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CONNECTIONS
Building connections was identified as a key theme of the
Cycling and Trails Master Plan. This includes connecting the
on -street cycling and off-street trails network as a way to
connect neighbourhoods, people, and destinations.
A key focus of this theme is to create connections that build
off the existing on -street cycling and off-street trails network
that is already in place throughout the city. The connections
should also leverage the existing regional cycling and trail
infrastructure to ensure connectivity across jurisdictions.
Through the implementation of new routes as well as
enhancements to existing infrastructure, the City can work
to ensure that walking, rolling, and cycling are safe and
comfortable for people of all ages and abilities.
The strategies identified under the theme of connections
aim to establish a network of on -street cycling routes
and off-street trails that is comfortable, complete, and
connected. Additionally, the intent is to create a network
that is integrated with other mobility options such as transit,
connected to neighbouring communities, and with integrated
facilities on roadways under the jurisdiction of the Region
of Waterloo. The strategies and actions under the theme of
connections will work to achieve the first goal of the plan to
build more connections within Kitchener.
Through public engagement, input was collected on the
level of support for the proposed strategies and actions
related to the theme of connections. Public input highlighted
the importance of enhancing the existing on -street cycling
and off-street trails network by filling gaps in the network
and making improvements at locations that create network
barriers. Community members and stakeholders also noted a
strong desire for more facilities that are physically separated
from motor vehicles, and cycling routes that are comfortable
for people of all ages and abilities.
Cycling and Trails Master Plan I Connections Report
A well-connected network of on -street cycling routes and
off-street trails can significantly improve the ease of moving
around Kitchener as well as to and from neighbouring
municipalities; provide more recreation opportunities; make
traveling in the city safer; and make walking, rolling, and
cycling more practical transportation choices.
The Cycling and Trails Master Plan includes five strategies
under the theme of connections:
• Strategy 1A: Develop an Integrated Cycling and Trails
Network
• Strategy 1 B: Enhance and Expand the Trails network
• Strategy 1C: Improve Regional Connections
• Strategy 1 D: Improve Safety
• Strategy 1 E: Improve Integration with Transit
Through the public engagement process, there was
strong support for all five of these strategies. Online
survey respondents were asked to rank the importance of
each strategy on a scale of 1 (least important) to 5 (most
important). All five strategies under this theme received
scores of at least 3.4 out of 5, showing overall support.
Improving safety was the highest ranked strategy, followed by
enhancing and expanding the trails network and developing
an integrated cycling and trails network.
LEVEL OF SUPPORT FOR STRATEGIES TO IMPROVE CONNECTIONS
Rated on a scale of 1 (least important) to 5 (more important)
Cycling and Trails Master Plan I Connections Report
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Strategy 1A: Develop an Integrated Cycling and
Trails Network
Providing a complete and interconnected network of on -
street cycling routes and off-street trails throughout the
city is critical to supporting and encouraging more walking,
rolling, and cycling. Kitchener's existing on -street cycling and
off-street trails network is over 350 kilometres in length and
consists of separated bicycle lanes, painted bicycle lanes, and
several types of off-street trails. Despite this existing network,
there are gaps and safety barriers that limit connectivity and
can prevent cycling and trail use, particularly for those who
might be interested in cycling more, but have safety concerns
that prevent them from doing so.
A connected and integrated cycling and trails network is
fundamental to making cycling and trail use a safe and
attractive travel option. To develop the proposed cycling and
trails network, a series of guiding principles was established.
Comfortable: The cycling and trails network plan
focuses on developing an All Ages and Abilities (AAA)
network. The purpose of a AAA network is to provide an
interconnected system of on -street cycling routes and
off-street trails that are comfortable and attractive for
all users. AAA facilities have been identified throughout
the public engagement process as one of the most
important ways to encourage more cycling trips.
When online survey respondents were asked what
factors would encourage more on -road cycling, 61 % of
respondents indicated 'more separated bicycle lanes'.
Research and experience elsewhere has shown that
facilities that are comfortable for people of all ages
and abilities have the greatest impact on encouraging
people to cycle more, particularly for individuals that are
interested in cycling, but have concerns about safety
and comfort. It is also critical that intersections are
designed to be comfortable and designed based on the
AAA principle, as discussed further under Action 1A-4.
Cycling and Trails Master Plan I Connections Report
The proposed AAA cycling and trails network is made up
of separated bicycle lanes, cycle tracks, neighbourhood
bikeways, and Multi -use Trails (Boulevard Multi -use Trails
and off-street Multi -use Trails). These facility types are
defined in further detail under Action 1A-2.
• Connected: The cycling and trails network plan includes
a "City Spine" network of AAA bicycle facilities that
provide high quality and direct connections to all major
destinations in the city, such as major commercial areas,
parks, and schools. The intent of the City Spine network
is to connect to the various growth centres and nodes
in the city including urban growth centres, city nodes,
community nodes, and neighbourhood nodes as defined
in the Official Plan. All City Spine corridors are intended
to be AAA bicycle facilities.
• Complete: The cycling and trails network plan ensures
most residents of Kitchener are within 400 metres
of a designated bicycle route or trail. This involves
identifying neighbourhood connections to link the City
Spine network with neighbourhoods and community
destinations. The proposed cycling and trails network
for Kitchener strives for a minimum network spacing
of 400 metres in areas with the highest population
and employment density. The minimum grid network
includes both the AAA and the non -AAA facilities.
• Other Considerations: There were several other factors
that were considered as part of the network planning
and decision-making framework, including:
• Available roadway and right-of-way width;
• Parking;
• Motor vehicle volumes and number of lanes;
• Truck routes;
• Transit services;
• Existing sidewalk facilities; and
• Connections to existing off-street trails and on -street
cycling routes.
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Accessibility is also a key principle of cycling and trails
network planning and infrastructure design to ensure that
on -street cycling routes and off-street trails are accessible
for people of all abilities. Kitchener values all residents and
visitors and strives to ensure that on -street cycling routes
and off-street trails are safe, inclusive, and accessible for
all users, regardless of age or ability. As such, any new
infrastructure built as part of the cycling and trails network
must incorporate universal design features that consider
and meet the needs of pathway users who may have vision
loss, hearing loss, or limited mobility, strength, dexterity,
and/or comprehension (including cognitive impairments
and language barriers). To ensure the City is meeting the
Accessibility for Ontarians with Disabilities Act (AODA)
standards, they must be reviewed as part of any design
approval process. The City can consider developing a
checklist for all designs and reviewers to follow prior to the
approval of any design. To ensure accessible facilities are
provided, plans and designs should:
• Ensure an appropriate clear zone is provided clear of
obstructions for all walking, rolling, and cycling facilities;
• Provide facilities that have smooth, firm, and slip -
resistance surfaces;
• Provide ramps that enable people using mobility devices,
pushing strollers, riding bicycles or other active devices,
to comfortably access and navigate the network;
• Provide physical separation between people cycling
and other trail users where feasible. Separation can be
provided by a differentiating grade, providing a curb or
buffer, or providing a tactile warning strip;
• Provide visual and audible navigation aids at
intersections;
• Ensure that any amenities provided do not protrude
into or obstruct any part of the facility and are installed
with enough clear space to allow trail users to pass by
comfortably; and
Cycling and Trails Master Plan I Connections Report
• Provide amenities and other landscaping elements that
are cane detectable and should be colour -contrasted
with the surroundings.
In addition to the above, the City should continue to work
with the Grand River Accessibility Advisory Committee
(GRAAC) through the planning and design process for new
cycling routes and trails.
The development of the cycling and trails network occurred
over an iterative process that involved technical analysis,
input from the Community Working Group, City staff, and the
public. The following outlines the different components of
the proposed long-term cycling and trails network and the
actions for implementation.
A critical component of encouraging and supporting the
growth of a healthy downtown is to make accessing this
area both desirable and easy. The City's compact downtown;
the installation of a separated bicycle lanes pilot project on
Queens Boulevard, Belmont Avenue, and Water Street; and
the proximity of the Iron Horse trail, Spur Line trail, and The
Great Trail (Trans Canada Trail) connections to the downtown
all mean that Kitchener is well positioned to develop a
downtown grid network of cycling facilities that connects
to existing infrastructure. The installation of a downtown
grid network of AAA cycling facilities will help to ensure that
residents and visitors who live or to travel downtown have
the option of cycling along a protected and well-connected
network of cycling routes.
The rapid installation of AAA grid networks in the downtown
cores of several major Canadian cities over the past few
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Cycling and Trails Master Plan I Connections Report
years has been proven to have a dramatic impact on the
cycling rates in those communities. It has also shown that
providing additional travel options has had a positive impact
on downtown businesses as they attract more people and
increased spending and shopping rates. Integrating the
downtown grid network with ION rapid transit stations,
bikeshare stations, and other forms of micromobility can also
provide convenient transportation options that are integrated
with the multi -modal transportation network to encourage
sustainable transportation.
The development of the Cycling and Trails Master Plan has
been identified in Kitchener's 2019-2022 Strategic Plan as
one of the key actions that will advance the City's goal of
promoting People -Friendly Transportation. The Strategic
plan also identifies the implementation of a downtown grid
network of bicycle facilities that are comfortable for people
of all ages and abilities by 2022 as an infrastructure priority.
One of the first steps of the network planning process was to
identify routes within the downtown core that would make
up the downtown grid network. This was done through a
technical review of options, a high-level feasibility review, and
discussions with the Community Working Group and the
public. In 2020 and 2021 the City will be working to design
and construct the downtown grid network based on the
network proposed in the Cycling and Trails Master Plan.
The downtown grid network is shown in Figure 1.
Beyond the downtown, the proposed cycling and trails
network provides high quality connections to other important
destinations throughout the city through a network of "City
Spines" and neighbourhood connections. The City Spine
network is intended to provide a city-wide grid network
of AAA on -street cycling routes and off-street trails that
Figure 1 - Downtown Grid Network
Proposed Cycling Routes and Trails
City Spine
Downtown Grid
Downtown
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Cycling and Trails Master Plan I Connections Report
connects all major destinations within the city, such as major commercial and employment
areas, parks, schools, and connections to ION rapid transit stations. The City Spine network
will be made up of high-quality AAA cycling routes and trails including separated bicycle lanes
and cycle tracks on major streets, neighbourhood bikeways on quiet low volume streets, and
off-street trails.
One of the guiding principles for developing the cycling and trails network was ensuring that
almost every resident is within a short walking or cycling distance of a designated on -street
cycling routes or off-street trail. Neighbourhood connections provide additional cycling routes
and trails that connect the City Spines with neighbourhoods and community destinations. The
proposed cycling and trails network aims to ensure that most residents live less than a five
minute walk (400 metres) from the cycling and trails network.
The City -Spine network is shown in Figure 2. The All Ages and Abilities network is shown in
Figure 3. The complete cycling and trails network is shown in Figure 4.
The proposed cycling and trails network is made up of several different types of facilities.
The facilities have been broken down into three groups: All Ages and Abilities (AAA) Facilities,
Supporting Facilities, and Constrained Corridors. The City's Complete Streets Guidelines
(Complete Streets Kitchener) provides definitions for the different facility types, each of which
are summarized below.
ON -STREET
CYCLING
ROUTES
OFF-STREET
TRAI LS
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Paved Shoulder Painted Bicycle
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Cycling and Trails Master Plan I Connections Report
Figure 2 - City-wide Spine Network
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Proposed Cycling Routes and Trails
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Cycling and Trails Master Plan I Connections Report
Figure 3 - All Ages and Abilities
All Ages and Abilities Network _-
Supporting Network
Constrained Corridor
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Figure 4 - Cycling and Trails Network Map
Existing Trails
Proposed Trails
Boulevard Multi -use
Trail
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Trail
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Multi -use Trail
Multi -use Trail
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®Major Trail
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—Minor Trail
Existing Cycling Routes
Proposed Cycling Routes
—Separated Bicycle Lane
®Separated Bicycle Lane
Neighbourhood Bikeway
Painted Bicycle Lane
Painted Bicycle Lane
_—
Paved Shoulder
Proposed Constrained Corridors
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Constrained Corridor
Proposed New Crossings
• Grade Separated Crossing
Proposed Cycling Routes
and Trails
M City Spine
M Downtown Grid
G ION Station
4W Downtown
w City/ Community Node
Parks & Cemeteries
Schools
km
0 0.5 1 2 3 4 5
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Cycling and Trails Master Plan I Connections Report
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AAAFACILITIES..................................................................................
Separated bicycle lanes provide space exclusively for
bicycles and include a form of physical separation from
the motorized portion of the roadway, such as bollards,
curbs, planter boxes, raised medians, or parking. The
higher the level of protection from adjacent motor
vehicles, the more attractive the bicycle lane becomes to
people of all ages and abilities. Separated bicycle lanes
are appropriate on roads with moderate to high motor
vehicle volumes and speeds.
Cycle tracks, also known as boulevard bicycle lanes or
bicycle paths, are located outside the travelled portion of
the roadway and include barrier curb separation. They
provide separation between people using the sidewalk
with a designated space for cyclists. Cycle tracks are
attractive to people of all ages and abilities due to the
strong separation from motor vehicles, and can take less
right-of-way space than separated or buffered bicycle
lanes.
Neighbourhood bikeways, also known as bicycle
boulevards or bicycle priority streets, are quiet, local
streets that can be enjoyed in a low -stress environment
without designated space. Bicycles are assigned priority
by applying additional speed and volume treatments
to reduce the level of stress for cyclists. In cases where
existing streets have relatively low motor vehicle volumes
and speeds, the only improvements required may be
signage and pavement markings identifying the bicycle
route, and enhancements to crossings where the
neighbourhood bikeways intersects with major roads.
However, they can and should be further enhanced
with traffic calming measures, such as traffic circles and
diverters if volumes and speeds are higher. The critical
locations on neighbourhood bikeways are where they
intersect major roads. Crossing treatments can be used
to assist cyclists, pedestrians and others in crossing
major roads, and minimize potential conflicts.
Cycling and Trails Master Plan I Connections Report
Boulevard Multi -use Trails (BMUTs) provide two-
way travel for people walking, rolling, and cycling in a
shared space. This space is adjacent to the roadway
in the boulevard. Users of the multi -use facility travel
in the same direction, on the right side of the trail.
BMUTs have popular appeal because a curb and green
space, furnishing and/or buffered zone fully separates
pedestrians and cyclists from motorized traffic. A BMUT
is appropriate where there are minimal conflicts, such
as intersections or driveways, low pedestrian and/or
bicyclist volumes and recreational uses are high. In most
cases, that would include city arterial streets, though a
BMUT may be used on other street classifications that
connect to an off-street trail, to provide a consistent
experience from off-street trails to within the right-of-
way.
Multi -use trails (MOTs) are paved (asphalt, concrete, or
similar) hard surface trails that are typically located in a
park, greenway, or rail corridor. They are often excellent
commuting and recreation corridors and can be used
by people walking, rolling, and cycling. They also include
walkways providing connections between two streets, a
street and a trail, or two trails.
SUPPORTING FACILITIES
Painted bicycle lanes, also known as conventional
bicycle lanes, are a designated space for exclusive
use by cyclists. In most cases, a painted bicycle lane
does not provide a level of comfort and safety to be
appropriate for people of all ages and abilities, because
it does not provide physical separation from motor
vehicles. Painted bicycle lanes are used as a supporting
feature of the cycling network to connect lower -density
neighbourhoods to higher order cycling infrastructure.
Cycling and Trails Master Plan I Connections Report
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Paved shoulders can be used in rural areas to provide
a dedicated space for people cycling on rural roads and
highways and are generally located on streets without
curb and gutter. Existing paved shoulders in Kitchener
are located on Regional roads. No new paved shoulders
have been proposed in the cycling and trails network.
Major trails are unpaved trails that are often stonedust
or other granular materials. Because they are unpaved,
they may not be suitable for wheelchair users and
commuter cyclists, and may not be accessible in all
seasons. As a result, they are generally more recreations
in use. They are typically 2 to 3 metres wide and
are shared by different users such as cyclists and
pedestrians. Major trails serve and important role in the
active transportation network and provide key routes for
many trip types.
Minor trails are authorized trails that are unpaved
and often take the form of footpaths that are most
commonly used by pedestrians.
CONSTRAINED CORRIDORS.....................................................
The proposed cycling and trails network includes routes
that are identified as Constrained Corridors. These are
identified on roads that are under the jurisdiction of the
Region of Waterloo or are on trails on property that the City
does not own. These are major roads that serve several
transportation purposes and have been identified as a desire
line and would provide an important cycling connection.
Further review is required to consider how cycling routes and
trails will be accommodated on these corridors, given the
other competing priorities. These streets function as some
of Kitchener's - and the Region's - main travel corridors,
serving a variety of vehicle types and modes while playing an
important role in the City and Regional transportation system.
These Constrained Corridors will require more in-depth
analysis through specific corridor studies, Environmental
Assessments, and/or working with property owners.
Cycling and Trails Master Plan I Connections Report
TRAILS NOT LOCATED ON CITY OR REGIONAL PROPERTY
Some trails, including existing trails and potential new connections, are not identified within
the cycling and trails network plan as they may be located on land not owned or managed by
the City of Kitchener or Region of Waterloo. It is the intention that, over time, agreements are
formed and land is acquired to reflect the existing and future use of these lands as trails.
The proposed cycling and trails network (Figure 5) identifies several new grade -separated
crossings over major network barriers. These barriers include the Grand River, Conestoga
Parkway, Highway 8, and railway tracks. New crossings improve connectivity throughout the
city for people using on -street cycling routes and off-street trails, supporting natural desire
lines and providing more direct routes. These crossings have been identified to address
barriers between neighbourhoods and destinations with the focus of providing a complete
and connected city-wide cycling and trails network. It is important to note that these new
crossing locations represent conceptual desire lines and have been suggested based on
public and stakeholder input, proposed network routes, network spacing, land use patterns
and the location of other infrastructure and development projects. In all cases, continued
conversations with stakeholders, including VITO and GRCA would be required. For each
proposed crossing, the necessity, type, and location would require further review to assess
the feasibility, environmental impact, and appropriateness of any proposed crossing.
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In addition to providing new grade -separated crossings
to address barriers, several locations with challenging
intersections or mid -block crossings were identified as
barriers to cycling and trail use through the planning
process. Public and stakeholder input was used to identify
intersections and crossing locations that are uncomfortable
and/or unsafe for people walking, cycling, and rolling. To help
address these existing barriers, a number of site-specific
"spot improvements" have been identified that focus on
improved trail crossings and intersection improvements. It
is recommended that the City investigate these locations
in more detail through a review of collision data and the
completion of safety studies to identify more specific
details about the key issues at these locations. Through the
identification of spot improvements, the City can develop
mitigation measures using engineering, education, or
enforcement measures.
In several cases, these spot improvements have been
identified on roadways under the jurisdiction of the Region of
Waterloo. As such, the City will need to work closely with the
Region to identify the appropriate treatment to enhance the
safety and comfort of the crossings.
The City's Complete Streets Guidelines identify six
intersection design objectives:
• Prioritize vulnerable users;
• Balance comfort and convenience of all travel modes;
• Maximize visibility;
• Reduce turn speeds;
• Maintain consistency and foster predictable movements;
and
• Accommodate large vehicles appropriately.
Cycling and Trails Master Plan I Connections Report
Figure 5 - Spot Improvements
................................
® Trail Crossing Improvement
O Road Crossing Improvement
O Proposed Grade Separated Crossing
Existing Off -Street Trails
Existing On -Street Cycling Routes
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Cycling and Trails Master Plan I Connections Report
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As an intersection is the connection point between people
driving (including heavy trucks for goods movement), riding
transit, walking, and cycling, it is important to have treatments
to reduce conflicts between all road users. Treatments
should serve to increase the level of visibility and sightlines,
denote clear right-of-way, and facilitate eye contact and
awareness with other modes. Intersection treatments
can make crossing easier for people walking, rolling, and
cycling and can be coordinated with timed or specialized
signals. At key locations, traffic signal timings should be
developed to prioritize the safe and efficient movement of
active transportation users. Crossing treatments can include
elements such as colour, signage, medians, signal detection,
and pavement markings. The type of treatment required
depends on the facility, whether there are intersecting cycling
routes, street function, and land uses.
There is a range of intersection treatments that can be used
to enhance cycling and trail crossings. The appropriateness
of the treatment will be dependent on the characteristics
and classification of the street that the cycling route or trail is
crossing as well as the current or warranted crossing control.
Cycling and Trails Master Plan I Connections Report
Strategy 113: Enhance and Expand the Trails
Network
Trails are a significant component of the City's existing cycling
and trails network. There are over 266 kilometres of trails
in Kitchener that provide excellent recreational, and often
commuting, opportunities. These trails include the Iron Horse
trail and Spur Line trail (owned by the Region of Waterloo),
both of which are major paved trails in the city, providing
connections within the city and beyond. In addition, the Dom
Cardillo and Walter Bean trails are two popular unpaved
trails in Kitchener. A key component of the Cycling and Trails
Master Plan is to enhance and expand the existing trails
network. This includes upgrading existing trails, widening and
paving trails where the context is appropriate, and filling in
gaps in the trails network with new connections.
Enhancing and expanding the trails network was identified
throughout the planning process by residents and
stakeholders as an important strategy of the plan.
One of the objectives of the Cycling and Trails Master Plan
was to reclassify Kitchener's cycling routes and trails to bring
the classification into line with current design standards
and terminology. The four different trail types identified
in the Cycling and Trails Master Plan were summarized
in the section above, and include Boulevard Multi -Use
Trails (BMUTs), Multi -Use Trails (MUTs), Major Trails, and
Minor Trails. In addition to these four types, an additional
classification of 'Significant Trail' was identified to differentiate
Multi -use Trails that are important city and regional
connections and that link major destinations. Significant trails
are often named, such as the Iron Horse trail, Spur line trail,
Walter Bean trail, and Dom Cardillo trail. These names often
Cycling and Trails Master Plan I Connections Report
reflect historical or cultural traditions of the community. Significant trails are usually MUTs or
Major Trails, but could fall into any of the classifications of trail.
The updated trail classification system is shown in Table 1 and lays out the level of service
and design characteristics for these five types of trails. The City should work to ensure that all
new trails and trail upgrades that are implemented as part of this plan, through development,
and other initiatives, are designed to meet the recommendations provided in the trail
classification system. This includes surface type, width, and considerations for lighting.
The City's Complete Streets Guidelines provides design guidance on BMUTs. Additional
information about trail maintenance practices is under Strategy 2C.
There are many existing walkways that connect streets and trails within neighbourhoods
across Kitchener and help facilitate walking, rolling, and cycling. These walkways
provide connections between streets or between trails and add to the permeability
of neighbourhoods by shortening distances and providing important connections to
destinations, particularly schools and park spaces. These walkways are an important asset
to the trails network and are categorized within the Multi -Use Trail classification described
in Action 1 B-1. Within the City, walkways should be preserved and enhanced to ensure they
remain accessible and open to the public. Many existing walkways require upgrades to make
them wide enough to be comfortable to facilitate cycling.
Figure 6 identifies walkways in the City of Kitchener that have been identified for upgrades.
These locations were identified based on their connection to schools, parks, and if they
connect with the existing cycling and trails network. The City will work to upgrade identified
walkways to enhance network connectivity and access to destinations.
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Cycling and Trails Master Plan i Connections Report
Characteristics
A trail (MUT, BMUT, or
A paved trail located
A paved trail located
outside of the
An unpaved
A natural trail
Major) that has regional
adjacent to a
road allowance -
trail located
located outside
or local significance and is
roadway within the
includes walkway
outside the road
the road
usually named
road allowance
connections
allowance
allowance
3.0 + metres
Typical Users
3.0 metres
2.4 metres
Multi -use; some users may
Multi -use; can
Striping
be constrained by surface
separate users if
Multi -use
Can be multi -use
Pedestrians
type, length or grade
context appropriate
Lighting
Surface
Usually aligned with MUT/
Hard surface
Hard surface
Unpaved (gravel,
Unpaved
BMUT or Major Trail
(predominantly
(predominantly
stone, stone
(natural)
standards
asphalt/ concrete)
asphalt/ concrete)
dust)
Desired Width
3.0 + metres
3.6 - 4.0 metres
3.0 metres
2.4 metres
1.8 metres
(widths will vary)
Striping
Depending on classification
Yes
None
None
None
Lighting
On a case by case basis
Adjacent to street
Recommended,
and not necessarily along
lighting
especially on City
Context specific
Not required
full length
Spine routes
Table 1 - Trail Classification System
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Cycling and Trails Master Plan I Connections Report
Figure 6 - ,r` -)posed Walkway Upgrades
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Cycling and Trails Master Plan I Connections Report
Strategy 1C: Improve Regional Connections
The City of Kitchener is the largest city in the Waterloo Region.
It is bordered by the cities of Waterloo and Cambridge
along with the townships of Woolwich, Wilmot, and North
Dumfries. Together, the cities of Kitchener, Cambridge, and
Waterloo make up the Tri -Cities, which is the tenth largest
population centre in Canada. Connectivity within the Region is
critical, as many residents travel between each of these cities
daily to access schools, employment, and recreation. The
marketability of the region as an innovation hub and a tourist
destination can also be enhanced with the establishment of a
regional cycling and trails network.
As the Region of Waterloo and neighbouring municipalities
and townships work to establish and implement their own
trails and cycling plans, the City of Kitchener will continue to
work closely with them to ensure the network is integrated.
Considerations for the location of infrastructure and the
type of facilities being installed will be important to ensure
seamless integration of facilities between municipalities and
to avoid routes that end or change significantly upon crossing
a municipal border.
The City has identified the desire to provide, where feasible,
a network of high quality facilities that are comfortable for
people of all ages and abilities, some of which are proposed
on Regional roads. The City will continue to work with the
Region as a stakeholder on infrastructure projects on roads
under the Region's jurisdiction and on Regional active
transportation planning initiatives.
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Cycling and Trails Master Plan I Connections Report
The long-term cycling and trails network plan identifies
locations where high-quality on -street cycling facilities or
Boulevard Multi -use Trails have been identified on Regional
roads. Several of these have been identified as constrained
corridors in the cycling and trails network plan. To implement
these, the City will continue to work with the Region to
determine the feasibility and appropriateness of cycling
facilities on these corridors. Both parties will work together
to ensure that new or improved infrastructure projects have
high quality active transportation facilities that are designed
in accordance with current best practices
The City and the Region can also work together to establish
a process to coordinate the installation of new infrastructure
that the City will be required to maintain, particularly
Boulevard Multi -use Trails that are adjacent to regional
roadways and other trails. The process will help to ensure
that all parties are aware of new infrastructure projects,
share common design guidance, and have an established
operations and maintenance plan/agreement in place prior
to installation. The operations and maintenance plan should
be reviewed and updated regularly.
Cycling and Trails Master Plan I Connections Report
Strategy 1D: Improve Safety
Safety and security are important factors that influence
whether people choose to use cycling routes and trails to
travel around Kitchener. People walking, rolling, and cycling
are considered vulnerable road users, as they are subject
to higher risk of injury from traffic collisions than people
driving or riding transit. Personal safety concerns arising from
insufficient lighting, visibility, or poor design of public spaces
can also deter people from using trails.
Safety, and the perception of safety, can vary from user
to user, and depends significantly on the level of comfort
different types of infrastructure offer. The strategy to improve
safety received some of the highest support from residents
and stakeholders that completed the online survey. Residents
and stakeholders noted that improving safety at intersections
and providing AAA facilities as part of an integrated and
enhanced the cycling and trails network would have a
significant impact on addressing safety concerns. It was also
noted that ongoing monitoring of locations with reported
safety issues and providing better lighting on trails would be
valuable to ensure people who use cycling routes and trails
can do so safely and comfortably.
Traffic safety is a key barrier preventing people from walking,
rolling, and cycling more often. Given that people that
travel by these modes are particularly prone to injuries and
fatalities when involved in a collision with a motor vehicle, it is
important to evaluate the current conditions that cause road
safety issues. By evaluating these conditions, the City can
identify more clearly what measures should be undertaken to
create a safer environment for vulnerable road users.
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Cycling and Trails Master Plan I Connections Report
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The City can continue to do this by conducting safety studies
specific to vulnerable road users to understand and monitor
collision types along with the location, when, and how they
occur. Additionally, within Kitchener there are locations with
higher concentrations of collisions involving vulnerable road
users. Hot spots can include corridors as well as specific
intersection locations. Many of these hot spots are on
Regional roads. In these cases, the City and Region should
work together to identify potential improvements. Monitoring
these locations and identifying potential mitigation measures
to address safety concerns is critical.
While collisions involving motor vehicles are most commonly
identified as safety concerns, it was also heard that conflicts
between different users on Multi -use Trails can impact an
individual's willingness to use a trail. Research has found that
while users perceive Multi -use Trails as safe and comfortable
facilities, the actual likelihood of an injury resulting from a
collision with other trail users can be quite high. The different
travel speeds and variety of user types on multi -use facilities
can also make them feel less comfortable and safe. There
are several factors that contribute to injuries and collisions
on Multi -use Trails, including collisions with other users,
collisions with animals, collisions with obstructions (such as
bollards or poles), collisions caused by meandering pathways
and poor sightlines, and collisions at intersections with other
motorized vehicles. The design of a trail has a significant
impact on comfort and safety. The number of users can also
impact comfort and safety of a trail as well as the number of
potential conflicts between road users. To reduce conflicts
on Multi -use Trails, the City can review the volume of trail
users to determine when it is appropriate to separate people
cycling from other users.
Finally, significant research is being conducted across the
region, and internationally, to better understand the impacts
of different types of infrastructure on safety. The City should
continue to work with researchers and organizations studying
safety of vulnerable road users to ensure they are aware
with current best practices and implement them where
appropriate.
Cycling and Trails Master Plan I Connections Report
Currently, many of the trails in Kitchener that are not located
adjacent to a major street are unlit. Several existing and
proposed trails provide important commuter connections
and are identified as part of the City Spine network. However,
a lack of lighting can make these facilities feel unsafe and
challenging to use year-round. The City should develop
and implement a strategy for providing lighting on trails
based on the number of users, land use context, and trail
classification. Lighting should be context sensitive and
pedestrian scale. It should not obstruct the pathway and
should avoid producing unnecessary ambient light. Table
1 outlines recommendations for lighting on trails based on
trail classification. This classification recognizes that lighting is
likely not required on all trails. However, if the trail has a high
volume of users and is intended to be accessed throughout
the year for both recreation and commuting, then lighting
may be considered.
Cycling and Trails Master Plan I Connections Report
Strategy 1E: Improve Integration with Transit
Ensuring transit is integrated with cycling routes and trails is
an important consideration for several reasons. Firstly, most
people using transit are not accessing it by motor vehicle and
instead arrive by foot or bicycle. As a result, improving access
and connections to transit for people walking, rolling, and
cycling can help to not only promote transit use but also to
encourage more walking, rolling, and cycling. Secondly, ION
rapid transit stations, iXpress bus routes and GO stations are
important destinations within the city and generate trips by
various modes. Within Kitchener, Grand River Transit (GRT) is
responsible for funding, planning, operating, and maintaining
transit services and the City is responsible for ensuring
people can access transit stops and stations. Additionally,
the provision of bicycle parking and the integration of bike
share and other micromobility options is crucial for enabling
seamless multi -modal transportation.
Every GRT bus is equipped with a bicycle rack that holds
two bicycles. GRT policy allows that if the bicycle rack is full,
bicycles are permitted on the bus if there is room. Bicycles
are also permitted on the ION light rail rapid transit, and
short-term bicycle parking is located at most transit stations.
The Region of Waterloo's Transportation Master Plan includes
directives to enhance walking, cycling, and rolling connections
to rapid transit stations and frequent transit corridors. The
Region and City have been working together on a project to
connect the Iron Horse trail with Central Station.
30
For the vast majority of the population, every transit trip
begins and ends with some form of active transportation,
either walking, rolling, or cycling. As part of the network
Cycling and Trails Master Plan I Connections Report
planning process, providing direct access to transit, including bus routes, ION rapid
transit stations, iXpress bus stops, and GO stations, was one of the guiding principles in
determining the proposed cycling and trails network. The proposed network was designed
with the intention of enhancing the integration of on -street cycling routes, off-street trails,
secure bicycle parking, bikeshare stations, and micromobility stations with transit. Dockless
micromobility bicycle, e -bicycle, and e -scooter share operate under the assumption that
public space is available for parking small shared vehicles between uses. Unlike docked
bicycle share, where trips can only be ended at defined docking stations, dockless small
vehicle sharing technically permits users to end their trips anywhere within a defined service
area. Allocating a designated space for dockless shared mobility services will help to mitigate
negative externalities, such as bicycles or scooters blocking trails and sidewalks.
By providing space for bicycle parking and micromobility travel options, there are
opportunities to encourage more trips by sustainable modes by making it easy to travel using
a combination of modes, as transit allows people to make trips that are farther than they may
be able to walk, roll, or cycle. Essentially, this action helps to address the "first mile / last mile"
challenges which are often cited as a barrier to significant growth in public transit ridership.
As the City works to implement the proposed cycling and trails network, considerations
for the design of cycling routes and trails at transit stops and stations is important. During
the design process, it will be necessary to consider how individuals can access the stop
while ensuring everyone, regardless of mode, is safe and comfortable. This includes transit
drivers, passengers, and those using the cycling routes and trails. Designing facilities at
these locations can be challenging at times, particularly when space is constrained. There
are several different design options outlined in the city's Complete Streets guidelines and
provincial, national, and international design guides that can be used to integrate bicycle
facilities with transit. When designing bicycle facilities along corridors with transit stops or
stations, the City should continue to consult with GRT. The City should work to develop
designs that reduce conflicts between on -street cyclists and buses and between cyclists and
people that are boarding and disembarking from buses.
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