Complete Street Transformations in the Greater Golden Horseshoe Region

Principal Investigators Nancy Smith Lea Director, Toronto Centre for Active Transportation, Clean Air Partnership Dr. Raktim Mitra Assistant Professor, School of Urban and Regional Planning, Ryerson University Dr. Paul Hess Associate Professor, Department of Geography and Planning, University of Toronto

Research Associates Neil Loewen | Brandon Quigley tcat Lead Designer Design Assistance Anna Ingebrigtsen Neil Loewen + Clara Romero

Clean Air Partnership (CAP) is a registered charity dedicated to improving air quality, minimizing greenhouse gas emissions and reducing the impacts of air pollution and climate change. tcat The Toronto Centre for Active Transportation (TCAT), a project of CAP, advances knowledge and evidence to build support for safe and inclusive streets for walking and cycling, and believes that active transportation plays a critical role in creating toronto centre for environmentally and economically sustainable cities. active transportation This work was generously supported by the Government of Ontario through the Places to Grow Implementation Fund.

Reference: Smith Lea, N., Mitra, R., Hess, P., Quigley, B. & Loewen, N. (2016). Complete Street Transformations in the Greater Golden Horseshoe Region. Toronto: Clean Air Partnership. For more information: www.tcat.ca tcat toronto centre for active transportation

Table of Contents 1. OVERVIEW 1.1 Background 1.2 Methodology 1.3 Evaluating Project Outcomes 1.4 Project Locations Map 1.5 Project Outputs Checklist

2. FEATURED COMPLETE STREETS Major Arterial Streets 2.1 Cannon Street, Hamilton 2.2 Highway 7 East, Markham + Richmond Hill 2.3 Brealey Drive, Peterborough 2.4 Richmond & Adelaide Streets, Toronto Minor Arterial Streets 2.5 Shellard Lane, Brantford 2.6 College Avenue West, Guelph 2.7 Queens Quay, Toronto Collector Streets 2.8 King Street, Kitchener 2.9 Davenport Road, Waterloo

3. CONCLUDING REMARKS

4. GLOSSARY OF KEY CONCEPTS 5. BIBLIOGRAPHY 6. PHOTO CREDITS 1.0 Overview

1.1 BACKGROUND In this publication, we identify and document recently implemented Since 2014, Nancy Smith Lea at the Toronto Centre for Active Complete Street transformation projects within the Greater Golden Transportation (TCAT), Dr. Raktim Mitra at Ryerson University, and Dr. Horseshoe (GGH) Region. Our goal was to understand the types and Paul Hess at the University of Toronto have worked together to investigate characteristics of transportation projects that the GGH municipalities are Complete Streets in the GGH Region through the development of a series identifying as Complete Streets, as well as to explore current municipal of publications. The Complete Streets Catalogue: Understanding Complete efforts relating to the evaluation of the impacts of these capital projects. Streets in the Greater Golden Horseshoe Region (Smith Lea, Mitra, & Hess, 2014) featured a broad overview of projects in growth centres Complete Streets, which are designed for all ages, abilities, and modes within the GGH Region. Complete Streets Evaluation: Understanding of travel, is a concept that is gaining traction throughout North America. Complete Streets in the Greater Golden Horseshoe Region (Smith Lea, There is a growing demand to ensure that pedestrians, cyclists, people Mitra, & Hess, 2015) conceptualized the results of a Complete Street in with disabilities, and transit users - as well as motor vehicle occupants - are terms of outputs and outcomes. The document proposed a framework to all accommodated safely and comfortably. These principles closely align evaluate the outcomes of a Complete Street project that is based on a set with the provincial policy goals relating to the GGH Region, as outlined in of performance indicators. These performance indicators were organized Section 2.1 of the Growth Plan for the Greater Golden Horseshoe (2006): and classified according to four broad goals that Complete Streets “The Plan is about building complete communities, whether urban or rural. aim to achieve: 1) increased active and sustainable transportation, 2) These are communities that are well-designed, offer transportation choices, increased safety, 3) improved level of service, and 4) improvements to the accommodate people at all stages of life and have the right mix of housing, surrounding neighbourhood environment. a good range of jobs, and easy access to stores and services to meet daily needs.” (Ontario Ministry of Municipal Affairs and Housing, 2013) Complete During the course of this previous research, consultations with local Streets are an important component of complete communities. transportation experts identified a need for documenting Complete Street transformations in detail, including evidence of transportation outcomes. In the GGH Region, and throughout Canada, we are now seeing Complete This book is the result of the next phase of our research, and includes nine Streets moving from concept to reality within a planning context that examples throughout the GGH Region of street transformations that have enables such developments. GGH municipalities are becoming denser and been completed in the past few years. more diverse, and working to promote walking, cycling, and transit ridership in keeping with the Places to Grow Act (2005) and the Growth Plan for No two street designs documented in this book are the same and the the Greater Golden Horseshoe (2006). Individual municipalities have also context for each is deliberately quite varied. We have featured projects been implementing their own policies to support Complete Streets, whether located in both large and small municipalities, and in urban, suburban, and within Official Plans, Transportation Master Plans, or as design guidelines. rural contexts. These changes to policy and practice are laying the groundwork for more balanced shares of travel modes. However, for much of the past half- 1.2 METHODOLOGY century North American street design has primarily prioritized the fast, The Complete Street transformations that are featured in this book were efficient movement of cars above all other modes. This means that, in compiled by contacting representatives from each of the municipalities practice, creating Complete Streets involves transforming and redesigning who were interviewed and consulted during the course of researching our existing streets in order to create more space, amenities, and new previous publications in our Understanding Complete Streets in the Greater standards to support pedestrians, bicycles, and public transit, and improved Golden Horseshoe Region series: the Complete Streets Catalogue, and safety for all modes. These street transformations are still the exception Complete Streets Evaluation. In the Complete Streets Catalogue, we rather than the norm, are typically not well documented, and the outcomes featured a broad overview of Complete Streets projects throughout the are not yet well evaluated or understood. 1 GGH Region, with a mix of projects at various stages of completion, with As a result of this process, the projects featured in this book do not many that are still under construction (Smith Lea, Mitra, & Hess, 2014). necessarily reflect ‘best practice,’ but were chosen in order to demonstrate However, for this current project, the goal was to identify Complete Street the diversity and measurable outcomes of Complete Street transformations transformations, constructed in full or in part, for which some data or throughout the GGH Region. feedback had been collected that could be used for evaluation purposes. In order to compare outcomes to previous conditions, the transformation had For each Complete Street transformation project, we have provided to be to an existing street rather than a new build. information about the outputs of each project - the key measures of the enhancements that were built and are expected to have positive There is no agreed upon definition of what constitutes a Complete Street impacts. Project outputs can include bike lanes, sidewalk or intersection and what does not, so municipal contacts were asked to self-select any improvements, or other amenities. projects that they felt represented Complete Street transformations in their jurisdiction. In the case of projects featured in the Complete Street The outcomes (to the extent that they are available) include the effects Catalogue that were not yet implemented, municipalities were invited or impacts that are observed resulting from the outputs such as more to identify other, partially or fully implemented projects. All municipal people walking, cycling and/or using transit, reduced collision severity representatives were asked about the types of data and information and frequency, an increase in perceived safety and comfort by cyclists they collected before and after the redesign and construction of streets and pedestrians, and improvements to the surrounding environment (e.g. occurred. increased property values and retail sales, improved air quality, increase in physical activity levels). Most of the data and photographs used in this book were provided by the municipalities or associated governmental agencies. In addition, our For each street, available data or feedback from before and after the research team assembled additional information and photographs through completion of each project is provided in order to determine how the research from secondary sources and site visits. The information and data Complete Street concept is being applied in practice. This book provides collected was guided by the framework developed in our previous research a variety of photographs and other visualizations to illustrate the changes (Smith Lea, Mitra & Hess, 2014; 2015). made on each street. The key outcomes are classified according to the key performance indicators from the Complete Streets Evaluation report. Some municipalities who were included in the Complete Streets Catalogue were not included in this book. Some could not identify sufficiently Additional information is provided about the geographic and policy contexts implemented projects that they felt qualified as Complete Street projects. of each project, and details about the process that each project needed Other municipalities who had implemented Complete Street redesign to go through, from consultation, approval, design, and construction. The projects were unable to provide sufficient data or information from before projects are described in Section 2, and are grouped according to the major and after these projects were implemented within the timeline of our street typology, namely - major arterial streets, minor arterial streets, and research. collector streets. The research team also made an effort to feature projects that are geographically dispersed throughout the region, and are located in communities of different sizes, densities, and urban characters. These goals, however, were secondary to finding projects with significant data to demonstrate clear outcomes.

2 1.3 Evaluating Project Outcomes

EVALUATING PROJECT OUTCOMES ACCORDING TO COMPLETE STREET GOALS

Previous research in our Complete Streets Evaluation report conceptualized the results of a Complete Street in terms of outputs and outcomes. This conceptualization was informed by Complete Street research in the U.S. (McCann & Rynne, 2010; Center for Inclusive Design Environmental Access & GOBike Buffalo, 2014). Outputs of a Complete Street project are the enhancements that get built and are expected to have positive impacts, such as kilometres of bike lanes, or the distance of sidewalk or intersection improvements. Outcomes of a project are the effects or impacts that are observed resulting from these outputs, as experienced both by the people using the street, as well as more systemic changes. The Complete Streets Evaluation report identified a set of 21 performance indicators to evaluate the outcomes of a Complete Street project. Commonly used performance indicators of the potential outcomes of Complete Street projects have been classified in this book according to four key goals of a Complete Streets approach: increased active and sustainable transportation; increased safety of the road users, improved level of service; and, improvements to the surrounding neighbourhood environment.

3 ACTIVE AND LEVEL OF LEVEL OF SURROUNDING SUSTAINABLE TRANSPORTATION SAFETY SERVICE ENVIRONMENT

An important measure of Complete Streets should The performance of a As well as improving the success of a Complete improve safe access for street has typically been safety and function of Street project is whether all road users, especially evaluated only from the the street, a successful more people are walking, pedestrians and cyclists. perspective of delay Complete Street project cycling, and using transit. A successful Complete experienced by motor can also positively impact Common measures Street project, then, vehicles, using a set of the surrounding area in include increased should see a decrease measures collectively terms of economic (e.g. pedestrian and cycling in collision severity and known as “level of property values, retail counts, increased transit frequency. Motor vehicle service” (LOS). On a sales), environmental (e.g. ridership, and decreasing traffic speed is also used Complete Street, the air quality, noise pollution), motor vehicle counts, each as a performance indicator travel experience of and health benefits (e.g. of which demonstrate for safety, since there pedestrians, cyclists and changes in physical a potential mode shift is a strong relationship transit users also needs to activity, rates of obesity toward more active and between lower speeds be considered. In addition and chronic illness, etc.). sustainable travel modes. and improved safety, to measures relating to particularly for vulnerable motor vehicle delays, road users such as there are other factors pedestrians and cyclists. that need to be assessed to understand the level of service experienced by cyclists and pedestrians, such as perceived safety and comfort.

4 1.4 Project Locations Map

ORILLIA COUNTY OF This publication features nine Complete Street PETERBOROUGH transformation projects within the GGH Region. BARRIE Lake Simcoe The examples are taken from various geographical KAWARTHA LAKES contexts, including large, medium and small cities PETERBOROUGH and towns, located in urban, suburban and rural contexts. In these different locations, major arterial streets, minor arterial streets and collector roads were transformed into Complete Streets. The street COUNTY OF Brealey Drive characteristics and project outputs also varied SIMCOE widely across projects listed here.

COUNTY OF COUNTRY OF NORTHUMBERLAND DUFFERIN REGION OF Highway 7 E DURHAM

REGION OF YORK REGION COUNTY OF OF PEEL WELLINGTON Richmond / Adelaide TORONTO

Lake Ontario Davenport Road GUELPH REGION OF Queens Quay HALTON REGION OF WATERLOO College Avenue W King Street

Shellard Lane HAMILTON Cannon Street BRANTFORD COUNTY REGION OF OF BRANT NIAGARA HALDIMAND COUNTY

5 The checklist is a snapshot of the key measures that were implemented in each of the 9 Complete Street projects. Project Outputs Checklist 1.5

TransitTransit CyclingCycling PedestrianPedestrian SpeedSpeed AccessibilityAccessibility ImprovementImprovementRoad DietRoad DietImprovementImprovementImprovementImprovementReductionReductionStreetscapingStreetscapingImprovementImprovement

HamiltonHamilton CannonCannon Street Street

MarkhamMarkham + Richmond + Richmond Hill Hill HighwayHighway 7 E 7 E

PeterboroughPeterborough BrealeyBrealey Drive Drive

TorontoToronto RichmondRichmond Street Street AdelaideAdelaide Street Street

BrantfordBrantford ShellardShellard Lane Lane

GuelphGuelph CollegeCollege Avenue Avenue W W

TorontoToronto QueensQueens Quay Quay

KitchenerKitchener KingKing Street Street

WaterlooWaterloo DavenportDavenport Road Road 6 Cannon Street 2.1 City of Hamilton

BEFORE AFTER

Cannon Street looking west.

Road diet reduced four traffic Cannon Street is a truck lanes to three during peak periods west of Victoria Ave., route, but as downtown and three lanes to two east of neighbourhoods Victoria Ave. The cycle track is separated transition to better from one-way traffic lanes by accommodate residents, planters and bollards. a road diet has defined A two-way cycle track was added between Sherman space for cyclists and Ave. and Hess St. sheltered pedestrians on Bike boxes enabling right turns for cyclists have been existing sidewalks. added at certain intersections. 7 Adelaide St

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GEOGRAPHIC CONTEXT POLICY CONTEXT Hamilton is the historic industrial hub of Southern Cycling infrastructure development in Hamilton Shifting Gears (2009). A well-organized campaign Ontario and the ninth-largest city in Canada. After is overseen by a municipal body known as the led by area residents called “Yes We Cannon” some decline, recent years have brought renewed Hamilton Cycling Committee (HCyC). The HCyC was instrumental in a change in design, from the growth and intensification in the downtown core. advises City Council on proposed infrastructure on-street bike lanes that were originally planned to changes, promotes cycling and cycling safety the separated cycle track that was installed, and in Cannon Street runs from east to west through within the City of Hamilton, and liaises between building community support. much of the city, and is utilized as a one-way cyclists and the City. Another guide to municipal truck route between Sherman Avenue and Hess decision-making is the Hamilton Cycling Master Street - the same length that the cycle track has Plan: Shifting Gears, initially adopted in 1999. TIMELINE been added to. The surrounding neighbourhoods There are also relevant policies in the overarching support a mix of older residential and industrial Hamilton Transportation Master Plan (2007). A 2009 The road diet was identified in the uses, with the west end of the cycle track running goal of this plan is to increase cycling and walking updated Cycling Master Plan. along the north side of downtown. The eastern end from 6% of trips in 2001 to 15% of trips in 2031. To of the cycle track is near Tim Hortons Field, a large operationalize this, the Hamilton Cycling Network 2013 Preliminary design commenced. football stadium. Strategy Working Paper (2007) was created. It also initiated an update in 2009 to Shifting Gears. 2014 Detailed design and implementation The Cannon Street Cycle Track is identified as started in the spring, with construction an important east-west connection in the updated completed in September. 8 Cannon Street, City of Hamilton

STREET STATISTICS STREET SECTIONS

STREET CLASSIFICATION Major Arterial

RIGHT-OF-WAY WIDTH 19.2 m

LENGTH Lane Lane Lane 3.4 km

COST

(varies) (varies) $710,000 3.00 3.10 3.10 3.10 3.10 3.00 North Parking & Roadway South Curb Loading Curb PROCESS DURATION 12.4 m 5 years BEFORE CANNON ST BETWEEN victoria to sherman SPEED LIMIT Previous CONDITIONS 50 km/h 50 km/h BEFORE AFTER

Lane Lane Lane

CONSULTANT (varies) (varies) 3.00 2.50 3.00 3.00 .85 3.00 3.00 TCAT STREET SECTIONS North Parking & Roadway Buffer Cycle South Toronto Centre for Transportation Street Sections Curb Loading Track Curb

DATE: DRAWN BY: SCALE: 12.4 m 16.02.08 AI 1:200 AFTER 9 CANNON ST BETWEEN victoria to sherman PROPOSED CONDITIONS

CONSULTANT TCAT STREET SECTIONS Toronto Centre for Transportation Street Sections

DATE: DRAWN BY: SCALE: 16.02.08 AI 1:200 Cannon Street, City of Hamilton

582 498 ~1,000 cycle trips on average number pedestrians the busiest day of trips per day per day

Added cycling A POPULAR signage. CYCLING ROUTE

The Cannon Street Cycle Track has transformed Added bollards to a traffic artery dominated by motor vehicles into a reinforce the buffer. street that makes room for all modes of travel. The street had previously been inhospitable to cyclists, Added cycling as there were over 18,000 motor vehicles per day, signage. including large trucks and trailers, passing through the intersection of Cannon and James Street North. The City of Hamilton did not conduct bicycle counts along this street before the construction of the cycle track as it was not deemed to be a route with significant cycle traffic. In 2015, the average number of cyclists per day was 498 each day (averaged over a 7-day period). A total of 582 trips Added turning were counted on the busiest day. boxes.

Added pavement markings at intersections.

10 Highway 7 East 2.2 City of Markham and Town of Richmond Hill

BEFORE AFTER

Showing improvements at intersection at Highway 7 and East Beaver Creek, as well as new BRT lanes.

New dedicated Street trees and The speed limit Formerly a divided right of way for lighting fixtures was lowered bus rapid transit added to the from 80km/h to regional road oriented (rapidway) streetscape. 60km/h. solely to motor added along the middle of the vehicles, a complete street. Buffered bike Viva stations redesign has brought lanes and left designed to be Sidewalks turn bike boxes accessible for bus rapid transit, bike and expanded created space all users, with pedestrian for cyclists. gently sloped lanes, and pedestrian space run along ramps, wide, improvements. both sides of push-button the redesigned doors, and way- street. finding signage.

11 Highway 7 East, City of Markham & Town of Richmond Hill Markham Population: 301,709 | Richmond Hill Population: 185,540

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GEOGRAPHIC CONTEXT POLICY CONTEXT system was developed between Warden Avenue and Birchmount Road including a new station at Markham and Richmond Hill are two rapidly In 2002, York Region adopted its first Warden Avenue. This pilot project was funded as a urbanizing municipalities that are the focus of much Transportation Master Plan (TMP). At the same “Quick Win” initiative by the Province of Ontario. of the development in the GGH Region. Highway time, the York Region Centres & Corridors 7 connects the two municipalities as it runs across Strategy: Making it Happen (2002) identified Southern Ontario from Sarnia to Ottawa. This Highway 7 as a Regional Corridor that has TIMELINE featured segment of Highway 7 in York Region great potential for residential and mixed-use Design commenced. was transferred from the province to the Region in intensification, as well as higher order transit. The 2010 1997. Increased intensification created an enabling Big Move (2008), the Regional Transportation 2011 Utility relocation begins, and raised medians environment to support rapid transit expansion Plan for the Greater Toronto and Hamilton Area are removed. and the development of walkable and bicycle- (GTHA), identified the project as a major east- accessible urban spaces. The transformation of west connection to happen in the next fifteen 2013 The first segment from Bayview Ave. to Highway 7 East into a Complete Street is a model years. The TMP was updated in 2009 to add Highway 404 is opened in August. that York Region is looking to replicate elsewhere, greater consideration and encouragement of active including Davis Drive in Newmarket and Highway 7 transportation as an important piece of the system. 2014 The second segment from Hwy 404 to West in Vaughan. The TMP also highlighted the construction of rapid South Town Centre Blvd. in service in transit ways as an important goal for the expansion August. of the transportation system. Before the Highway 7 2015 January: Construction complete and East rapidway was opened, a pilot bus rapid transit roadway open for service. 12 Highway 7 E, Markham/Richmond Hill Highway 7 STREET STATISTICS STREET SECTIONSBefore Section

STREET CLASSIFICATION Major Arterial

RIGHT-OF-WAY WIDTH 50 m

Lane Lane Lane Lane Lane Lane Lane LENGTH 6 km Highway 7 COST 7.70 1.20 3.75 3.50 3.50 3.75 2.60 3.75 3.50 3.75 1.20 7.70 Roadway Planting Roadway $308 million Planting Strip Proposed Section Strip 14.5 m 11 m PROCESS DURATION 5 years BEFORE

SPEED LIMIT 80 km/h 60 km/h BEFORE AFTER

CONSULTANT Highway 7 TCAT STREET SECTIONS Toronto Centre for Transportation Street Sections

DATE: DRAWN BY: Lane LaneSCALE: Lane Lane Lane Lane Lane 16.02.08 AI 1:200

2.00 2.00 1.40 3.30 3.30 3.30 3.30 3.50 3.50 4.00 3.30 3.30 3.30 1.40 2.00 2.00 Sidewalk Boulevard Bike Buffer 3 Through Lanes Left Turn Lane Buffer Transitway Shelter/Platform 3 Through Lanes Buffer Bike Boulevard Sidewalk Lane Lane

5.2 m 15 m 12.3 m 11.8 m 5.2 m AFTER 13

CONSULTANT TCAT STREET SECTIONS Toronto Centre for Transportation Street Sections

DATE: DRAWN BY: SCALE: 16.02.08 AI 1:200 Highway 7 E, Markham/Richmond Hill

A SAFER STREET FOR ALL

Highway 7 East has dramatically improved safety for all users of the street. Collisions were previously between 250 and 350 per year. After partial completion of the project, collision rates were reduced to 214 in 2014. In 2015, the first full year since the transformation was fully implemented, the number of collisions had reduced to 104. This reduction in collisions includes those between motor vehicles, but also between motor vehicles and pedestrians and people on bikes.

Highly visible bike lanes, bike boxes, crosswalks and intersections increase cyclist ridership, traffic safety, and MORE SUSTAINABLE contribute to streetscape beautification. TRANSPORTATION

In 2015, pedestrian counts at certain points along Highway 7 East were up 61% compared to six BEFORE 2008 years prior. Other bicycle and pedestrian count data shows that Highway 7 East at Valleymede - counting just on the north side of the street - AFTER 2015 saw 16,000 bicycle trips and 126,290 pedestrian 16,000 126,000 trips in 2014. There was no data collected for Total annual Total annual these locations prior to the pedestrian and 0 10 20 30 40 50 60 70 cyclists at Hwy pedestrians at Hwy cycling improvements. Since the completion of INCREASED PEDESTRIANS 7 & Valleymede 7 & Valleymede (north side) (north side) this segment of the BRT route, transit ridership PEDESTRIAN COUNTS increased by 10% in one calendar year.

64% Annual increase in SHORTER TRANSIT Reduction in collisions transit ridership TRAVEL TIMES 10%

The bus rapid transit has shortened the average transit rider’s commute by over 30%. DECREASED COLLISIONS INCREASED TRANSIT RIDERSHIP BETWEEN DRIVERS, PEDESTRIANS & CYCLISTS BETWEEN BAYVIEW AND TOWN CENTRE BLVD 14 Brealey Drive 2.3 City of Peterborough

BEFORE AFTER

Brealey Drive looking north to Landsdowne Street.

Two-way bicycle Two new Once a rural road with no trail installed along signalized, mid- sidewalks, Brealey Drive now the west side of block crosswalks the street, fully installed. includes a fully separated separated from the bicycle trail, sidewalks on roadway by a grass Curb ramps with strip. tactile paving both sides of the street, as to improve well as new crossings for Sidewalks accessibility. people on bikes and on foot, added on both sides of the allowing better access to street. major destinations along this increasingly urbanized street. 15 Adelaide St Brealey Drive, City of Peterborough

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GEOGRAPHIC CONTEXT POLICY CONTEXT Peterborough is a mid-sized city located Peterborough’s Comprehensive Transportation 2014 Council approves a design concept for approximately 100 km northeast of Toronto. Plan (2012) included a draft Complete Streets reconstruction of Brealey Drive as a two Policy. Brealey Drive has been redesigned as a lane arterial road with a concrete sidewalk Brealey Drive is located in the west end of Complete Street, and supports many of the active on the east side and a multi-use trail Peterborough. The 1.3 km section of Brealey Drive transportation and other goals of Peterborough’s on the west side, in response to public that was redesigned runs from Lansdowne St. in Transportation Plan. consultation in which cyclists stated a the north to Sir Sandford Fleming Dr. in the south. desire for better separation from motor Prior to reconstruction, Brealey Drive was a two- vehicles. lane street with a rural cross-section with a four- TIMELINE way stop at the main entrance to Fleming College. 2006 Municipal Class Environmental 2015 Design modified to replace the 4.5 metre The area has become increasingly urbanized in Assessment completed, recommending wide multi-use trail with a separated 1.5 recent years, and the street now provides access a design including 2 traffic lanes with metre concrete sidewalk and a 3 metre to Fleming College as well as the city’s only public on-street bike lanes and separate left wide two-way bicycle trail to provide recreation centre, and a nursing home. To the east turns at intersections. The project was dedicated space for both pedestrians and of Brealey Drive is mostly low-density residential subsequently delayed due to a desire cyclists. Construction began in spring, development, with commercial businesses located from City Council to widen the road from 2015 and was completed in fall, 2015. nearby along Lansdowne St. 2 to 4 lanes. 2017 Further reconstruction of Brealey Drive north of Lansdowne St. is planned. 16 Brealey Ave (before) Brealey Drive, City of Peterborough

STREET STATISTICS STREET SECTIONS

STREET CLASSIFICATION Major Arterial

RIGHT-OF-WAY WIDTH 24 - 36 m Lane Lane LENGTH 1.3 km

COST 3.80 1.60 3.40 3.00 3.60 3.60 3.00 .4 7.60 Planting Side- Planting Gravel Roadway Gravel Planting Strip $5.4 million Strip Walk Strip Shoulder Shoulder 30 m PROCESS DURATION 9 years BEFORE brealey dr SPEED LIMIT after Section 50 km/h 50 km/h BEFORE AFTER

brealey dr CONSULTANT TCAT STREET SECTIONS Lane Lane Toronto Centre for Transportation Street Sections

DATE: DRAWN BY: SCALE: 16.02.08 AI 1:200

1.00 1.80 1.00 1.50 1.50 5.00 .6 4.50 4.50 .6 5.20 1.80 1.00 Bike Bike Roadway Sidewalk Lane Lane Planting Strip Planting Strip Sidewalk

30 m AFTER 17

CONSULTANT TCAT STREET SECTIONS Toronto Centre for Transportation Street Sections

DATE: DRAWN BY: SCALE: 16.02.08 AI 1:200 Brealey Drive, City of Peterborough

BEFORE AFTER Markings to indicate distinct crossing space for cyclists. Curb ramps with tactile paving to improve accessibility.

Ladder markings improve visibility of pedestrian crossing space.

Brealey Drive at entrance to park and recreation centre, looking north.

BETTER COMFORT FOR PEDESTRIANS AND SAFETY TRENDS CYCLISTS Pedestrians appreciate the new pedestrian Between 2009 and 2013, there were 56 collisions crossings that were created on Brealey Drive, along this section of Brealey Drive, including two an informal survey by City staff revealed. A City involving pedestrians. Collisions were trending planner who biked on Brealey Drive prior to the downward before the project began, from 26 reconstruction described her ride as “scary... the collisions in 2010 to three in 2014, although this vehicles tended to move faster than normal for a may have been related to previous construction city street and passed quite close to my bicycle. work. Longer term trends will need to be With the new facility, it feels like a trail and is easy documented in future years before any potential to ride.” safety benefits of the changes to Brealey Drive can be confirmed.

SUFFICIENT SPACE FOR CAR TRAFFIC

Motor vehicle counts ranged between 10,000 to 11,500 cars per day in 2014. Although there is not yet data from after the reconstruction, these The two-way bike trail and sidewalk on the west side volumes are projected to remain the same, and be of the street is separated to avoid conflicts between easily accommodated in the two lanes provided. pedestrians and cyclists. 18 Richmond and Adelaide Streets 2.4 City of Toronto

BEFORE AFTER

Adelaide Street facing east showing new cycle track.

GEOGRAPHIC CONTEXT The addition of cycle Addition of a uni-directional Toronto is the economic, political, and geographic cycle track on each street. centre of the GGH Region, and is the fourth most tracks along this major populous city in North America. Cycle track separated corridor of parallel one- from motor vehicle traffic Richmond and Adelaide Streets are a pair of by a painted buffer and a parallel, wide roadways, with Richmond Street way arterial streets running one-way west, and Adelaide Street running combination of bollards and one-way east. Together, these two major arterial planters. roads form a corridor that allows access for people provides a key east- and commercial/service vehicles to the downtown Four traffic lanes converted core. This corridor runs from the Don Valley west bike route through to three for most sections Parkway and the Corktown neighbourhood in the of the streets, with some east, through the Financial District of the downtown the heart of Toronto’s core, and to the Fashion and Entertainment areas reduced to two traffic Districts in the west. Development is very dense downtown core. lanes to accommodate off- along the corridor, ranging from mid-rise mixed- peak parking or construction use buildings along its eastern and western ends, staging areas. to high-rise office towers in the downtown core. 19 Richmond-Adelaide, City of Toronto Population: 2,615,000

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The Esplanade 200m Front St W Context Map TIMELINE POLICY CONTEXT Toronto City Council initiated a Municipal 2011 Class Environmental Assessment study for The Richmond-Adelaide corridor runs between The City of Toronto is currently in the process cycle tracks within the Richmond-Adelaide Queen and King Streets, which are major retail and of developing Complete Streets Guidelines to corridor. commercial streets and two of the busiest streetcar manage its approach for how it designs its streets. 2014 After technical study, public and routes in the city. Significant historical buildings Toronto also has a Pedestrian Charter, Vibrant stakeholder consultation, and approval exist in the area, as do major destinations including Street Guidelines, a Streetscape Manual, and a by City Council, the city installed 1.5 km Toronto City Hall, the Eaton Centre, and major Wayfinding Strategy, in addition to its Official Plan, segments of cycle tracks on Richmond theatres and hotels. which was amended in 2014 to include Complete and Adelaide Streets between Bathurst Streets principles. These documents all contribute Street and University Avenue. This was After two phases of implementation, nearly the to how Toronto is developing its streets and installed as the first phase of a pilot entire length of this corridor is now a bicycle route. transportation systems. The City of Toronto Bike project to form part of the Municipal Class Plan (2001) identified Richmond and Adelaide as EA study for demonstration, testing and potential bike routes. Toronto is now in the midst evaluation before the cycle tracks are of developing an updated 10 year Cycling Network made permanent. Plan. 2015 The Richmond-Adelaide cycle tracks were extended eastward to Parliament Street as part of phase two of the pilot project. 2016 Evaluation of the pilot project will inform the final recommendations of the Municipal Class EA. 20 Richmond-Adelaide, City of Toronto

STREET STATISTICS STREET SECTIONS

STREET CLASSIFICATION ADELAIDE ST BETWEEN JARVIS ST - BERKELEY ST RICHMOND ST BETWEEN JARVIS ST -YORK ST EXISTING CONDITIONS EXISTING CONDITIONS Major Arterial

RIGHT-OF-WAY WIDTH 20 m Lane Lane Lane Lane Lane Lane Lane LENGTH 3.3 km

3.70 3.20 3.70 3.20 3.10 3.20 3.20 3.10 COST South ADELAIDE ST BETWEEN JARVIS ST - BERKELEY ST North South Overnight North Curb Off-Peak Parking Off-Peak Parking Curb Curb RICHMOND ST BETWEEN JARVIS ST -YORKBus Parking ST Curb EXISTING CONDITIONS $780,000 EXISTING CONDITIONS 13.8 m 12.6 m PROCESS DURATION 5 years BEFORE Lane Lane Lane Lane Lane Lane Lane Lane Lane SPEED LIMIT Lane Lane Lane Adelaide Street Richmond Street 50 km/h 50 km/h (Jarvis St. - Berkeley St.) (Jarvis St. - York St.) BEFORE AFTER 3.70 3.20 3.70 3.20 3.10 3.20 3.20 3.10 South North Curb Off-Peak Parking Off-Peak Parking Curb South 3.10 3.20 3.20 0.90Overnight2.20 North 3.70 3.20 3.70 3.20 SouthCurb Overnight Bus ParkingBike NorthCurb South Bike North Curb Bus Parking Buffer Lane Curb Curb Lane Buffer Off-Peak Parking Curb 13.8 m 12.6 m 12.6 m 13.8 m

ADELAIDE ST BETWEEN JARVIS ST - BERKELEY ST RICHMOND ST BETWEEN JARVIS ST -YORK ST PROPOSED CONDITIONS PROPOSED CONDITIONS

Lane Lane Lane Lane Lane

3.70 3.20 3.70 3.20 3.10 3.20 3.20 0.90 2.20 South Bike North South Overnight Bike North Curb Lane Buffer Off-Peak Parking Curb Curb Bus Parking Buffer Lane Curb

CONSULTANT 13.8 m 12.6 m TCAT STREET SECTIONS CONSULTANT Toronto Centre for Transportation Street Sections ADELAIDE ST BETWEEN JARVIS ST - BERKELEY ST AFTER RICHMOND ST BETWEEN JARVIS ST -YORK ST TCAT STREET SECTIONS PROPOSED CONDITIONS Toronto21 Centre for Transportation Street Sections PROPOSED CONDITIONS DATE: DRAWN BY: SCALE: 16.02.08 AI 1:200

DATE: DRAWN BY: SCALE: 16.02.08 AI 1:200

CONSULTANT

CONSULTANT TCAT STREET SECTIONS TCAT STREET SECTIONS Toronto Centre for Transportation Street Sections Toronto Centre for Transportation Street Sections DATE: DRAWN BY: SCALE: 16.02.08 AI 1:200

DATE: DRAWN BY: SCALE: 16.02.08 AI 1:200 Richmond-Adelaide, City of Toronto

Signage added to indicate prohibition on stopping and associated penalty, and to solicit feedback on the cycle track pilot project.

Generous Planter boxes help improve cycle track separation of cyclists and motor width allows vehicles while contributing to for passing. beautifying the streetscape.

EASTBOUND CYCLISTS ON ADELAIDE ST Cycle Track SHORTER TRAVEL TIMES Installed MORE CYCLISTS 1600 FOR DRIVERS 1400 1200 Cyclist volumes increased significantly from June Motor vehicle travel times generally declined along 1000 2014 to May 2015, after the installation of the first Richmond and Adelaide Streets in the first phase 800 Average AM Peak phase of the pilot project. On Adelaide Street, the of the pilot project, despite the reduction in the 600 400 Average number of cyclists rose from 529 to 1,573 during number of travel lanes. The largest reduction in Number of Cyclists PM Peak an 8-hour period, and from 138 to 536 during the travel times was a reduction of one minute and 48 200 Average 0 8 Hour morning peak hour. On Richmond Street, cyclist seconds on Adelaide Street during midday (11:00 counts rose from 504 to 1,296 in the peak hours. am to 1:00 pm), a trip 30% faster than before the Oct-12 Jan-13 Apr-13 Jul-13 Oct-13 Jan-14 Apr-14 Jul-14 Oct-14 Jan-15 Apr-15 installation of the cycle track. The only increase in WESTBOUND CYCLISTS ON RICHMOND ST travel times for drivers occurred on Adelaide during Cycle Track IMPROVED SAFETY the afternoon peak period, where travel times Installed 1200 AND COMFORT increased by 35 seconds, or 12%. 1000 800 Among people who bike, perceptions of safety and 600 comfort while biking on Richmond and Adelaide Average went from a score of 3.6/10 to 8.3/10 after the cycle 400 AM Peak Average tracks were fully installed. People who drive also

Number of Cyclists 200 PM Peak noted an improvement in how comfortable they felt Average 0 8 Hour driving with cyclists, from 5/10 to 8.2/10 after the changes to the streets. Oct-12 Jan-15 Apr-15 Jan-13 Apr-13 Jul-13 Oct-13 Jan-14 Apr-14 Jul-14 Oct-14 22 Shellard Lane 2.5 City of Brantford

BEFORE AFTER

Shellard Lane before and after reconstruction.

One side of the Two additional An added median The Shellard Lane street lined with signalized and fence to conversion is the product a pedestrian- pedestrian divert crossings only sidewalk crossings near to the signalized of a proactive move to and the other the schools allow intersections. with a separated the large student integrate infrastructure for multi-use trail for population to cyclists and other safely cross the cyclists and pedestrians users. street at more into the right of way of locations. Added street an existing street that is trees on Improved the backbone of new and boulevard crosswalk provide shelter markings continuing residential and aesthetic increase visibility development. improvement. of crossing area. 23 Centennial Park Cutten

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200m Shellard Lane, City of Brantford Population: 93,650 Stone Road Mall D’aubigny D’aubigny Ceek Wetlands Creek Park

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Edith Gaydon Way Ave Monture Park 200m Context Map 200m

GEOGRAPHIC CONTEXT POLICY CONTEXT Brantford is a mid-sized city 40 km southwest of The City of Brantford adheres to a Transportation active transportation infrastructure planned for the Hamilton. It features a historic core based around a Master Plan (TMP), as well as the more specific future neighbourhood. Shortly after these policy tight street grid with short, walkable blocks. Multi-Use Trail/Bikeway Implementation and Design documents were approved, construction began on Plan (2000) to direct infrastructure investment and the Shellard Lane corridor improvements. Shellard Lane lies on the edge of town, running respond to growth. The TMP was updated in 2014 along suburban developments before extending out with an added focus on Complete Streets principles into the countryside. The surrounding greenfield and active transportation. The 2014 TMP update TIMELINE sites are subject to upcoming low-density also includes updates to the City Bikeways and Environmental Assessment begins. residential development that is generally oriented Trails Network, which recommends nearly 100 2012 to automobiles. Multiple schools along Shellard km of added active transportation infrastructure. Environmental Assessment completed Lane serve the expanding residential area. The The TMP emphasizes development pressures 2013 and detailed design begins. street serves as an important connection as one that are adding new users to Shellard Lane, and of the few through-streets in the area running identifies the need to provide the infrastructure to 2014 Detailed design completed, and northeast towards the downtown. accommodate them. In further detail, The North of construction begins. Shellard Neighbourhood Recreation Plan, as part 2015 Construction completed. of the West of Conklin Secondary Plan, highlights the space along Shellard Lane as a multi-use trail that acts as the central spine of a network of 24 Shellard Lane, City of Brantford

STREET STATISTICS STREET SECTIONS

STREET CLASSIFICATION Minor Arterial

RIGHT-OF-WAY WIDTH 26.5 - 36 m

Lane Lane LENGTH 2 km

COST 1.00 3.50 3.50 1.00 Gravel Roadway Gravel $7.8 million Shoulder Shoulder 26.5 m PROCESS DURATION 3 years BEFORE

SPEED LIMIT 50 km/h 50 km/h BEFORE AFTER

Lane Lane Lane Lane

3.00 2.00 .5 3.50 3.50 3.00 3.50 3.50 .5 2.00 1.50 Multi-use Roadway Median Roadway Side- Trail Walk

26.5 m

AFTER 25 SHELLARD Lane PROPOSED CONDITIONS

CONSULTANT TCAT STREET SECTIONS Toronto Centre for Transportation Street Sections

DATE: DRAWN BY: SCALE: 16.02.08 AI 1:200 Shellard Lane, City of Brantford

MORE CYCLISTS AND Median (under PEDESTRIANS construction in photo). Traffic counts for pedestrians and cyclists were taken in September 2013 (before reconstruction), April 2015 (after reconstruction) and again in September 2015. Comparison of the September 2013 counts with the April 2015 counts showed a decrease in the amount of active transportation usage at multiple points along Shellard Lane, despite positive qualitative feedback from area residents. However, the counts from September 2015 are more suitable as a post-construction comparison as they were taken at the same time of Sidewalk for year. These counts show a rebound in the number pedestrians only, of pedestrians and cyclists, to levels that surpass and multi-use trail the pre-construction counts. on opposite side New trees planted of the street. in boulevard.

INCONCLUSIVE SAFETY IMPACTS

Intersection counts for motor vehicle collisions have been reported for the five year period before the start of the Shellard Lane transformation. The average number of collisions at intersections INCREASED CYCLISTS INCREASED PEDESTRIANS between Colborne Street West and the east intersection of Shellard Lane and McGuinness BEFORE AFTER BEFORE AFTER Drive was 10 per year from 2008 to 2013. Since 1000 the street improvements have been introduced there has only been one year of reporting. In 2015 800 the number of collisions at these intersections was 11. Future collision data will need to be analyzed 40 600 to provide a clearer picture of the longer term 30 impact of this new street design. 400 20 10 200

0 CONSTRUCTION 0 CONSTRUCTION SEP’13 APR’15 SEP’15 SEP’13 APR’15 SEP’15 CYCLIST COUNTS PEDESTRIAN COUNTS

26 College Avenue West 2.6 City of Guelph

BEFORE AFTER

Looking west on College Avenue West, showing the added bike lanes and considerable student foot traffic.

Painted bike lanes A road diet turned College Avenue West added to both sides four traffic lanes of the street. into two and added was transformed by one left-turn lane. taking advantage The posted speed of planned road limit reduced resurfacing to include to 40km/h from painted bike lanes 50km/h. and achieve an active transportation “quick win”.

27 College Avenue W, City of Guelph City Population: 121,668

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GEOGRAPHIC CONTEXT POLICYStone Road CONTEXT Mall TIMELINE D’aubigny Guelph is a mid-sized city situated 30 km east In 2009, Guelph City Council adopted the GuelphD’aubigny Ceek Wetlands2012 Guelph Cycling Master PlanCreek recommendsPark of Kitchener-Waterloo. It has a large student Bicycle policy, which supported converting bike bike lane along College Avenue West. population due to the presence of post-secondary routes into painted and/or separated bike lanes S

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the University of Guelph and is a minor arterial e initiatived was launched. This led to the Guelph St Patricks Dr

y road serving much of the south part of the city. St Resurfacing begins, including addition

Cycling Master Plan in 2012, which designated 2014 V The street connects low-density residential of bike lanes and road diet.ete Construction

McGuiness Dr College AvenueDowde nWest Ave as one of many streets that Shannon St r neighbourhoods to the university campus and would be upgraded to include a bike lane when complete by August, 2014Memor ans features on-street bike lanes for much of its length. the opportunityRyerson arrived. Heights CollegeShellard LaneAvenue West n The segment that was transformed in this project ard L confirmsElementary the effectiveness School of theForest strategic use of Shell Hil had been a missing link for bicycle infrastructure l

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200m College Avenue W, City of Guelph college ave before Section STREET STATISTICS STREET SECTIONS

STREET CLASSIFICATION Minor Arterial

RIGHT-OF-WAY WIDTH

25 m Lane Lane Lane Lane

LENGTH 800 m

1.50 4.00 .6 3.20 3.20 3.20 3.20 .6 4.00 1.50 COST Sidewalk Planting Strip Roadway Planting Strip Sidewalk $11,200 6.1 m 12.8 m 6.1 m PROCESS DURATION 8 months BEFORE college ave

SPEED LIMIT after Section 50 km/h 40 km/h BEFORE AFTER

CONSULTANT TCAT STREET SECTIONS Toronto Centre for Transportation Street Sections

DATE: DRAWN BY: SCALE: 16.02.08 AI 1:200 Lane Lane

1.60 4.00 .6 1.80 3.20 3.00 3.20 1.6 .6 4.00 1.40 Sidewalk Planting Strip Bike Through Centre Through Bike Planting Strip Sidewalk Lane Lane Turn Lane Lane Lane

6.2 m 12.8 m 6.0 m

AFTER 29

CONSULTANT TCAT STREET SECTIONS Toronto Centre for Transportation Street Sections

DATE: DRAWN BY: SCALE: 16.02.08 AI 1:200 College Avenue W, City of Guelph

MORE PEOPLE ON BIKES, Reduced FEWER IN CARS traffic speeds and new The addition of a bike lane along College Avenue signage. West has had an immediate and measurable impact on commutes in this part of Guelph. Traffic counts after resurfacing recorded three times more cyclists compared with the same time of the year before resurfacing. While cyclist numbers have increased dramatically, the number of motor vehicles on the same section New of College Avenue has declined. Travelling turning eastbound, motor vehicle volumes have been lane. reduced by 13%; while westbound there has been a 6.9% reduction.

INCONCLUSIVE SAFETY IMPACTS Previously a 4-lane Collision records show that there were 6 motor roadway, as a result vehicle collisions along the route in the 3 years of this road diet there prior to the road resurfacing. Since the conversion are now 2 traffic New bike in 2014 there were 6 more collisions, an increase lanes, a turning lane, lane. in the average annual rate. With only one year of and bike lanes. data, future collision data will need to be analyzed to see if rates remain higher or drop back down to pre-construction levels.

INCREASED CYCLISTS DECREASED MOTOR VEHICLES

-13% WESTBOUND VEHICLES BEFORE 200% -6.9% EASTBOUND VEHICLES more cyclists AFTER

0 10 20 30 40 50 60 70 CYCLIST COUNTS VOLUMES REDUCTION AFTER CONSTRUCTION

30 Queens Quay 2.7 City of Toronto

BEFORE AFTER

Queens Quay viewing west.

A new asphalt An expanded, red Accessible The revitalized Queens multi-use trail granite pedestrian streetcar fills in a missing promenade platforms and Quay along Toronto’s connection installed. curb ramps central waterfront has along the Martin installed. Goodman trail. Streetscaping improvements, been transformed from Four traffic A newly aligned including lanes reduced and rebuilt benches and a wide roadway to a to two, with dedicated over 200 new new dedicated boulevard that prioritizes streetcar right of trees. way runs south turning lanes, walking, cycling, transit, of the traffic Speed limit signals, and lanes, including lowered from lay bys for and public space. shelters, and 50 km/h to 40 drop-offs. prioritized km/h. signaling. 31 Adelaide St Queens Quay, City of Toronto Population: 2,615,000 King St W Financial District

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Gardi y W ner Expy ens Qua George re Blvd W Que Lake Sho Brown Queens Quay W College HTO Park Little Norway Jack Layton Park FerryTerminal Lake Ontario Billy Bishop Airport 200m Context Map 200m GEOGRAPHIC CONTEXT POLICY CONTEXT TIMELINE Toronto is the economic, political, and geographic The City of Toronto is currently in the process 2003 City Council adopts the Central Waterfront centre of the Greater Golden Horseshoe Region, of developing Complete Streets Guidelines to Secondary Plan to revitalize Queens Quay. and is the fourth largest city in North America. manage its approach for designing its streets. 2006 Waterfront Toronto held an international Toronto also has a Pedestrian Charter, Vibrant design competition to improve the public QueensBurlington Quay runs along Toronto’sBayfront waterfront justSim coe StStreet E Guidelines, a Streetscape Manual, and realm along Toronto’s central lakeshore. southBay of the downtown core. ThePark section of the a Wayfinding Strategy, in addition to its Official Over the next 8 years Waterfront Toronto chan St E street that was redesigned runs from Bay Street toStra Plan, which was amended in 2014 to include held almost 100 public meetings and Yo-Yo Ma Lane, although improvements have also Birge St stakeholder consultation meetings. art St Complete Street principles. These documents all Princess St

been made further alongSt uthe street. The location is

contribute to how Toronto is developing its streets N N

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n n 2010 Detailed design work began. Jack Layton Ferry Terminal,Park which provides access The Toronto waterfront is subject to numerous

ee Tim to the Toronto Islands.u renewal projects and area-specific plans, including Major street redesign construction begins,Hortons

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ess King W Q H illiam St Queens quay Previous Section

Queens Quay, City of Toronto

STREET STATISTICS STREET SECTIONS

STREET CLASSIFICATION Minor Arterial

RIGHT-OF-WAY WIDTH 28 - 34 m

LENGTH 1.7 km Lane Lane Lane Lane

COST

3.10 3.80 3.30 7.00 3.30 3.80 1.20 8.50 $128.9 million Sidewalk Roadway Streetcar Track Roadway Buffer Sidewalk

PROCESS DURATION 34 m 12 years BEFORE

SPEED LIMIT 50 km/h 40 km/h BEFORE AFTER

NO ISSUANCE DATE CONSULTANT planningAlliance ROSEWOOD PARK INFORMATION REQUIRED UNDER 01 PREPARED FOR DRAFT DISCUSSION 14.09.17 205-317 Adelaide Street West THE PLANNING ACT SEC. 51 (17) 02 PREPARED FOR DRAFT DISCUSSION 14.12.04 Toronto, Ontario M5V 1P9 NEIGHBOURHOOD (a) As shown on plan (g) As shown on plan and key plan 03 PREPARED FOR DRAFT DISCUSSION 15.02.09 t 416 593 6499 Street Sections (b) As Shown on plan (h) Municipal water supply 04 PREPARED FOR DRAFT DISCUSSION 15.08.04 f 416 593 4911 (c) As Shown on key map (i) Soil is sand and silty sand (d) Land to be used in accordance (j) As shown on plan [email protected] with land use schedule (k) Full municipal services pA (e) As shown on plan (l) As shown on plan DATE: DRAWN BY: CHECKED BY: SCALE: (f) As shown on plan 15.08.04 LG JP 1:200 It is a pleasure to have the wide space in general “ including the separation from the car traffic when walking and cycling at the waterfront. - Positive feedback from local ” resident. Source: Queens Quay Report.

AFTER 33 Queens Quay, City of Toronto

During the evening rush hour, almost...

...were Daily weekday counts POSITIVE PUBLIC cyclistsrecorded have totaled as many as FEEDBACK along the Since Queens Quay has reopened after Martin construction, there have been hundreds of 6,000 comments recorded about the project, including Goodman those from a public survey. The most common Trail cyclists. piece of feedback received (30%) is from people 6 praising the new design. Pedestrians and cyclists have commended the wider space and separation from car traffic. Shortly after the new Queens Quay opened, 79% of people responding to a survey Cyclist counts, done in 2007 and again in DRAMATIC INCREASE IN said the new design enhanced their experience. August 2015 after the revitalization, found an PEOPLE ON BIKES Local businesses have also reported increased overall average commercial activity and pedestrian traffic after the revitalization. Cyclist counts, conducted in 2007 and again in increase in August 2015 after the revitalization, found an Saturday overall average increase in weekend cycling BEFORE 2007 August 11 weekend 4:00 PM traffic of 888 percent. During evening rush hour, Saturday almost 600 cyclists were recorded along the AFTER 2015 August 22 cycling 4:00 PM traffic of: 888% Martin Goodman Trail on Queens Quay, and daily weekday counts have totaled as many as 6,000 0 100 200 300 400 500 600 cyclists. HOURLY CYCLIST COUNTS 34 King Street 2.8 City of Kitchener

BEFORE AFTER

King Street’s new design resulted in a dramatic spike in pedestrian activity and street festival attendance.

Sloped curbs Environmentally Added signature An innovative redesign to improve friendly planter street lighting to universal beds that collect enhance feeling featuring seasonal accessibility. and filter storm- of safety at flexibility, enhanced water. night. pedestrian features, New bike racks Addition of 120 to encourage street trees to Bollards and sustainable cycling to enhance the delineate on- destinations human scale and street parking streetscaping has nearby. provide shade. spaces in the winter and can substantially improved Improved transit Increased also be used shelters for amount of to close off the this downtown main greater comfort seating creates street for public street in Kitchener. and visual spaces for events in the appeal. people to linger. summer. 35 King Street, City of Kitchener Population: 219,153

County of N Waterloo St t t Courthouse S n n N N

N o L t t t t t St i N rug S e S S e S ling t K r l H g g St W S e e D e n be io r t St t u lle E St n W N u ke a o ar o S t o ameron t t t upt S W C Y C S t a a t n h i W e o t On i c tor Queen B re S B Vic City Hall Du ke St E Bell Ln N Goudies Ln Mar ve ke t N N t t N A N Ln Kin S King St E g St S e E Kitchener r St y ve a on

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GEOGRAPHIC CONTEXT POLICY CONTEXT TIMELINE Kitchener is a growing city that joins neighbouring The pedestrian improvements to King Street $3.3 million earmarked for King Street cities Waterloo and Cambridge (collectively known were the result of series of policy changes in 2003 improvements through the City’s Economic as the Tri-Cities) in a census metropolitan area of Kitchener. In 2005 the City adopted a Pedestrian Development Investment Fund. 507,096 - the fourth largest in Ontario. Charter which laid out Kitchener’s commitment to respecting the rights of pedestrians to safe 2006 Design process for a more pedestrian- King Street was the main thoroughfare connecting movement by providing improved infrastructure. friendly King Street commenced. a number of towns in the area during Kitchener’s The signing of this charter inspired the creation of early development, and today is the centre of the Pedestrian Charter Steering Committee that 2008 Construction begins. the city’s downtown and heritage districts. King advocates for the adoption of the principles in Street continues from downtown Kitchener through future developments. As proposed in the Kitchener to downtown Waterloo and beyond. Currently Strategic Plan, in 2011 City Council approved a 2010 Construction completed. underway is the development of a future Light Rail Transportation Demand Management Strategy. Transit line running through downtown Kitchener This strategy outlined opportunities to reduce and connecting to other rapid transit systems residents’ automobile reliance and included hiring within the Tri-Cities. This investment in rapid transit a staff member to oversee its implementation. The is supported by the Region of Waterloo’s official staff member is also responsible for ensuring the plan that not only meets, but exceeds, provincially goals of the Kitchener Cycling Master Plan (2010) mandated smart growth targets for intensification. are met. 36 king st King Street, City of Kitchener before Section

STREET STATISTICS STREET SECTIONS

STREET CLASSIFICATION Collector

RIGHT-OF-WAY WIDTH 18 m

LENGTH 18.0 m 1 km Lane Lane

COST $14 million 5.00 3.50 3.50 2.50 3.00 Sidewalk Roadway Parking Sidewalk PROCESS DURATION Lane 4 years BEFORE 18.0 m

SPEED LIMIT 50 km/h 50 km/h BEFORE AFTER

CONSULTANT TCAT STREET SECTIONS Toronto Centre for Transportation Street Sections

DATE: DRAWN BY: SCALE: 16.02.08 AI 1:200

Lane Lane

5.00 3.50 3.50 2.50 3.00 Sidewalk Sharrow Sharrow Parking Sidewalk Lane

AFTER 18.0 m 37 king st after Section

CONSULTANT TCAT STREET SECTIONS Toronto Centre for Transportation Street Sections

DATE: DRAWN BY: SCALE: 16.02.08 AI 1:200 King Street, City of Kitchener

POSITIVE PERCEPTION New trees and OF SAFETY plantings filter stormwater, improve air According to a survey of people on King quality and Street following the completion of the street provide shade. reconstruction: 48% feel safe day and night; 27% feel safe but are bothered by panhandling, etc.; 17% feel safe during the day but not at night; 8% do not feel safe at all. While there is no such data The new street available from before King Street was redesigned, furnishings these numbers are seen as positive news for a (benches, downtown that previously struggled with safety bike racks, concerns. etc.) were made primarily from recycled materials. Wide sidewalks and REJUVENATED additional seating DOWNTOWN improve public realm.

In 2010, the International Making Cities Livable Council recognized the King Street transformation with its Community Places design award for INCREASED PEDESTRIANS INCREASE IN SUMMER PATIOS bringing people back downtown. 0 3,000 6,000 9,000 BEFORE (5) AFTER (16) Since the redesign, attendance for festivals on King Street has risen dramatically, from 250,000 before BEFORE the reconstruction to 400,000 per year now.

There are indications that this increase in foot AFTER traffic has benefitted local business. There have been 59 façade improvements since construction PEDESTRIAN COUNTS finished and the number of summer patios has increased from 5 to 16 post-construction. This activity further improves street aesthetics and creates a more vibrant downtown. INCREASED FOOT TRAFFIC

Attendance for Since the pedestrian-friendly design was street festivals has implemented, there has been a substantial risen annually to increase in the amount of pedestrian activity along the street. Prior to construction King Street averaged 3,000 pedestrians per day and now 400,000 averages 8,900. This is a nearly 200% increase in the amount of foot traffic along this street. 38 Davenport Road 2.9 City of Waterloo

BEFORE AFTER

Davenport Road, north of Foxhunt Road, viewing south

Painted bike New curb Over 300 trees Once a barrier between lanes and bike ramps improve and other an established box added for accessibility. vegetation safer turns for planted. residential community cyclists. and adjacent commercial Converted four Landscaped New bus travel lanes centre medians, shelters and and residential to two, and pedestrian transit pads. areas, Davenport introduced a refuge islands, centre turning and roundabout Road now connects lane. installed. neighbourhoods and Improved pedestrian encourages active crossings at transportation. intersections. 39 Davenport Road, City of Waterloo City Population: 98.780

Anndale Park Lexington O

l d Park A bb H ey a An llma nda le R r Rd d k r Dr D ton Rd ld g e n i x thfi R ed e or fox L N Rd

Daven port Rd

K Kin in g St g t Rd s n

N c u Pkwy o a Conestoga Mall xh nestog u o Co

r F t

200m D Context Map r 200m

GEOGRAPHIC CONTEXT POLICY CONTEXT TIMELINE Waterloo is a mid-sized city located just over 100 Turning Davenport Road into a Complete Street 2006 A comprehensive traffic study confirmed kilometres west of Toronto. The City of Waterloo is showcased and demonstrated the effectiveness public concerns that high speeds on one of three cities within the Regional Municipality of the concept before making it part of the Davenport Road were a safety issue.

P

of Waterloo.ark community’s official planning documents. The St

n H City of Waterloo has since endorsed Complete 2008 The City of Waterloo successfully applied

il ai Davenportl Rd E Road is located in the northeast section for funding from the provincial and federal

M Streets principles in its Strategic, Official, and of the City of Waterloo. It provides a key connection Transportation Master Plans to help foster urban l Rgovernment’sd 24 Build Canada Fund to Water St N iona between a shopping destination - the Conestoga intensification, encourage active transportation, Reg redevelop Davenport Road. Mill Race Park Mall - nearby parks, and the city’s bus terminal. and help reduce the city’s dependence on single- er The surrounding neighbourhood mostly consists of passenger vehicles. 2009Grand RivDesign work began, incorporating low and mid-density residential uses. recommendations from the 2006 traffic University Waterworks Cambridge Sculpture study and feedback from public and Melville St of Park Waterloo Garden Ave S stakeholderCrom consultation Grand Grand Ave N V

i South- c 2010 t bi Constructiono began. e works ria A

S

t P 2012 Constructionv completed.St ark C George St N Outlet e iddleton e M

dar S Mall H

Dickson il l l Rd W P t Ave ury

b 40 Park Glebe St t

rescen lis

C a S

200m Typical Davenport Rd, Arterial, 4 Through Lanes

Davenport Road, City of Waterloo

STREET STATISTICS STREET SECTIONS

STREET CLASSIFICATION Collector

RIGHT-OF-WAY WIDTH 24.5 m Lane Lane Lane Lane LENGTH 2 km

COST 1.50 3.25 3.75 3.75 3.75 3.75 3.25 1.50 Sidewalk BufferProposed DavenportRoadway Rd, Buffer Sidewalk $2.9 million Arterial, 4 Through Lanes 4.75 m 15 m 4.75 m PROCESS DURATION 6 years BEFORE

SPEED LIMIT 50 km/h 50 km/h BEFORE AFTER

CONSULTANT TCAT STREET SECTIONS Toronto Centre for Transportation Street Sections

DATE: DRAWN BY: SCALE: 16.02.08 AI 1:200

Lane Lane

1.50 3.25 1.50 3.25 4.50 3.25 1.50 3.25 1.50 Sidewalk Blvd. Bike Raised Median Planter Bike Buffer Sidewalk Lane Lane

4.75 m 15 m 4.75 m AFTER 41

CONSULTANT TCAT STREET SECTIONS Toronto Centre for Transportation Street Sections

DATE: DRAWN BY: SCALE: 16.02.08 AI 1:200 Davenport Road, City of Waterloo

BEFORE AFTER Added bike box to facilitate left turns for cyclists.

Added an on- street bike lane. Improved crosswalk.

View of intersection of Davenport and Lexington Roads

80 REDUCED COLLISIONS AND TRAFFIC SPEED AWARD WINNING DESIGN

The collision rate has declined along Davenport Davenport Road was the co-winner of the 2012 Road, from 16 collisions per year from 2004 to Federation of Canadian Municipalities Sustainable 60 2008, down to 12 collisions per year from 2012 Community Award for Transportation for the Speed to 2014 after the street redesign. Automobile limit project’s role to address traffic safety issues, operating speed (85th percentile) has also reduce road maintenance costs, and promote dropped, from over 70 km/h in 2005, to between healthy, active living in the community. 62 to 66 km/h in 2015. Average speeds have 40 dropped as well, and are now closer to the posted 50 km/h speed limit. ENVIRONMENTAL 85th Percentile Speed 85th Percentile Speed speed Average Speed Average 85th Percentile Speed 85th Percentile Speed speed Average Speed Average IMPROVEMENTS

20 2005 2015 2005 2015 2005 2015 2005 2015 BEFORE 2004-2008 The 10% reduction in paved surface will cut salt use in winter and increase storm water infiltration year round. 300 new trees will provide shade and AFTER 2012-2014 are expected to absorb almost 7,000 kg of CO2 BEFORE AFTER BEFORE AFTER BEFORE AFTER BEFORE AFTER annually, improve the appearance of the street, and 0 South North 0 5 10 15 20 improve local air quality. VEHICLE TRAVEL SPEEDS (km/h) COLLISIONS PER YEAR 42 3.0 Concluding Remarks

The examples of Complete Street transformations compiled in this book street to include four lanes of vehicular traffic, with additional facilities for provide a snapshot of how the Complete Streets concept has recently pedestrians and cyclists (Shellard Lane). Improvements to the public realm been practically applied in the context of the GGH Region. This book (i.e., streetscaping) are relatively common across the nine projects as well. documents the planning and implementation processes and design Four out of nine projects included transit improvements to the roadway changes relating to nine street transformation projects across the region. in an effort to improve service. However only one project introduced To the extent possible by the available data, we have emphasized dedicated rapid transit facilities (Highway 7 East) as part of a Complete municipalities’ efforts in evaluating the outcomes of these projects. With Street transformation. Clearly, a great diversity exists in terms of project- regard to outcomes, and building on our previous research (Smith Lea, level definition of a Complete Street within the GGH Region. Mitra & Hess, 2014; 2015), we have summarized improvements relating to (1) active and sustainable transportation, (2) traffic safety, (3) level of Regarding the outcomes of these Complete Street projects, we were service, and (4) surrounding environment, as recorded by municipalities in encouraged by the fact that most of the projects we feature had at which these projects are located. The list of projects featured in this book least some data on active and sustainable transportation after project is not exhaustive; however, the nine street transformations highlighted completion. Six out of nine projects collected cycling count data; four here represent a diverse sample of current practices relating to planning, of them demonstrated measurable increases in cycling, while the other implementation and evaluation of Complete Streets projects. projects did not have before-after data on cycling for comparison. Most of the streets we featured also included some improvements for pedestrians; During the course of our research, many of the Complete Street five of these municipalities were able to provide pedestrian data, and out transformation projects we initially identified were soon eliminated. Finding of these, four demonstrated an increase in pedestrian presence on streets data on project evaluation and outcomes was particularly challenging. after transformation. Highway 7 East is the only project that added a Several projects could not be included because the municipalities had dedicated transit facility as part of its Complete Streets transformation and no information on their impacts on travel behaviour, traffic safety, level is also the only project that demonstrates a clear improvement in transit of service or the surrounding environment. Even many of the examples ridership. It should be noted, though, that travel data are almost exclusively included in this book only have minimal information on their outcomes, and collected on the facilities. As a result, the current measures do not reflect there was a great variation across the different projects and municipalities network level or neighbourhood level change in travel behaviour/ patterns, in terms of which outcomes were evaluated and how they were measured. which is a key to creating active and sustainable communities. There is From our research, it was evident that within the GGH Region, Complete clearly room for further improvement with regard to systematic evaluation Street projects are being undertaken without consistent, systematic, or of active and sustainable transportation outcomes of a Complete Street. sometimes any, evaluation of benefits. Five of the Complete Street projects have some data on the level of safety, While data on the outcomes is scarce, the details of the planning process mostly measured through collision rates. Davenport Road and Highway and the outputs (i.e. what was built) for projects are well documented. 7 East. are two examples that showed significant safety benefits from the The Project Locations Map (page 5) summarizes the nine Complete design changes on these streets, demonstrating that it is certainly possible Streets projects featured in this publication. The determination of what for Complete Street projects to attain the goal of greater safety for all road constitutes a Complete Street was left to the individual municipalities, and users. when we compared across the projects we found that some features were more common than others. Each of the examples featured in this book With regard to level of service, perceived safety and comfort among users includes a cycling facility of some type. Cycling seems to be integral to of different modes, this data was collected by some municipalities, and conceptions of Complete Streets by municipal transportation professionals evidence of improvement is common across these projects. However, in the GGH. In addition to cycling facilities, six out of nine projects the data is often inconsistent; while safety perceptions were sometimes involved improvements relating to speed reduction and/or a road diet. By quantified in survey form, several other projects documented subjective contrast, one Complete Street project listed here transformed a two-lane or anecdotal evidence of improved perceived safety. Highway 7 East was

43 the only project in our list that evaluated savings in transit travel time, and a result, it is difficult to make conclusive comments about the magnitude of demonstrates a 30% improvement. the benefits of these roadway improvements. This indicates an important gap in terms of effectively measuring municipal adherence to provincial After a project is implemented, changes to the surrounding environment policy goals for the GGH Region, as noted in Section 2.1 of the Growth may take years to occur, and are difficult to systematically evaluate. Not Plan for the Greater Golden Horseshoe (Ontario Ministry of Municipal surprisingly, such evaluations are the least common data that is collected Affairs and Housing, 2013). Clearly, more work can be done to ensure by the municipalities. Of the examples presented in this book, one project Complete Streets are evaluated more systematically and using comparable showed clear evidence of improvements to the surrounding land use, as measures. A more coordinated effort to collect and share data on the key well as increased economic and social activities. In some other cases, the performance indicators that align with Complete Street and sustainable relevant data was often hypothetical, subjective and anecdotal in nature. transportation goals is important in advancing the Complete Street concept in the GGH Region. More broadly, such evidence can be used to evaluate While the current practice relating to Complete Streets evaluation is less development goals outlined in the Growth Plan. than ideal, this is by no means unexpected. Our previous research (Smith Lea, Mitra & Hess, 2015), which included a focus group discussion with Based on the evidence presented in this publication, our key municipal planners, engineers and urban designers, revealed a lack of recommendations to the municipalities are - first, to consider at the outset understanding among professionals around the expected outcomes of of these projects what outcomes they are expecting to see, to establish a a Complete Street project. Scarcity of resources, lack of communication plan for collecting and sharing data that measures the these outcomes, between municipal departments, and more importantly, an absence and to include this plan within the overall capital budget process, and of municipal mandate to evaluate active transportation projects, were second, to increase the number of Complete Street projects. Complete identified as some key challenges in this regard. Streets support key provincial policy goals, including those in the Places to Grow Act, and as more projects are built, stronger evidence will emerge Our findings in this present research are similar to what we had previously around the benefits of such projects for the GGH Region and beyond. identified. While compiling the information for this book, we often found it difficult to identify who is responsible for collecting information and evaluating infrastructure projects. In our consultation with municipalities, we also found that information was often spread among different departments, municipal tiers, or governmental agencies. However, some of the featured Complete Street transformations have public reports associated with them, including Richmond/ Adelaide and Queens Quay. This practice of releasing public reports associated with projects, although it may not always be feasible with smaller infrastructure projects, is a good model to follow to ensure that data is collected, and is shared as part of a transparent public process. In summary, a broad observation of the nine Complete Streets examples throughout the GGH Region makes the case that Complete Street transformations are likely to achieve the key goals of increased active and sustainable transportation, improved levels of safety and service, and improvements to the surrounding environment in which they are located. However, the types, variety, and quality of evidence collected for each of these individual Complete Street transformations were inconsistent, and as

44 4.0 Glossary of Key Concepts

Terminology used in Complete Street projects may not be widely known BUS RAPID TRANSIT (BRT) among the general public, and can vary among different jurisdictions. Referring BRT is a form of public transit in which buses operate in dedicated travel lanes, to documents and guidelines in current use in Ontario, we compiled these fully separated from other motor vehicles. BRT routes also usually include definitions for the concepts and infrastructure that are referred to in this book. stations where fare payment is made in advance of boarding the bus, not unlike a subway or LRT station, as well as priority for buses at traffic signals. In York Region, the BRT lanes are referred to as rapidways. BICYCLE (BIKE) LANE A bike lane is ”a portion of a roadway which has been designated by pavement ENVIRONMENTAL ASSESSMENT markings and signage for the preferential or exclusive use of cyclists” (Ontario A provincial Environmental Assessment (EA) is “a study which assesses Ministry of Transportation, 2014). Pavement markings generally include a the potential environmental effects (positive or negative) of a proposal.” diamond followed by a bicycle symbol as well as a single stripe of paint to (Ontario Ministry of the Environment, 2014) EAs in Ontario are guided by the separate the space from motor vehicles. A buffered bike lane expands the Environmental Assessment Act (1990). There are two main types of EAs: separated space between cyclists and motor vehicles through the use of Individual EAs and Streamlined EAs, which include Class EAs. The Class hatched pavement markings. EA for Municipal Infrastructure Projects sets out a self-assessment process for routine municipal infrastructure projects, without having to obtain project- BICYCLE TRAIL AND MULTI-USE TRAIL specific approval. Road reconstructions that change motor vehicle capacity warrant a higher level of review, even when these projects are intended to Bicycle trails or multi-use trails are off-street paths that are physically improve conditions for pedestrians and cyclists. separated from the roadway by a strip of grass or boulevard. Bicycle trails are marked for the exclusive use of cyclists, while multi-use trails are intended to accommodate multiple uses including cycling, walking, in-line skating, LAYBY skateboarding, wheelchair use, and jogging. A layby is a designated paved area, either on or off the roadway, for motor vehicles to stop or park. BIKE BOX A bike box is a designated area for cyclists to stop in at signalized OPERATING SPEED (85TH PERCENTILE) intersections. Bike boxes increase the visibility of cyclists, allowing them to Currently, most posted speed limits are set based on the observed speed of move in front of motor vehicles at red lights. Bike boxes also allow cyclists 85% of motor vehicles traveling along a given section of a roadway. This is to position themselves in the appropriate lane to proceed through the light referred to as the operating speed of the roadway. It is usually determined by or make turns before other vehicles. Pavement markings generally include a the roadway characteristics, such as street width, geometry, and intersection bicycle symbol and are sometimes painted green or blue. frequency.

BOLLARD RIGHT OF WAY A bollard is a short post, usually about waist high. Bollards are often installed This is the area of a street that is publicly owned and maintained between on roadways to control traffic movements or speed, or to separate different properties. It includes roadways, sidewalks, bike lanes/cycle tracks, rapid uses, such as avoiding conflicts between motor vehicles, bicycles and transit lanes, boulevards, and planting areas, as well as traffic signs and pedestrians. signals, street furniture, and other public infrastructure.

45 ROAD DIET A Road Diet is a transportation planning technique wherein the number of traffic lanes and/or the lane width is reduced to improve roadway safety and level of service for all road users. Typically, the reclaimed space is used to accommodate other uses including turn lanes, pedestrian refuge islands, bike lanes and landscaping.

SEPARATED BICYCLE LANE OR CYCLE TRACK Bike lane on Davenport Rd Layby on King St An on-street cycling facility that includes many of the features of a conventional painted bike lane, but is distinguished by a clear separation between motorists and cyclists through a buffer with physical barriers such as a line of bollards, a median, parked vehicles, or some combination of these. Additional separation can be attained by raising the lane above the curb.

STREETCARS Sometimes referred to as trams, these electrically-powered rail vehicles operate on streets, usually in mixed traffic. Toronto was one of the few cities in North America to retain their streetcar system past the mid 20th century. Bikes boxes on Davenport Rd Bikes boxes on Highway 7 E Streetcars have some similarities to Light Rail Transit (LRT), but LRT systems typically cover longer distances more quickly due to more widely-spaced stations and operate, like BRT, in their own fully dedicated travel lanes with advance fare payment, stations, and signal priority.

TACTILE PAVING & SURFACES Tactile paving (also called tactile walking surface indicators, detectable warning surfaces, or gripping domes) is used to alert people with vision impairment of hazards such as a curb adjacent to motor vehicle traffic or the edge of a transit platform. In keeping with the Accessibility for Ontarians with Disabilities Act Bollards in buffer zone in Toronto; Tactile paving on Brealey Dr (2005; 2012), municipalities are installing tactile surfaces as part of curb ramps bollard in Kitchener at pedestrian crossings. BEFORE AFTER TRAFFIC LANE Traffic lanes are for the use of vehicle travel. Bicycles are recognized as vehicles under Ontario’s Highway Traffic Act. Cyclists are permitted to use traffic lanes even when bicycle lanes are provided.

TURN LANE A turn lane is a designated lane at signalized intersections for vehicles to move Road diet on College Avenue West in Guelph reduced four travel lanes to into when turning left or right. two plus a centre turn lane, and made space for a bike lane. 46 5.0 Bibliography

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City of Brantford. (2000, March). Multi-use trail/bikeway implementation and City of Toronto. (2015, June 5). Richmond-Adelaide cycle track planning design plan. Retrieved from: bit.ly/1Pn23Ee and design study: Pilot project preliminary evaluation. Retrieved from: toronto.ca/cycletracks City of Brantford. (2014, November). Transportation Master Plan Update. Retrieved from: bit.ly/1SdvQDV City of Toronto. (2015, June). Toronto Official Plan. Retrieved from: http://www1.toronto.ca/planning/chapters1-5.pdf City of Guelph. (2012, February). Bicycle-friendly Guelph: Cycling Master Plan. Retrieved from: bit.ly/22srqB City of Waterloo. (2011, April). Transportation Master Plan. Retrieved from: http://www.waterloo.ca/en/government/transportationmasterplan.asp City of Hamilton. (2007). Transportation Master Plan. Retrieved from: bit.ly/1QNsMwc City of Waterloo. (2014, October). Official Plan. Retrieved from: http://www.waterloo.ca/en/government/officialplan.asp City of Hamilton. (2009). Hamilton’s Cycling Master Plan: Shifting gears. Retrieved from: bit.ly/1Rb6hEp Department of Transportation, New York City (2012). Measuring the Street: New Metrics for 21st Century Streets. Retrieved from: http://www.nyc. City of Hamilton: Public Works Department, Transportation Division. gov/html/dot/downloads/pdf/2012-10-measuring-the-street.pdf (2014, February 19). Cannon Street Bi-directional Cycle Track Pilot Project: Feasibility Assessment and Functional Design. Diceman, J. (2015, June 10). Richmond, Adelaide and Simcoe Street pilot cycle tracks: Public consultation December 2014 to May 2015 summary City of Hamilton. (2014, March 19). Presentation: General Issues report. Retrieved from: toronto.ca/cycletracks Committee - Cannon Street Bi-directional Cycle Track Pilot Project: Feasibility Assessment, Functional Design, and Cost Estimates. Federation of Canadian Municipalities (FCM). (2012). FCM sustainable community awards 2012 winner - transportation: Davenport multi-use City of Kitchener. (2010, August 18). City of Kitchener Cycling Master Plan corridor improvement. Retrieved from: http://bit.ly/24fFXyz for the 21st Century. Retrieved from: https://www.kitchener.ca/en/ livinginkitchener/resources/CMP_Final.pdf Government of Ontario. (2005). Accessibility for Ontarians with Disabilities Act. Retrieved from: https://www.ontario.ca/laws/statute/05a11 City of Peterborough. (2012). City of Peterborough Comprehensive Transportation Plan. Retrieved from: bit.ly/1T4jgcr Government of Ontario. (1990). Environmental Assessment Act. Retrieved from: www.ontario.ca/laws/statute/90e18

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McCann, B. and Rynne, S. (2010). Complete Streets: Best Policy and Smith, S. (2014, October 6). Presentation: Transforming Highway 7 into a Implementation Practices. American Planning Association. Complete Street: Toronto Centre for Active Transportation 2014 Complete Streets Forum. Retrieved from: bit.ly/1VweW6d Metrolinx. (2009). The Big Move: Transforming transportation in the Greater Toronto and Hamilton Area. Retrieved from: http://www.metrolinx.com/ Smith Lea, N., Mitra, R., & Hess. P. (2014). Complete Streets Catalogue: en/regionalplanning/bigmove/big_move.aspx Understanding Complete Streets in the Greater Golden Horseshoe Region. Toronto, Clean Air Partnership. Retrieved from: http://www. National Association of City Transportation Officials (NACTO). (2014). tcat.ca/knowledge-centre/complete-streets-catalogue/ Urban bikeway design guide. Retrieved from: http://nacto.org/ publication/urban-bikeway-design-guide/ Smith Lea, N., Mitra, R., & Hess. P. (2015). Complete Streets Evaluation: Understanding Complete Streets in the Greater Golden Horseshoe Ontario Ministry of the Environment. (2014). Preparing and Reviewing Region. Toronto, Clean Air Partnership. Retrieved from: http://www. Environmental Assessments in Ontario. Retrieved from: bit.ly/1TviDZU tcat.ca/knowledge-centre/complete-streets-evaluation-tool/

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48 Photo Credits

Cannon Street Glossary of Key Concepts p. 7 - Before: www.mikegoodwin.ca Bike lane on Davenport Road (top left): City of Waterloo p. 7, 10 - All other photos: Brandon Quigley, TCAT Layby on King Street (top right): Google Streetview Bike boxes on Davenport Road: City of Waterloo Highway 7 East Bike boxes on Highway 7: York Region All Photos: York Region Bollards in buffer zone on Simcoe Street (City of Toronto) & King Street (City of Kitchener & IBI Group) Brealey Drive Tactile paving: Brandon Quigley, TCAT p. 15, 18 - Before: City of Peterborough Road Diet - College Ave Before Photo: Google Earth p. 15, 18 - All other photos: Brandon Quigley, TCAT Road Diet - College Ave After Photo: Google Maps Richmond & Adelaide Streets p. 19 - Before: City of Toronto After photos: Brandon Quigley, TCAT Front Cover p. 22 - Left & middle photo: City of Toronto Richmond Street, Toronto: Brandon Quigley, TCAT Right photo: Brandon Quigley, TCAT Back Cover Shellard Lane King Street, Kitchener: Sean Marshall p. 23 - Before: Google Streetview p. 23 - After: City of Brantford p. 26 - All other photos - AMEC Foster Wheeler

College Avenue West p. 27 - Before: Google Streetview p. 30 - All other photos - City of Guelph

Queens Quay p. 31 - All photos: Waterfront Toronto p. 34 - Left: Brandon Quigley p. 34 - Right: Waterfront Toronto

King Street p. 35, 38 - All Photos: City of Kitchener and IBI Group

Davenport Road p. 39, 42 - All photos: City of Waterloo 49