation
“Network screening of collision and active transportation data to identify what new and existing on-road infrastructure warrants implementation of enhanced on-road cycling facilities on-road (includes pavement markings, signage, and separation devices such as bollards, barriers, or a bike track)”
2027 (3 years from now)
Measure: Left-turn traffic calming pilot
Scale of intervention: “Implement and evaluate at various locations within allocated budget.”
First Implementation Date: 2027 (1 in 2027)
Total cost: $50,000
Status: Recommended by the project team
“Left-turn traffic calming consists of modifying the intersection, typically at a signalized intersection, to reduce the turning radius and make it slower. This assists in preventing vehicle-pedestrian collisions. Left turn traffic calming may be implemented by means of adding paint, delineators, median extensions, or other geometric changes that reduce the turning Radius”
Measure: Dragon teeth / transverse pavement marking project
Scale of intervention: 8 locations
First Implementation Date: 2027 (4 in 2027)
Total cost: $80,000
Status: Recommended by the project team
“Pavement marking application to encourage drivers to slow down. Dragon's Teeth are triangular road markings perpendicular to the edge of the carriageway often used at gateways to give the effect of road narrowing. Implement and evaluate effectiveness for speed reduction.”
2028 (4 years from now)
Measure: Smart Channel Right Turn Pilot
Scale of intervention: 1 location
First Implementation Date: 2028 (1 location in 2028)
Total cost: $500,000
Status: Recommended by the project team
“Smart channels are a modern design for right-turn channelization, typically at signalized intersections. The angle at which the vehicles approach the intersection is much sharper, slowing travel speeds and providing a better view of crossing pedestrians. Where appropriate, these can also be equipped with crossing protection for pedestrians.”
The Distant Future
Measure: Leading Pedestrian Intervals (LPI) and Walking speed adjustments to signal timing
Scale of intervention: “$5,000 per year”
First Implementation Date: unknown
Total cost: $25,000
Status: Recommended by the project team
“Altered traffic signal timings to accommodate slower walkers, either elderly or disabled, based on recent recommendations from MUTCDC. Usage is based on high percentages of the target audiences. Reduces conflicts between pedestrians and vehicles. Expand the existing Leading Pedestrian Intervals (LPI) program to additional warranted locations that benefit from this traffic signal timing strategy. LPIs improve pedestrian safety at intersections by activating the pedestrian walk signal before the vehicle is green, allowing pedestrians to establish their presence in the intersection and reducing the likelihood of collisions between pedestrians and vehicles. LPIs are commonly used in urban areas with a high pedestrian and vehicle traffic volume.”