Set up a roadblock, fine every driver, confiscate all the vehicles throw everyone in the vehicle in jail and send all the money from fines and sales of vehicles to Christy Clarke so she balance the budget.

Just joking!

Virtually no one speeds through places like Clinton. Neither does anyone speed through the downtown section of Quesnel. Up to there coming in from the north or the south, it is a different story. Less so through Hope, and still less so through Lac La Hache. McLeese Lake comes next from my experience and finally Hixon. I think that Hixon losing much of its business along the highway does not help.
My observation is that the busier the highway is with respect to local business and the road and more cars parked along side it, the more traffic seems to slow down. Interestingly, people appear to drive to the conditions.
The more the street looks like a bypass, such as 100 Mile House and our own Central, the more the street can accommodate faster traffic and the more people will drive faster.
As far as McBride goes, I barely realize it is there. Same with Valemount.

I have a suggestion. Going south all those areas are supposed to be on a four-laned Cariboo Connector eventually. How about starting with the small communities where long distance truckers and other drivers have to slow down and building either a true bypass ASAP or a way to create a 70 to 80 kph section though town with appropriate grade separations and service roads. A major improvement for highway access has just been completed for the Bonaparte Reserve north of Cache Creek.

Lack of proper policing might be the problem.

Police in places like Hixon and McBride are few and far between.

Setting up a few speed traps would probably slow things down.

Just parking a police vehicle on the approaches into or out of town would make a huge difference.

I do a lot of walking in the Hart area and the quality of drivers is getting worse every year. Most are travelling far too fast, have no patience and are preoccupied. Many times I have had to get out of the way, in the crosswalk, with a walk signal as drivers will drive their vehicle right in front of me or straight toward me as I walk. This is at the junction of the Hart Highway and Austin Road. Add to this the large number of vehicles without proper mufflers and drivers that drive to make the maximum amount of noise as they drive past a pedestrian does not make for a pleasant walk.

It is sooooo easy! Do what they do in Mexico: Don’t fix the roads. Don’t patch that frost heave. Open a muffler shop. Good for the economy too.

I didn’t know that frost heaving was an issue in Mexico.

Start revoking licenses if you want the big rigs to slow down. Make the punishment something more substantial then a fine.

so we need stronger penalties for speeding than drug dealers get. Good plan guys. ;)
Enforcement of what we have would work wonders but which of you are ready to pay more taxes for it?

oh – “I didn’t know that frost heaving was an issue in Mexico” – funniest thing Ive read today LOL

Fines for driving like an idiot are a voluntary tax.I don’t think the concept is that hard.So why is there no enforcement?

I think most of you missed one thing that appears entirely obvious to me.

Reread the story and the stats.

“Vehicle speed and road conditions were not common factors. The road conditions were dry in 60 per cent of deaths, and the vehicle driver was driving at or below the speed limit in more than two-thirds of cases.”

Any of you maybe think that more of the problem lies with the PEDESTRIAN than the traveling public? Add to that just how many of these incidents involved commercial vehicles? Yet most of you are prepared to tar and feather that group of travelers.

It seems to me the bigger problem is with the actual PEDESTRIANS! The last 2 incidents in PG which were very high profile both involved trucks and guess what, it both cases it was determined the PEDESTRIAN was at fault!

Q. Why are there only fast walking people in Mexico?
A. All the slow walking ones are dead from trying to cross the street.
Happy holidays.

Q. Why are there only fast walking people in Mexico?
A. All the slow walking ones are dead from trying to cross the street.
Happy holidays.

How about proper driver training and enforcement where safety, not revenue collection, is a concern.
Quit setting up in transition zones, which is not supposed to happen, and start being a presence in areas where people’s safety is at risk. I think they have finally quit sitting under the Walmart overpass, on a blind icy corner, stopping motorist. Can’t believe anyone with half a brain would have thought that was a good idea.
While they’re at it they should set up more in school zones and crank up the fines.

Off topic but how about making winter tires mandatory also?

Ministry of Labour and Citzens’ Services.
Frequently Asked Questions

Traffic Operations
General
Roundabouts
Traffic Signals
Speed Limits

Pavement Marking
Traffic Signs
Election Signs
Street Lighting

Traffic Calming
Safety
Winter Tires
Cycling
Travel/Tourist Information
Motor Vehicle Information
Highway Traffic and Road Conditions
Highway Construction Contract Information
Wildlife Collisions
Other Questions

Traffic Operations
General

Does the ministry have any highway cameras available for viewing on the Internet?

Yes, there are a number of cameras (BC Highway Cams) around the province. Their purpose is to display a ‘snap shot” of the road and weather conditions so drivers may effectively plan their trip. The snap shot display is updated every 15 minutes.

How can I find out about border crossing information?

The ministry, in conjunction with Western Canada Economic Diversification Canada, Transport Canada, Washington State DoT and Whatcom Council of Governments has developed the Advanced Travelers Information System for the major border crossings to provide this information.

How is the ministry accommodating the aging driver?

There are several issues drivers face as they age such as slower reflexes and a decline in night vision. At age 60 a person needs 8 times the amount of light compared to a 20 year old. The ministry has undertaken a number of initiatives to improve traffic control devices for aging drivers:

Standard traffic signs are being upgraded to a higher level of sheeting material to improve night time reflectivity.
Guide signs will be phased in with a new “Clearview” font style which is proven to be more readable at night or under low light conditions.
Traffic signal bulbs were replaced with brighter and longer lasting light emitting diodes (LED) elements which greatly enhance their visibility.

What are traffic control devices?

Traffic control devices are all signs, signals, pavement markings, and devices placed on or adjacent to a road or highway by the road authority, to guide and regulate the action of motorist on public roads. The road authority is the public body that has statutory authority to install and maintain traffic control devices. The ministry is the road authority for all provincial highways and roads in un-incorporated areas of the province (including provincial highways through municipalities. In incorporated areas, the road authority is the municipality, town, or city public works department.

Are traffic control devices the same across Canada?

Generally yes. The Manual of Uniform Traffic Control Device (MUTCD) for Canada provides the basic guidelines for the design of traffic control devices, and provides recommended practice for installation of traffic control. Most provinces develop their own manuals with further detail and direction on traffic control devices that address geographical or historical traffic issues. Road authorities should comply with the basic principles outlined in the MUTCD.

In BC, the Motor Vehicle Act Regulation, Division 23, also defines the specification for various traffic control devices such as sign size, shape and colours, signal displays, and pavement marking colours and application. This statutory requirement ensures all public roads in BC have consistent application of traffic control devices.

What are the elevations of major summits and passes on BC’s primary highways?

The following table lists the major summits and passes along with their general location in BC. The links will provide PDFs the show grade and elevation profiles.

Hwy # Pass Name Elevation Location Highway Classification
1 Rogers Pass 1327m Glacier National Park,
South Eastern, BC 2 lane rural highway
1 Kicking Horse Pass 1643m Yoho National Park,
South Eastern, BC 2 lane rural highway
3 Crowsnest Pass 1358m East of Sparwood
(Alberta Border)
South Eastern, BC 2 lane rural highway
3 Allison Pass 1342m Manning Prov. Park
South Western, BC 2 lane rural highway
3 Sunday Summit 1282 m East of Manning Park
South Western, B.C. 2 lane rural highway
3 Kootenay Pass 1774m Salmo to Creston
South Eastern, BC 2 lane rural highway
3 Blueberry-Paulson Summit
(Bonanza Pass) 1535m Christina Lake to Castlegar
South Central, BC 2 lane rural highway
3 Anarchist Summit 1236 m East of Osoyoos
South Central, B.C. 2 lane rural highway
3B Nancy Green Summit (Strawberry Pass) 1575 m Christina Lake to Rossland
South Central, B.C. 2 lane rural highway
5 Surrey Lake Summit 1444m 25 km North of Meritt
South Central, BC 4 lane divided freeway
5 Coquihalla Pass 1244m 60km North of Hope
South Central, BC 4 lane divided freeway
6 Monashee Pass 1189m East of Vernon
South Central, BC 2 lane rural highway
16 Yellow Head Pass 1066m Mt Robson Park
Central Eastern, BC 2 lane rural highway
16 Rainbow Summit 160m 29 km East of Prince Rupert
Central Western, BC
2 lane rural highway
20 Heckman Pass 1524m East of Bella Coola
(Tweedsmuir Park)
Central Western, BC
2 lane rural highway
24 McDonald Summit 1311m West of Little Fort
South Central, BC 2 lane rural highway
93 Sinclair Pass 1486m East of Radium Hot Springs
South Eastern, BC
2 lane rural highway
93 Vermillion Pass 1640m Kootenay National Park
South Eastern, BC 2 lane rural highway
97 Pine Pass 874m 110 km South of Chetwynd
Central BC
2 lane rural highway
97 Summit Pass 1267m 140km North of Fort Nelson
North Eastern, BC 2 lane rural highway
97C Pennask Summit 1728m 50km E Merritt
South Central, BC 4 lane divided freeway

Roundabouts

Why are more roundabouts being built now?

The “modern” roundabout has come into favour recently as an effective means of controlling traffic at intersections. Roundabouts reduce delay and have a better safety performance than stop-controlled intersections when it comes to high severity collisions. The new roundabouts have improved geometric design over the older ones found in North America in the 1960s, and offer overall better performance than their predecessors and regular intersections.

A new web page “Roundabouts” has been developed that includes an animated graphic depiction of how roundabouts work.

Traffic Signals

I’ve noticed that the ministry traffic signals are highly visible at night – why is that?

In the past several years the ministry has embarked on two programs to enhance traffic signal visibility. The first was a change from the old incandescent light bulbs to the new brighter (but power-saving) light emitting diode (LED) replacement displays in the signal heads.
The second program was to enhance traffic signal head backboards with a border of highly reflective yellow reflective strip that greatly improves the visibility of the signal head. This has shown to be an effective means to improve safety at signalized intersections.

How does the ministry determine if a traffic signal should be installed at a particular location?

A request for a new traffic signal will be analysed using an established process that is widely accepted in the transportation industry. An engineering study will be conducted which assesses the following criteria:

Highway Classification
Total volume of traffic entering the intersection on all approaches on a typical weekday.
Also, the total traffic volume on the main street will be assessed alone to determine if a signal is justified.
The amount of delay that side street traffic encounter when trying to cross or enter the main street.
The impact the signal will have on smooth traffic flow. In other words, would installing the signal help traffic flow or make it worse on the main street?
Motor vehicle collisions: A traffic signal may reduce certain type of collisions such as right angle collisions and left turning collisions. If the collision history indicates that there is a pattern of these types of collisions, then a traffic signal would be a benefit.
Close proximity to other signals (less than or equal to 800 metres)
Number of existing signals

Once these criteria are reviewed by the traffic engineer, the analysis will help determine if a traffic signal is justified. The traffic engineer may consider other options rather than installing a signal. These include alternate forms of traffic control (e.g. 4 way stop sign control), geometric, or other improvements that may correct safety related issues, or investigate the possibility of installing a roundabout rather than a traffic signal.

Simply installing a traffic signal will not necessarily solve all perceived problems. Traffic signals can have a negative affect on traffic flow and safety if they are installed where they are not warranted. Traffic signals may result in more rear-end collisions, and can add needless delay to main street traffic if they are not required.

Why bother with all this analysis? – Why not just put in a signal when the public requests one?

Firstly, a traffic signal can have a negative affect on traffic flow and safety if it is installed where it is not necessary. A traffic signal may result in more collisions—especially rear-end collisions—and can add needless delay to main street traffic—if it is not warranted— creating driver frustration.

Secondly, traffic signals are expensive—approximately $100,000 to $200,000 to install, and a further $3-4,000 per year to operate and maintain. Installing a traffic signal without proper analysis and justification is a poor use of limited taxpayer funds, and would not be considered responsible engineering practice.

So how do traffic signals work – is there some sort of detector in the road?

All traffic signals under ministry jurisdiction are “actuated” signals, meaning that the traffic calls the green signal when a vehicle drives over a “loop” in the roadway. The “loop” is a wire embedded in a groove cut into the pavement, and is fed back to the traffic signal controller. When a vehicle drives over the loop, the traffic controller detector “senses” the change in electromagnetic field caused by the introduction of metal (from the vehicle) over the loop. Occasionally the loop will be embedded in the pavement and may not be visible.

Video detection is also being used by the ministry where cost effective. This technology uses special cameras to detect the presence of vehicles in specific pre-programmed areas, generally at the approaches to an intersection.

Another method of operating signals is by “fixed time.” In this case the traffic signal cycles continuously at fixed green, yellow, and red intervals. Fixed time signals allow controlled progression of sequential green lights from one intersection to the next through a network of signals.

pedestrian stop signalWhen I’m walking across an intersection controlled by a traffic signal the white “walk” light never stays on long enough for me to cross. Why?

The walk light is not supposed remain on long enough to allow you to cross the entire intersection. It usually comes on for about 6–10 seconds depending on the location. This indicates to the pedestrian that they may begin crossing. The flashing orange “Don’t Walk” means do not step off the curb, however if you have begun to cross, keep going – as you will normally have enough time to reach the other side. If the walk light stayed on longer, then pedestrian could be in the intersection when the opposing traffic received a green light, which is obviously not a desirable situation.

crosswalkWhy do some traffic lights flash green?

Traffic lights that flash green on the main street are pedestrian activated signals. The signal remains in the flashing green mode until a pedestrian, wishing to cross the main street, pushes the activation button. The signal will then cycle to a yellow light, followed by a red light for the main street traffic, then a “walk” signal allowing pedestrians to cross the road.

How do we get a pedestrian signal installed on a ministry highway?

The ministry’s traffic engineer will evaluate the location based on established guidelines to determine if a pedestrian signal is justified. In general, if there are sufficient volumes of pedestrians and high volumes of main street traffic resulting in a lack of “gaps” or crossing opportunities, a pedestrian signal may be justified.

emergency signalWhat is the purpose of the small white and blue light located on the traffic signal support?

Some traffic signals are equipped with an emergency vehicle pre-emption device which allows an emergency vehicle (usually fire trucks and ambulances) to activate a green signal in the direction they are travelling. The white and blue light is used by emergency vehicles as an indication that the pre-emption is active.

During an emergency preemption, several emergency vehicles may approach an intersection from different directions. The white light indicates which emergency vehicle has priority going through the intersection.

What is the purpose of the rectangular white light on a signal head?

This light is a transit priority light. When this light is activated, only transit buses may proceed through the intersection. This allows the bus to “jump” ahead of the regular traffic.

Why do I have to wait longer for a green light at a local intersection at different times of the day?

The intersection likely has a “time of day” timing plan which allocates more green time to the direction of travel with the highest volume of traffic. Since traffic flow varies during the course of the day you may find that if you are on a side street you may have to wait longer for a green light in the morning or late afternoon peak times – versus at mid-day or at night.

I have noticed two different types of left turn arrow displays when I drive; one type displays a solid green arrow when a left turn is allowed and the other type displays a flashing green arrow. What is the difference between these two different types of green arrow displays?

You are describing what is called a “Protected” and a “Protected/Permissive” left turning phasing.

The “protected phase” means that when a motorist sees a solid green arrow, the entire time is dedicated to the left turn, which is followed by a yellow, then a red signal.

The “protected/permissive phase” means that after the green arrow stops flashing, it is followed by a solid yellow arrow to indicate the exclusive left turn movement (“protected”) has ended. However, motorists will see a solid green signal so they can still make a left turn when safe to do so (“permissive”), as long as they yield to on-coming traffic.

Why do some ministry traffic signals have yellow “PREPARE TO STOP” signs with yellow flashers on them in advance of intersections? How do they work?

The ministry installs “Prepare to Stop” warning signs at traffic signals when:

the road has a posted speed of 70 km/h or higher;
there is restricted vertical or horizontal sight distance;
the traffic signal is the first one after a long stretch of driving without encountering another traffic signal;
on steep downhill grades.

These signs are used to provide additional guidance to motorists and allow a gradual deceleration before the signal changes to a yellow light. The flashers are programmed to come on at a given interval before the yellow signal comes on. This interval time will vary depending on the speed limit and grade at the site.

Speed Limits

How are regulatory speed limits determined?

The BC Motor Vehicle Act establishes the basic or “statutory” speed limit on all public roads: 80km/h outside municipalities and 50km/h within municipalities.

The respective road authority (Ministry of Transportation and Infrastructure or incorporated municipality) may alter posted speed limits.

The ministry’s policy for establishing regulatory speed limits follows the industry practice as set out by the Institute of Transportation Engineers’ document entitled “Speed Zone Guidelines, A Proposed Recommended Practice.”
Institute of Transportation Engineers

The regulatory speed limits on ministry highways range from 50 to 110km/h, in 10km/h increments depending on the type of highway.

The guiding principle in establishing a regulatory speed limit is the use of the 85th percentile speed concept. This means that setting the speed limit as near as practicable to the speed limit at which 85% of traffic is traveling at or below under ideal road and weather conditions is the basis for a speed limit. This 85th percentile speed limit may then be adjusted to obtain a final posted speed limit, as determined by the traffic engineer. Factors taken into consideration for the adjustment include: safety performance of the road, geometric features such as shoulder width, number of intersections or accesses and surrounding land use.

Who establishes the regulatory speed limits on provincial highways?

The regional traffic engineer is responsible for conducting the speed zone study, analysis and recommended speed limit. The ministry’s Chief Engineer approves all speed limits on provincial highways.

Where does the regulatory speed limit change take effect?

The Motor Vehicle Act specifies that the speed limit is in effect at the point which the black and white regulatory speed limit sign is placed.

The highway adjacent to my property is posted at 90km/h. Why won’t the ministry consider posting a 60km/h zone to slow traffic down in front of my property?

It is a popular misconception that reducing the regulatory posted speed will automatically reduce the speed of traffic. Similarly, raising the regulatory posted speed limit will not necessarily increase the speed of traffic. Studies have shown that drivers will tend to disregard regulatory posted speed limits that they deem unreasonable. An unrealistically low speed limit will simply result in speed differentials between the few motorist who actually will obey the regulatory limit, and the majority who disregard it. If the unrealistic regulatory speed limit were to be enforced it may create antagonism toward the police and traffic laws in general.

What is the difference between the speed posted on the small yellow signs and the speed posted on larger black and white signs?

The speed posted on the small, square, black and yellow signs are advisory speed limits and are normally used in conjunction with a sign warning of a curve. These signs are posted for driver safety and guidance.

The black and white speed signs are regulatory. If a driver is found to be exceeding this limit, it is a ticketable offence.

How can I get a 30km/h school regulatory speed limit installed on the highway?

The school speed zones may be approved by the regional traffic engineer. They are only used on roads adjacent to where an elementary school is located, however due to the restrictive nature of the 30km/h speed limit, they are not be installed on a numbered provincial highway. Elementary schools that have a property line along a numbered provincial highway should fence the property between the school and highway, and use a side road to access school property. The side road could then be signed with a 30km/h school.

Under the Motor Vehicle Act the school zone is in effect from 8am to 5pm, or as specified on the speed sign.

Playground zones are in effect from sunrise to sunset.

Pavement Marking

How are the passing and no passing sections determined on rural highways?

Sections of two lane rural highways where passing is permitting in the opposing lane, (indicated by the presence of a dashed yellow line), is determined by using established guidelines where specific sight distance available to the motorist is measured. As long as an adequate sight distance is met, as determined by a field crew, passing is permitted. The actual sight distance varies with the speed limit, for example at 100km/h the minimum sight distance is 400m.

The general procedure is outlined in the Manual of Uniform Traffic Control Devices for Canada, so that all road agencies use the same general principals, resulting in passing zones on the national road network being consistently applied.

What type of paint is used for road marking and how do they make it reflective?

Road marking paint is specially formulated for the traffic. Several manufacturers produce this paint. Both the yellow and white paint are alkyd-based paint. The ministry tests road marking paint on a regular basis to assess its suitability for road marking

Often stop bars and crosswalk are marked using thermoplastic materials rather than paint. At these location thermoplastic is much more durable and lasts up to five times longer than paint.

Road marking are made reflective by the application of specially manufactured glass beads which are added to the paint after it is sprayed on the pavement.

Why aren’t the lines wider—wouldn’t they be easier to see?

All are 100mm wide except for lines on freeways near ‘critical” areas (such as exit ramps) which are 200mm wide. These dimensions are consistent with national standards.

The ministry may approve wider edge lines (150mm) at locations where they are considered justified from a safety perspective. A network-wide use of wider lines would add significant cost to the ministry’s pavement marking costs.

Why aren’t the pavement markings reflective when it’s raining?

All pavement marking have reflective qualities. Reflective glass beads are added to the paint as it is applied. Unfortunately, if it is raining, the reflective qualities of the markings are greatly diminished as water coats the glass beads and reduces the reflective qualities.

Additionally, markings become less reflective as they age. Normal traffic wears the markings, and sand and salt in the snow belt areas act as an abrasive and further deteriorates the markings.

There are new types of marking material with greatly improved life spans. Some are highly effective in terms or visibility at night under wet conditions, however these products are approximately thirty times the cost of paint – therefore this limits their use.

How often does the ministry re-paint the markings?

Directional dividing lines on major routes are painted annually. Lane edge lines and dividing lines on lower volumes routes are done every second year. Overall the ministry paints approximately 30,000 lane-kilometers of lines every year.

Why doesn’t the ministry use more “cat’s eyes” or pavement reflectors?

The term “cat’s eyes” refers to a particular brand of pavement reflector that was developed in the UK. The generic term for pavement reflectors is “raised pavement markers” (RPMs).

Raised pavement markers are effective in improving driver guidance, especially in the south coast and Vancouver Island areas of the province. In other areas where winters are quite snowy, reflectors are often severely damaged or removed by snowplows. The ministry has researched and experimented with various reflector designs that are considered “snowplowable”. However none have proven to be durable and cost-effective over the long term. The ministry has looked at installing pavement reflectors in recessed grooves but water tends to accumulates in the grooves, diminishing the reflective qualities of the reflector. In snowy areas the recesses often get packed with snow and sand, and the reflectors often become damaged from vehicles using tire chains.

In some cities, road lanes have a diamond painted on the pavement. What is that for?

The diamond symbol on the pavement indicates that lane is reserved for a certain class of vehicles. It could be a high occupancy vehicles (HOV) lane specifying a minimum number people that must be in a vehicle or reserved for transit buses. Signs at the beginning of these reserved lanes will indicate the criteria for using the lane and any other relevant information—such as time of day the restriction is in place.

Why do “high occupancy vehicle” lanes differ in the requirement for the number of people required in a vehicle? I notice some HOV lanes require 2+ people while others require 3+ people.

Occupancy rates are determined by lane usage, lane demand and highway capacity constraints. For example, on Highway 99 the HOV lanes converge from a 6-lane highway down to a 4-lane highway at the George Massey Tunnel (Deas Island). The 3+ designation allows the ministry to better manage the traffic flows entering the tunnel.

2 Line Crosswalk

Why are some crosswalks marked with two parallel lines while other have solid rectangles across the road?

The crosswalks marked with solid rectangle bars across the street are called “zebra” crosswalks and are used by the ministry added emphasis for the pedestrian crossing is required. This includes mid-block cross-walks, unsignalized cross-walks crossing the highway, and crosswalks near schools where there is a high number of children crossing the road.

Zebra Crosswalk

Municipalities may also use zebra crosswalks, and may establish their own policies as to when and where they use them. In some locations motorists will see wide spread use of zebra crosswalks, compared to ministry roads or other jurisdictions.

Traffic Signs

Why don’t you use the “Keep Right Except to Pass” sign instead of the “Slower Traffic Keep Right” sign on multi-lane highways?

On multi-lane roadways, the standard is to use the “Slower Traffic Keep Right” sign. Using the “Keep Right Except to Pass” sign tends to force drivers into the right lane which is not desirable on high volume urban highways where all lanes must be used to handle capacity. Outside of B.C., the “Keep Right Except to Pass” sign is used on passing and climbing lanes on 2 lane rural highways.

What is the difference between the black signs with white arrows; the white signs with black arrows; and red or green circles with a horizontal slash line through them? They all appear at intersections.

The black signs with white arrows are called “lane control signs.” They specify the movement that is permitted in a particular lane. They are used when the lane requires a maneuver different than normally expected (e.g. a right lane that becomes a mandatory right turn movement, may have a right turn lane control sign mounted above this lane).

The white signs with black arrows in a red or green circle are “turn control” signs. They regulate the type of movement allowed or disallowed at the intersection, but do not reference the movement by lane.

For example; a black left turn arrow within a red circle with a diagonal slash through it means no left turns are permitted at the intersection. However if the 2 right hand lanes were mandatory right turns then a right turn lane control sign (white arrow on black) would be mounted over each right turn lane in addition to the turn control sign.

Turn Control Signs Lane Control Signs

Right Turn
Only

Left Turn
Only

No Left
Turns

No Right
Turns

Left Turn
Lane

Through
Lane

Right Turn
Lane

On many highways there are yellow curve signs with a speed limit on a small, square sign below the curve sign. I can drive a lot faster around the curve than the speed limit indicated on the sign – why is that?

The criteria used to establish the curve advisory speed is long established. Although this basic procedure is used by highway agencies throughout North America, the result may be somewhat conservative for some modern automobiles, therefore the average driver will find themselves possibly driving through a curve at higher than the advisory speed, under ideal road conditions, without any discomfort. Curve testing is done with a standard passenger vehicle, therefore truck drivers may find the advisory speed more accurate as the higher centre of gravity results in more discomfort than a passenger vehicle while traveling through a curve.

Why is my town not listed on the green guide signs on the highway?

Generally the ministry tries to limit the information on guide signs to the necessary information the motorist needs to make navigational decisions. Research has shown that drivers can only read and comprehend a small amount of information at highway speeds. Since the amount of information that can be represented to the driver is limited, destinations placed on guide signs are limited to 3 (major destination at the end of the route) and the next 2 major cities or towns. Placing smaller towns and community names on the guide signs would add too much information for the driver to comprehend and could lead to driver errors.

How are exits numbers for interchanges determined?

Exit numbers are sequential starting at “1” from the southern (for north-south highways) or western (for east-west highway) commencement of the highway. The numbers represent the distance in kilometres the exit is from the commencement point of the highway. For interchanges with 2 exits, the number is suffixed with an “A” for the first exit (traveling in a northbound or eastbound direction) followed by a “B” for the second. Therefore motorist traveling in the opposite direction (southbound or westbound) will see e.g. “EXIT 2B” followed by “EXIT 2A.”

How can I get a blue and white sign on the highway for my business?

The “Service & Attraction Sign Program” is a comprehensive sign program to provide standardize direction signs for approved motorist services (food, fuels and accommodation) and tourist attractions.

The eligibility criteria and entire sign policy are detailed in the following program manuals (Adobe Acrobat PDFs):

http://www.th.gov.bc.ca/publications/eng_publications/
electrical/Service_Attract_manual.pdf

What should I do if I plan to put up a sign near a provincial highway or if I need access to ministry property?

To maintain the efficiency of the provincial highway system and to ensure public safety, all development next to highways must comply with the standards and requirements set by the ministry and perhaps the municipality. Therefore, it is imperative to discuss your proposal with staff in your ministry district office. Please refer to the government of B.C. listings in the blue pages of your telephone book under Transportation for the office nearest you, or use the following link: http://www.th.gov.bc.ca/contacts.htm

Why does ministry used the electronic message signs and how are they used?

These signs, referred to as “changeable message signs” (CMS) are used throughout the province to communicate road conditions such as construction activities, closures, weather related conditions, traffic accidents etc. that may affect the travel time and route selection for motorists. The CMS signs may also display the occasional public safety message such as the “Amber Alert” messages in cooperation with the RCMP.

Election Signs

What is the ministry’s policy regarding election signs on a highway right-of-way?

The ministry conditionally allows election posters or signs on highway rights-of-way, with the exception of freeways or any major highway structures. Election posters or signs:

must not be attached to, obstruct or simulate any traffic control device;
must not be positioned closer to the traveled lanes than standard traffic signs;
must not be placed and/or constructed in any fashion that may cause a traffic hazard;
are not allowed until election writ has been dropped.

Are there any highways where election campaign signs are not allowed to appear?

The sign policy of the ministry allows the placement of election campaign signs along most provincial highways on a first-come, first-served basis. There are, however, some exceptions. Election campaign signs are not allowed to be placed on some freeways.

How does the ministry handle the removal of election signs?

Signs or posters contravening the conditions mentioned in the answers to the previous two questions will be taken down by the ministry.

The next working day after an election, the election signs should be taken down by those who installed them.

Street Lighting

How many streetlights does the ministry operate?

The ministry operates approximately 20,000 conventional street lights and approximately 600 high mast lights. Additionally, there are numerous fixtures such as sign luminaires and tunnel lights etcetera.

How do street lights turn on at dusk and off at dawn? Also, why do some lights turn on at different times than others?

Street lights are controlled by photo electric cells. These devices sense the amount of daylight and turn the street light on and off at preset light levels. Some street lights are controlled individually, whereas some jurisdictions, such as the BC Ministry of Transportation and Infrastructure, control street lights in groups.

What type of bulbs are used in streetlights?

The ministry uses “high pressure sodium” bulbs which provide 5 times the output for the same wattage as an incandescent bulb – ranging from 150 to 400 watts depending on the location and size of roadway. The high mast lighting at interchanges uses 1000 watt HPS bulbs.

Why are some highway interchanges lit with clusters of lights on very high poles, whereas other interchanges are lit with individual lights and poles?

Often, high volume, urban interchanges are illuminated using “high mast” lighting structures which can have a number of 1000 watt bulbs. High mast lighting illuminates a large area, which makes them cost effective for interchanges. A cost benefit analysis is often used to show the advantages of using high mast lighting.

Why do some of the larger tunnels on the provincial highway system seem to have higher lighting levels at the entrances to the tunnel and get darker as you drive further into the tunnel? Also, it appears there are more light fixtures turn on in the daytime than at night.

Long tunnels are illuminated with multilevel lighting zones (usually three levels plus a nighttime level) to allow the eye to adapt from the outside light levels to lower light levels. At night, this adjustment isn’t required, and the nighttime level is lower than any of the daytime levels.

Why is it difficult to see the light source in some street lights until you are almost directly beneath it?

It is likely you are noticing the newer “flat glass” style street lights (luminaries) which illuminate the road with a very small upward component of light. This type of luminaire greatly reduces “skyglow” and is more efficient and less expensive than the older style of luminaire.

Is the ministry utilizing new, energy efficient LED’s for street lighting?

The ministry actively researches new technologies we are aware of to determine their suitability for use on the Provincial Highway System. Our priorities are safety and value for the taxpayers’ dollar. LED technology has had a major impact on the traffic signal industry, providing up to 90 % power savings over the previous incandescent traffic signal bulbs. The ministry partnered with BC Hydro to convert all of our traffic signals to LED and realized these power savings. LED street lights are still in their infancy and are significantly more expensive than the current high pressure sodium technology we use almost exclusively for street lighting on the Highway system. In addition, the efficacy (lumen output per input watt) for High Pressure Sodium is still higher than it is for LED fixtures.

Traffic Calming

Why doesn’t the ministry use more traffic calming devices such as speed humps?

Traffic calming techniques are gaining popularity with municipalities as a tool to slow and restrict traffic primarily in residential neighborhoods. The ministry’s jurisdiction is primarily the provincial highway network with the emphasis on inter and intra provincial traffic. The ministry’s mandate is to improve the traffic flow efficiency rather than restrict it, so traffic calming tools are usually only used at the municipal level.

Safety

Why are there grooves in the pavement along the shoulder of some highways?

You are describing shoulder rumble strips. They are proven to be an effective “audible delineation” (sound and vibration warning) for preventing off road collisions. The rumble strips are designed so they will have minimum impact on cyclists using the shoulders, while still improving motorist safety.

Why is there concrete safety barrier on the shoulders of some roads and not on others? Also, why doesn’t the ministry use the steel barrier like they do in Washington state?

Concrete roadside barrier (CRB) is installed along the shoulder of highways where it is justified and where funding permits. Not all locations require CRB. Some of the criteria that is assessed when determining if CRB should be installed is: shoulder width, the slope of the ditch and volume of traffic on the highway. Generally – the steeper the shoulder, the narrower the shoulder, and the higher the traffic volumes – the more likely barrier will be justified.

The steel “W” beam type of guardrail may be used on BC highways. However the preference is to use the concrete barrier, as it costs about the same to install as the steel “W” beam guardrail. The concrete barrier requires less maintenance after it is installed.

Why doesn’t the ministry install more median barriers? Wouldn’t this help prevent head on collisions?

Median barrier is effective in reducing head on collisions, however in most cases there is insufficient width to place barrier in a median area on an existing highway. The barrier itself is approximately 0.6m wide, plus an additional meter on each side of the barrier is required as a comfortable offset distance from the driving lane. In order to install median barrier, approximately 2.6m of width is required. On 2-lane highways, median barrier is not used except on isolated, very short highway segments prone to collisions—where adequate road width exists, or where the road can be widened.

How much barrier is there on ministry roads?

Approximately 2100 km.

Winter Tires

Where are winter tires and chains required on BC highways?

There are Regulatory Signs (R047) posted in various locations on numbered highways throughout the province.

The R-047 Regulatory sign “Use Winter Tires or Carry Chains – Beyond This Point – October 1st – April 30th“ when placed upon a highway will prohibit vehicles from being driven or operated on a highway that are not equipped with winter tires or chains beyond that point when enforced by the police, ministry or other enforcement officials.

The W-041 Warning sign when placed upon a highway is to inform motorists that winter driving conditions can be expected on provincial highways from Oct 1st -Apr 30th. Therefore, motorist should be properly equipped with appropriate winter safety equipment between Oct 1st – April 30th, and may be prevented from proceeding on highways which have R-047 regulatory signs “Use Winter Tires or Carry Chains – Beyond This Point – October 1st – April 30th“ placed upon the highway.

http://www.th.gov.bc.ca/popular-topics/faq.htm

oops, pasted more than expected.
my bad

Good catch Albus. I noticed that too….

Man, I thought that post was Gus on steroids!!!

I was thinking about the Hixon and a flashing light for a crossing. I for the life of me can not remember one crosswalk or proper pedestrian crossing in Hixon. Does that mean that each time a person cross’s the highway in Hixon they are jaywalking and breaking the law?

Loki, do you think we would read alll that stuff.?

Some of us have been walking for years and have never had even a close call. So why all the fuss? As kids we were told to stop, look and listen and it still appplies today.
Cheers

“Does that mean that each time a person cross’s the highway in Hixon they are jaywalking and breaking the law?”

No. Here is the definition of a crosswalk from the MVA

Part 3
Definitions
119 (1) In this Part:

“crosswalk” means
(a) a portion of the roadway at an intersection or elsewhere distinctly indicated for pedestrian crossing by signs or by lines or other markings on the surface, or

(b) the portion of a highway at an intersection that is included within the connection of the lateral lines of the sidewalks on the opposite sides of the highway, or within the extension of the lateral lines of the sidewalk on one side of the highway, measured from the curbs, or in the absence of curbs, from the edges of the roadway;

So, as long as there is a “well defined” roadway which intersects the highway as a T or cross intersection, there is a crosswalk. It does not have to be physically/visually defined.

However there are two marked crosswalks which have painted stripes across the highway and crosswalk signs. But no lights.

There are also at least 7 intersections, but most are not well defined.

The posted speed limit is 60.

There are no sidewalks anywhere in Hixon.

To gather this information Google Earth is of great assistance. ;-)

Thsi is also from the MVA and gives drivers and pedestrians info about who has the right of way.

Rights of way between vehicle and pedestrian

179 (1) Subject to section 180, the driver of a vehicle must yield the right of way to a pedestrian where traffic control signals are not in place or not in operation when the pedestrian is crossing the highway in a crosswalk and the pedestrian is on the half of the highway on which the vehicle is travelling, or is approaching so closely from the other half of the highway that he or she is in danger.

(2) A pedestrian must not leave a curb or other place of safety and walk or run into the path of a vehicle that is so close it is impracticable for the driver to yield the right of way.

Crossing at other than crosswalk

180 When a pedestrian is crossing a highway at a point not in a crosswalk, the pedestrian must yield the right of way to a vehicle.

So, there is no such infraction as Jaywalking … in other words, one can cross a highway at any location based on the MVA, as long as the pedestrian yields the right of way to vehicular traffic where there is no “crosswalk”.

Municipalities may make regulations which restrict that further.

So, as I see it, Hixon’s probelm is more of its own making by not doing anything about it rather than anyone else’s fault.

Putting police on duty, without clarifying what goes on there to both pedestrians in town and motorists passing though, the police will be a useless expensse.

Since Hixon is not incorporated, they need to go talk to the regional district they are in to take responsibility along with thw citizens of the communty.

My take ….

Why try to make drivers slow down–we’re in a hurry here — why not just build proper roads and keep them maintained? There shouldn’t be any stop lights on Hwy 16 or the by pass. Every main intersection should have an underpass allowing straight through traffic to pass through PG without stopping.. Our city planner is still planning for a town with 3000 people. I can hardly wait for the twin rounabout gong show on 4th and 5th when the cop shop is done.
There is so many ways to spend money on less important things. Proper roads with proper maintenance means less accidents without slowing down.

Traveller,

So, show me the comparables. Kamloops, lights everywhere, Kelowna, the same, Vernon, yup, lots of lights, Victoria? Lights, lights lights.

I think you live in a dream world.

Gus,

so what your saying is a pedestrian in Hixon has no right of way at any point on that highway and they must yeild to all traffic.

Ever wonder why nobody gets run over in Stone Creek?

Its that naughty sign that Northland Dodge put up with a stratigic look at the curves of a high maintenance vehicle! Every vehicle in the country slows down to take a good look.

I think I solved the problem, simply put naughty signs along the road where ever you want traffic to slow down.

Speed bumps in Hixon should do the trick!

Hixon is a speed bump.

Now a serious question, humor me. In Hixon you have to slow down to 60 kmph a fair distance back from either direction. Why dont they have a further slowing of the traffic to 50 kmph when your in the metropolis area (around the hamberstand) and speed back up to 60 by the bridge?

One other thing, from my experience the commercial traffic does a pretty good job of slowing down around Hixon compared to other areas. What I get a kick out of is all the 4 wheeler traffic who think they have to pass the commercial traffic in town instead of waiting for the passing lanes at either end of the community.

Albus: The comparables are not in BC–this whole province is backwards when it comes to traffic. I drove through Salt Lake City last summer. The speed limit was 75 MPH before the city limits and 65 MPH in the city. The highway was completely under constuction (both sides) from one end of the city to the other — no stupid 30 MPH zones — only signs stating fines were double in construction zones. 20 miles through the city and not one accident and not one person being pulled over for speeding — no slowing down for anyone merging in. Not one traffic light anywhere. Besides; who needs a comparable city or a road when you’re trying to do the BEST!! Do you think Salt Lake needed a comparable to build their road?? Traveling through a total of 9 States in 35 days I saw only one car pulled over by police in over 5000 miles (not Km — miles)

Big Bore,

Ok, sure, we complain we are over taxed, we want better road maintenance, better hospitals, better policing, better schools, less crime. What the heck, lets double our tax’s and build the roads as you suggest in a geographical area which is vastly more costly to work in.

Yup, Im on board, double my tax’s so we dont have any more traffic lights.

That was sarcasm in case you missed it.

oh, by the way, Salt Lake City metropolitan area 1,145,905 population in 2011. Prince George? 70,000.

Great comparison.