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Cycling Network Improvements and Expansion

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Study Overview
Region of Waterloo Cycling Network Upgrade and Expansion Study

We are looking to convert the temporary cycling facilities introduced through a pilot project in 2019 to permanent facilities and further expand the cycling network. At this time, the Region is only at the design phase — what kind of cycling facility should be used, what could it look like, how would it function.

*Project Update Fall 2024*

A report was considered at Regional Sustainability, Infrastructure, and Development committee on 5 November 2024 where the following motion was approved:

That the Regional Municipality of Waterloo approve the current preferred alternative designs for the following corridors as outlined in report TSD-TRP-24-015 dated November 5, 2024

  • King Street – between University Avenue and Weber Street N
  • University Avenue – between Westmount Road and Albert Street
  • Bridgeport Road – between Lancaster Street and Lang Crescent
  • Bridgeport Road – between Goldbeck Lane and Albert St
  • Caroline St – Between Albert St and Erb St W
  • Erb Street E – between Caroline Street and Goldbeck Lane

A copy of the report and appendices can found here in addition to the minutes and video for this part of the committee meeting: https://pub-regionofwaterloo.escribemeetings.com/Meeting.aspx?Id=6aba9848-6712-47a2-8d63-c835f08c3df2&lang=English&Agenda=Merged&Item=26&Tab=attachments

Next Steps:

The functional design alternative from this Study will move to detail design and implementation in future projects that are part of the Transportation Capital Program. Detail design may include the acquisition of land in some locations to deliver the proposed design alternatives.

The proposed facilities on two sections of Erb Street (from Caroline Street to King Street and Margaret Avenue to Goldbeck Lane) are not currently programmed for construction as part of the current Transportation Capital Program. It is recommended that staff identify opportunities for them to be integrated into the current capital program for detailed design and construction.

Transportation staff will continue internal discussions and discussion with the relevant local area municipalities to determine the costs and responsibilities for maintenance of the separated cycling facilities.

Cycling network public meeting presentation and final design survey – *Survey closed December 5, 2023*

Thank you to those who have provided feedback on the preferred alternative design. A recording of the public meeting held on November 16 2023, is now available to view. Please complete the online survey by 11:59pm December 5, 2023, to share your comments on the final design.

Final Design Survey (open to December 5 2023)

The project team is collecting any feedback on the preferred alternative before taking the final designs to Regional Council in the Winter of 2024. This feedback period will be open until 11:59pm December 5, 2023. This can be done via the 'Final Design Survey'.

Additionally, comments can be made on the design drawings here: https://miro.com/app/board/uXjVMOzNq2g=/

Virtual Meeting #2 – November 16, 2023
Presentation of Preferred Design Alternatives

Throughout this study, the Region has evaluated options for both the design of permanent installations to replace the temporary separated facilities and the expansion of the Region’s cycling network to create new connections and close some of the gaps in the local and regional active transportation networks. The preferred design alternatives have been finalized and were presented at a second virtual meeting on November 16, 2023.

During this meeting, the project team:

  • Outlined the project, including a summary of work completed to date.
  • Explained the process for developing design options for separated cycling facilities along the study area corridors, including an exploration of the evaluation criteria and feedback that led to the selection of the preferred alternative.
  • Showed residents what the corridors may look like in the future through visualization tools, renderings and design drawings.
  • Provided an opportunity for members of the public to share comments about specific details of the preferred alternative design using an online tool and ask questions of the project team.

A recording of the presentation portion of the meeting and PDF versions of all presentation materials can be found on this page.

The project team is collecting any feedback on the preferred alternative before taking the final designs to Regional Council in the Winter of 2024. This feedback period will be open until November 24, 2023. This can be done via the 'Final Design Survey'.

Want to catch up on what has been done so far? Check out the recording of the previous meeting for this project below.

Virtual meeting #1 — Recorded on September 14, 2022

On September 14, The Region of Waterloo held a Public Consultation Centre about the cycling network expansion. During the meeting, the project team:

  • Introduced themselves and provided an overview of the project.
  • Explained the process for developing design options for separated cycling facilities along the study area corridors (listed here).
  • Outlined design options for separated cycling facilities along the study area corridors.
  • Provided an opportunity for members of the public to share their ideas.

The session was recorded, and you can view the recording here (External link), or by clicking the 'Videos" link on the right hand side of this page. You can also review the presentation materials here.

We would like to thank everyone that submitted feedback about the various design alternatives through the comment form. The comment form was open until November 14, 2022.

If you would like to receive further reminders about this project, please subscribe to this webpage using the subscribe button on the right toolbar. We look forward to connecting with you soon!

Study Overview
Region of Waterloo Cycling Network Upgrade and Expansion Study

We are looking to convert the temporary cycling facilities introduced through a pilot project in 2019 to permanent facilities and further expand the cycling network. At this time, the Region is only at the design phase — what kind of cycling facility should be used, what could it look like, how would it function.

*Project Update Fall 2024*

A report was considered at Regional Sustainability, Infrastructure, and Development committee on 5 November 2024 where the following motion was approved:

That the Regional Municipality of Waterloo approve the current preferred alternative designs for the following corridors as outlined in report TSD-TRP-24-015 dated November 5, 2024

  • King Street – between University Avenue and Weber Street N
  • University Avenue – between Westmount Road and Albert Street
  • Bridgeport Road – between Lancaster Street and Lang Crescent
  • Bridgeport Road – between Goldbeck Lane and Albert St
  • Caroline St – Between Albert St and Erb St W
  • Erb Street E – between Caroline Street and Goldbeck Lane

A copy of the report and appendices can found here in addition to the minutes and video for this part of the committee meeting: https://pub-regionofwaterloo.escribemeetings.com/Meeting.aspx?Id=6aba9848-6712-47a2-8d63-c835f08c3df2&lang=English&Agenda=Merged&Item=26&Tab=attachments

Next Steps:

The functional design alternative from this Study will move to detail design and implementation in future projects that are part of the Transportation Capital Program. Detail design may include the acquisition of land in some locations to deliver the proposed design alternatives.

The proposed facilities on two sections of Erb Street (from Caroline Street to King Street and Margaret Avenue to Goldbeck Lane) are not currently programmed for construction as part of the current Transportation Capital Program. It is recommended that staff identify opportunities for them to be integrated into the current capital program for detailed design and construction.

Transportation staff will continue internal discussions and discussion with the relevant local area municipalities to determine the costs and responsibilities for maintenance of the separated cycling facilities.

Cycling network public meeting presentation and final design survey – *Survey closed December 5, 2023*

Thank you to those who have provided feedback on the preferred alternative design. A recording of the public meeting held on November 16 2023, is now available to view. Please complete the online survey by 11:59pm December 5, 2023, to share your comments on the final design.

Final Design Survey (open to December 5 2023)

The project team is collecting any feedback on the preferred alternative before taking the final designs to Regional Council in the Winter of 2024. This feedback period will be open until 11:59pm December 5, 2023. This can be done via the 'Final Design Survey'.

Additionally, comments can be made on the design drawings here: https://miro.com/app/board/uXjVMOzNq2g=/

Virtual Meeting #2 – November 16, 2023
Presentation of Preferred Design Alternatives

Throughout this study, the Region has evaluated options for both the design of permanent installations to replace the temporary separated facilities and the expansion of the Region’s cycling network to create new connections and close some of the gaps in the local and regional active transportation networks. The preferred design alternatives have been finalized and were presented at a second virtual meeting on November 16, 2023.

During this meeting, the project team:

  • Outlined the project, including a summary of work completed to date.
  • Explained the process for developing design options for separated cycling facilities along the study area corridors, including an exploration of the evaluation criteria and feedback that led to the selection of the preferred alternative.
  • Showed residents what the corridors may look like in the future through visualization tools, renderings and design drawings.
  • Provided an opportunity for members of the public to share comments about specific details of the preferred alternative design using an online tool and ask questions of the project team.

A recording of the presentation portion of the meeting and PDF versions of all presentation materials can be found on this page.

The project team is collecting any feedback on the preferred alternative before taking the final designs to Regional Council in the Winter of 2024. This feedback period will be open until November 24, 2023. This can be done via the 'Final Design Survey'.

Want to catch up on what has been done so far? Check out the recording of the previous meeting for this project below.

Virtual meeting #1 — Recorded on September 14, 2022

On September 14, The Region of Waterloo held a Public Consultation Centre about the cycling network expansion. During the meeting, the project team:

  • Introduced themselves and provided an overview of the project.
  • Explained the process for developing design options for separated cycling facilities along the study area corridors (listed here).
  • Outlined design options for separated cycling facilities along the study area corridors.
  • Provided an opportunity for members of the public to share their ideas.

The session was recorded, and you can view the recording here (External link), or by clicking the 'Videos" link on the right hand side of this page. You can also review the presentation materials here.

We would like to thank everyone that submitted feedback about the various design alternatives through the comment form. The comment form was open until November 14, 2022.

If you would like to receive further reminders about this project, please subscribe to this webpage using the subscribe button on the right toolbar. We look forward to connecting with you soon!

Ask a question

Be sure to review the Frequently Asked Questions (FAQ) section of this page before submitting a question - it may have already been answered!

Welcome to the Q&A tool! With this tool, you can:

  • Ask a question directly to the Project Team

Here's how the tool works:

  • Ask your question in the box below and click "Submit"
  • Submitted questions are reviewed by The Project Team
  • Responses are provided within 5 business days of receipt. 
  • Sometimes answers require information from multiple sources. If the answer is going to take longer than 5 business days, we will let you know.
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  • Share Why are the university bike lanes not being expanded to past the highway? on Facebook Share Why are the university bike lanes not being expanded to past the highway? on Twitter Share Why are the university bike lanes not being expanded to past the highway? on Linkedin Email Why are the university bike lanes not being expanded to past the highway? link

    Why are the university bike lanes not being expanded to past the highway?

    nokel81 asked over 2 years ago

    Thank you for submitting your question. This project includes the section of University Avenue between Westmount Road and Albert Street. The section between Albert Street and Weber Street is already part of a different ongoing project and will include separated cycling facilities. You can find more information on that project at following link (https://www.engagewr.ca/University-Ave). The section of University Avenue that is east of Weber Street is not due for reconstruction for a number of years, but it has been identified as an area for future cycling infrastructure installation to complete cycling network connectivity.

  • Share Is the Bridgeport corridor plan being coordinated with the planned 'AAA' cycling facilities along Lancaster as part of its upcoming reconstruction? The proposed development at the corner of Lancaster & Bridgeport will bring many people to the area. Considering how congested the roads are, I think the Region should take this time as an opportunity to get the new residents "out of their cars" and using public transit and active transportation alternatives, and the new cycling facilities should be planned accordingly. Allowing children to bike could make this area so vibrant! on Facebook Share Is the Bridgeport corridor plan being coordinated with the planned 'AAA' cycling facilities along Lancaster as part of its upcoming reconstruction? The proposed development at the corner of Lancaster & Bridgeport will bring many people to the area. Considering how congested the roads are, I think the Region should take this time as an opportunity to get the new residents "out of their cars" and using public transit and active transportation alternatives, and the new cycling facilities should be planned accordingly. Allowing children to bike could make this area so vibrant! on Twitter Share Is the Bridgeport corridor plan being coordinated with the planned 'AAA' cycling facilities along Lancaster as part of its upcoming reconstruction? The proposed development at the corner of Lancaster & Bridgeport will bring many people to the area. Considering how congested the roads are, I think the Region should take this time as an opportunity to get the new residents "out of their cars" and using public transit and active transportation alternatives, and the new cycling facilities should be planned accordingly. Allowing children to bike could make this area so vibrant! on Linkedin Email Is the Bridgeport corridor plan being coordinated with the planned 'AAA' cycling facilities along Lancaster as part of its upcoming reconstruction? The proposed development at the corner of Lancaster & Bridgeport will bring many people to the area. Considering how congested the roads are, I think the Region should take this time as an opportunity to get the new residents "out of their cars" and using public transit and active transportation alternatives, and the new cycling facilities should be planned accordingly. Allowing children to bike could make this area so vibrant! link

    Is the Bridgeport corridor plan being coordinated with the planned 'AAA' cycling facilities along Lancaster as part of its upcoming reconstruction? The proposed development at the corner of Lancaster & Bridgeport will bring many people to the area. Considering how congested the roads are, I think the Region should take this time as an opportunity to get the new residents "out of their cars" and using public transit and active transportation alternatives, and the new cycling facilities should be planned accordingly. Allowing children to bike could make this area so vibrant!

    JbP asked over 2 years ago

    Thank you for submitting your question. Yes, the design of these facilities on Bridgeport Road are being coordinated with the facilities on Lancaster Street.

  • Share Why is Columbia Street not included in this despite being part of the pilot network? on Facebook Share Why is Columbia Street not included in this despite being part of the pilot network? on Twitter Share Why is Columbia Street not included in this despite being part of the pilot network? on Linkedin Email Why is Columbia Street not included in this despite being part of the pilot network? link

    Why is Columbia Street not included in this despite being part of the pilot network?

    mattfr asked over 2 years ago

    Thank you for submitting your question. Columbia Street is not included in this program since it is not a Regional road, it is under the jurisdiction of the City of Waterloo. The City of Waterloo is planning to develop cycling facilities on Columbia Street.

  • Share 1. I would initially like to voice support for option 1 listed in the proposal for the Bridgeport and Erb area. It seems to offer the best in terms of cycling mobility. 2. Why are dual direction cycle tracks on both sides of University not being considered for either study section? That location is extremely full of potential users and doing so would remove even more demand for car traffic that the centre turning lane wouldn't be needed. on Facebook Share 1. I would initially like to voice support for option 1 listed in the proposal for the Bridgeport and Erb area. It seems to offer the best in terms of cycling mobility. 2. Why are dual direction cycle tracks on both sides of University not being considered for either study section? That location is extremely full of potential users and doing so would remove even more demand for car traffic that the centre turning lane wouldn't be needed. on Twitter Share 1. I would initially like to voice support for option 1 listed in the proposal for the Bridgeport and Erb area. It seems to offer the best in terms of cycling mobility. 2. Why are dual direction cycle tracks on both sides of University not being considered for either study section? That location is extremely full of potential users and doing so would remove even more demand for car traffic that the centre turning lane wouldn't be needed. on Linkedin Email 1. I would initially like to voice support for option 1 listed in the proposal for the Bridgeport and Erb area. It seems to offer the best in terms of cycling mobility. 2. Why are dual direction cycle tracks on both sides of University not being considered for either study section? That location is extremely full of potential users and doing so would remove even more demand for car traffic that the centre turning lane wouldn't be needed. link

    1. I would initially like to voice support for option 1 listed in the proposal for the Bridgeport and Erb area. It seems to offer the best in terms of cycling mobility. 2. Why are dual direction cycle tracks on both sides of University not being considered for either study section? That location is extremely full of potential users and doing so would remove even more demand for car traffic that the centre turning lane wouldn't be needed.

    nokel81 asked over 2 years ago

    Thank you for your comments. A short segment of two-way cycle track  is proposed on University Avenue, between Westmount Road and the University of Waterloo campus, to improve connectivity to the campus. Along other segments of University Avenue, one-way cycle tracks on each side of the street are preferred from the perspective of minimizing conflicts at driveways and intersections.

  • Share How will the snow/ice be removed or stored when there are street bike path and sidewalk, all divided by curbs? As traversing the downtown areas by car becomes slower and parking becomes more difficult, how are seniors supposed to support downtown businesses? Is this prudent use of tax payer's money? on Facebook Share How will the snow/ice be removed or stored when there are street bike path and sidewalk, all divided by curbs? As traversing the downtown areas by car becomes slower and parking becomes more difficult, how are seniors supposed to support downtown businesses? Is this prudent use of tax payer's money? on Twitter Share How will the snow/ice be removed or stored when there are street bike path and sidewalk, all divided by curbs? As traversing the downtown areas by car becomes slower and parking becomes more difficult, how are seniors supposed to support downtown businesses? Is this prudent use of tax payer's money? on Linkedin Email How will the snow/ice be removed or stored when there are street bike path and sidewalk, all divided by curbs? As traversing the downtown areas by car becomes slower and parking becomes more difficult, how are seniors supposed to support downtown businesses? Is this prudent use of tax payer's money? link

    How will the snow/ice be removed or stored when there are street bike path and sidewalk, all divided by curbs? As traversing the downtown areas by car becomes slower and parking becomes more difficult, how are seniors supposed to support downtown businesses? Is this prudent use of tax payer's money?

    Earl Martin asked over 2 years ago

    Winter maintenance considerations have been discussed throughout this project, and will be determined in more detail as designs are finalized and implemented. One of the goals of this project is to provide a transportation network for all road users. That includes motorists, transit users, cyclists, and pedestrians. Per our response to another question, approximately 30-40% of Waterloo Region's population does not have the ability to travel by car because of age (young and old), physical disabilities, no access to car, or by choice.

  • Share Can you please provided the data that supports the claim that "50-70% of the population would cycle if there were separated lanes". there is already gridlock on the roads in this city. People doing weekly shopping don't ride bikes. people dropping off kids at daycare don't ride bikes. Seniors don't ride bikes. on Facebook Share Can you please provided the data that supports the claim that "50-70% of the population would cycle if there were separated lanes". there is already gridlock on the roads in this city. People doing weekly shopping don't ride bikes. people dropping off kids at daycare don't ride bikes. Seniors don't ride bikes. on Twitter Share Can you please provided the data that supports the claim that "50-70% of the population would cycle if there were separated lanes". there is already gridlock on the roads in this city. People doing weekly shopping don't ride bikes. people dropping off kids at daycare don't ride bikes. Seniors don't ride bikes. on Linkedin Email Can you please provided the data that supports the claim that "50-70% of the population would cycle if there were separated lanes". there is already gridlock on the roads in this city. People doing weekly shopping don't ride bikes. people dropping off kids at daycare don't ride bikes. Seniors don't ride bikes. link

    Can you please provided the data that supports the claim that "50-70% of the population would cycle if there were separated lanes". there is already gridlock on the roads in this city. People doing weekly shopping don't ride bikes. people dropping off kids at daycare don't ride bikes. Seniors don't ride bikes.

    BLANT asked over 2 years ago

    Thank you for submitting your question. The figures cited come from multiple sources, including this 2023 poll in Ontario about people’s attitudes towards cycling https://www.sharetheroad.ca/news-media-p157824. Similar conclusions were made in the 2018 RTMP (See the full document here, and refer to Exhibit 3.18 on page 3-21)  

    One of the goals of this project is to provide a transportation network for all road users. That includes motorists, transit users, cyclists, and pedestrians. Cycling along Bridgeport and Erb is currently unattractive and considered unsafe by most users due to the speed and volume of vehicles, and the need for cyclists to operate in mixed traffic with motor vehicles. A very small proportion of people are comfortable riding on the road in these conditions. By expanding the cycling network that is safe and attractive, we can increase the share of cycling trips and in the long term, reduce the necessity of many vehicle trips. 

    Today there is some level of congestion on the roads in the Region, mostly during the peak hours. With the projected increase of population during the next few decades, congestion would be much worse if the street environment and land use do not change to better support transit, walking, and cycling. The solution to the congestion problem is not by increasing road capacity for vehicles, but by having mixed land use and by providing better transit, cycling, and walking environment.

    In addition, the project is also considering the needs of the 30-40% of the population of Waterloo Region who do not - or cannot - drive. In particular, public infrastructure that only considers the needs of people who drive disadvantages:

    • Children and youth who are too young to drive
    • Peoplle with physical disabilities
    • Seniors, particularly those with age-related physical or cognitive disabilities
    • Lower-income residents


    Per the 2016 Transportation Tomorrow Survey (the newest year available), the percentage of Waterloo Region population without driver’s licenses is about 28%. This would be a combination of people who are too young, too old to drive safely, living with a disability or making a choice not to drive. This estimate is likely considerably lower than the actual 'non-driving' rates since the latter three groups may still have driver’s licenses, even if they are not currently driving. Of this number, about 68% (in other words, 19% of total population) are too young to drive legally. 

     

    Tables J13 and J14 in the 2019 CIW Community Wellbeing Survey note about 20% of residents Region-wide report living with a disability (physical or mental) or chronic illness that limits activity. There is likely some overlap of this data with people who cannot drive, but the survey doesn’t go into detail about limited activities.

     

    The Profile of Seniors’ Transportation Habits (Statistics Canada, 2012) shows that, at a National level:

    • While women generally have driver’s licenses in similar proportions to men at younger ages, older women are significantly less likely to have driver’s licenses than men.
    • In Ontario, 62% of men 85+ still have driver’s licenses, while only 25% of women 85+ still do.
    • Amongst 65+ people generally, rates of “drove in the previous month” are about 2.5% less and 7% less than “has a valid driver’s license” for men and women, respectively.
    • Amongst 65+ people generally, rates of “driving was the main form of transportation” are about 9.5% less and 20% less than “has a valid driver’s license” for men and women, respectively.
    • Very generally, rates of seniors needing assistance to get to places beyond walking distance is about 5% for men and 14% for women, rapidly increasing with age.

     

    In short, building a mobility system that offers more choice is good for everyone, especially as our Region continues to grow.

  • Share Is there possibility of expanding the King St lanes past Waterloo City Square? Currently if you ride into Uptown from Waterloo, you get dumped into the square and its confusing how to proceed once you reach Willis Way. If you're coming from Kitchener, you either use the spurline, which effectively ends at Regina street, or the Iron horse, which is closer to being central uptown, but it really just takes you on the periphery. King St bike lanes on the Kitchener side of William are laughably inconsistent, that it should just be single file... or have real cycling infrastructure. King St goes central through our economic core. Makes more sense to me to have cars accessing uptown from the periphery, and allowing pedestrians and cyclists to actually have the space. Would also improve air quality, and reduce noise in what should be a people first area. on Facebook Share Is there possibility of expanding the King St lanes past Waterloo City Square? Currently if you ride into Uptown from Waterloo, you get dumped into the square and its confusing how to proceed once you reach Willis Way. If you're coming from Kitchener, you either use the spurline, which effectively ends at Regina street, or the Iron horse, which is closer to being central uptown, but it really just takes you on the periphery. King St bike lanes on the Kitchener side of William are laughably inconsistent, that it should just be single file... or have real cycling infrastructure. King St goes central through our economic core. Makes more sense to me to have cars accessing uptown from the periphery, and allowing pedestrians and cyclists to actually have the space. Would also improve air quality, and reduce noise in what should be a people first area. on Twitter Share Is there possibility of expanding the King St lanes past Waterloo City Square? Currently if you ride into Uptown from Waterloo, you get dumped into the square and its confusing how to proceed once you reach Willis Way. If you're coming from Kitchener, you either use the spurline, which effectively ends at Regina street, or the Iron horse, which is closer to being central uptown, but it really just takes you on the periphery. King St bike lanes on the Kitchener side of William are laughably inconsistent, that it should just be single file... or have real cycling infrastructure. King St goes central through our economic core. Makes more sense to me to have cars accessing uptown from the periphery, and allowing pedestrians and cyclists to actually have the space. Would also improve air quality, and reduce noise in what should be a people first area. on Linkedin Email Is there possibility of expanding the King St lanes past Waterloo City Square? Currently if you ride into Uptown from Waterloo, you get dumped into the square and its confusing how to proceed once you reach Willis Way. If you're coming from Kitchener, you either use the spurline, which effectively ends at Regina street, or the Iron horse, which is closer to being central uptown, but it really just takes you on the periphery. King St bike lanes on the Kitchener side of William are laughably inconsistent, that it should just be single file... or have real cycling infrastructure. King St goes central through our economic core. Makes more sense to me to have cars accessing uptown from the periphery, and allowing pedestrians and cyclists to actually have the space. Would also improve air quality, and reduce noise in what should be a people first area. link

    Is there possibility of expanding the King St lanes past Waterloo City Square? Currently if you ride into Uptown from Waterloo, you get dumped into the square and its confusing how to proceed once you reach Willis Way. If you're coming from Kitchener, you either use the spurline, which effectively ends at Regina street, or the Iron horse, which is closer to being central uptown, but it really just takes you on the periphery. King St bike lanes on the Kitchener side of William are laughably inconsistent, that it should just be single file... or have real cycling infrastructure. King St goes central through our economic core. Makes more sense to me to have cars accessing uptown from the periphery, and allowing pedestrians and cyclists to actually have the space. Would also improve air quality, and reduce noise in what should be a people first area.

    Andrew Jacob Rinehart asked about 2 years ago

    Thank you for your question. Expanding bike lanes on King Street is not within the scope of this project.

  • Share What are you going to do to improve the bike lanes on King St in the core of downtown? Having parked cars and bike lanes are unsafe as you can not see bikers due to the parked cars. on Facebook Share What are you going to do to improve the bike lanes on King St in the core of downtown? Having parked cars and bike lanes are unsafe as you can not see bikers due to the parked cars. on Twitter Share What are you going to do to improve the bike lanes on King St in the core of downtown? Having parked cars and bike lanes are unsafe as you can not see bikers due to the parked cars. on Linkedin Email What are you going to do to improve the bike lanes on King St in the core of downtown? Having parked cars and bike lanes are unsafe as you can not see bikers due to the parked cars. link

    What are you going to do to improve the bike lanes on King St in the core of downtown? Having parked cars and bike lanes are unsafe as you can not see bikers due to the parked cars.

    Hipgurl asked about 2 years ago

    The segment of King Street in the downtown core (south of University Avenue) is not within the scope of this project. North of University Avenue, bike lanes on King Street will be enhanced by creating more separation from cars through the use of existing boulevard space.

  • Share Have you considered turning eliminating the highway 85 onramp from Erb street and instead making a T-intersection to the North? Meaning motorists coming down Erb street wanting to go south on 85 would turn LEFT. I saw pieces of this in the four proposed options but none that combined them in this way. With bi-drectional bicycle lanes running on the South side of the street motorists would not be crossing an active cycling lane when trying to get onto the highway. on Facebook Share Have you considered turning eliminating the highway 85 onramp from Erb street and instead making a T-intersection to the North? Meaning motorists coming down Erb street wanting to go south on 85 would turn LEFT. I saw pieces of this in the four proposed options but none that combined them in this way. With bi-drectional bicycle lanes running on the South side of the street motorists would not be crossing an active cycling lane when trying to get onto the highway. on Twitter Share Have you considered turning eliminating the highway 85 onramp from Erb street and instead making a T-intersection to the North? Meaning motorists coming down Erb street wanting to go south on 85 would turn LEFT. I saw pieces of this in the four proposed options but none that combined them in this way. With bi-drectional bicycle lanes running on the South side of the street motorists would not be crossing an active cycling lane when trying to get onto the highway. on Linkedin Email Have you considered turning eliminating the highway 85 onramp from Erb street and instead making a T-intersection to the North? Meaning motorists coming down Erb street wanting to go south on 85 would turn LEFT. I saw pieces of this in the four proposed options but none that combined them in this way. With bi-drectional bicycle lanes running on the South side of the street motorists would not be crossing an active cycling lane when trying to get onto the highway. link

    Have you considered turning eliminating the highway 85 onramp from Erb street and instead making a T-intersection to the North? Meaning motorists coming down Erb street wanting to go south on 85 would turn LEFT. I saw pieces of this in the four proposed options but none that combined them in this way. With bi-drectional bicycle lanes running on the South side of the street motorists would not be crossing an active cycling lane when trying to get onto the highway.

    Armin asked about 2 years ago

    Several alternatives were considered for the Highway 85 ramp terminals. Removing the ramp on the south side of the street would have major traffic impacts. The preferred design removes the free-flowing on and off ramps on the north side and creates two regular signalized intersections with pedestrian and cycling crossings. This design is subject to the approval of the Ministry of Transportation of Ontario (MTO).

  • Share Why are the cycling community and grt not working hand in hand? Reopening the satellite bus stations using bike hauling busses driving directly to the next station doing loops around the city. Get me close and I can ride the rest. on Facebook Share Why are the cycling community and grt not working hand in hand? Reopening the satellite bus stations using bike hauling busses driving directly to the next station doing loops around the city. Get me close and I can ride the rest. on Twitter Share Why are the cycling community and grt not working hand in hand? Reopening the satellite bus stations using bike hauling busses driving directly to the next station doing loops around the city. Get me close and I can ride the rest. on Linkedin Email Why are the cycling community and grt not working hand in hand? Reopening the satellite bus stations using bike hauling busses driving directly to the next station doing loops around the city. Get me close and I can ride the rest. link

    Why are the cycling community and grt not working hand in hand? Reopening the satellite bus stations using bike hauling busses driving directly to the next station doing loops around the city. Get me close and I can ride the rest.

    Nottasheep asked over 1 year ago

    Integration of cycling and transit infrastructure is being considered within the project area – for example, we have been collaborating with GRT on the design and location of bus stops within the project area. The reopening of bus stations and considerations related to expanding transit services is not within the scope of this project.

Page last updated: 13 Dec 2024, 04:43 PM