HomeMy WebLinkAboutINS-20-015 Appendix D CTMP Experience Reportc y clin 9 & trc4p
MASTER PLAN
s
EXPERIENCE REPORT •'*
June 20 � 1,
.44 If \�Wjl
it
f''
I - -
Cycling and Trails Master Plan I Experience Report
F2j
EXPERIENCE
For cycling and trail use to become more attractive and
competitive ways to move around the City, they need to
be as safe and convenient as possible. Strategies aimed at
improving the user experience relate to how cycling routes
and trails are integrated into neighbourhoods as well as the
types of supporting infrastructure that is needed to support
the convenient and comfortable use of the network across
the city. The strategies and actions under the theme of
experience focus on achieving the second goal of the Cycling
and Trails Master Plan which is to provide a safe and high
quality experience.
A key focus of this theme is to ensure that using cycling
routes and trails in Kitchener is easy, stress -free, and as
seamless as possible. This can be done through a variety
of approaches, such as providing short-term and long-term
bicycle parking, wayfinding, and maintaining the network
year-round. This theme also identifies the importance of land
use and considerations regarding future technologies and
new ways to travel around.
Through the public engagement process, input was collected
noting the importance of maintaining the cycling and trails
network year-round and providing more information about
snow and ice clearing and maintenance practices. Having an
easy and intuitive way to report maintenance concerns to the
City was also identified.
Wayfinding and signage were also identified as critical to
making the cycling and trails network easy to navigate and
connecting people to the destinations they want to go.
Branding and route naming were suggested as a way to make
routes more recognizable throughout the City.
Providing a convenient and high quality experience for
people every time they use cycling routes or trails will
help to make walking, rolling, and cycling more desirable
transportation options.
Cycling and Trails Master Plan I Experience Report
There are five strategies that focus on improving the
experience for people using cycling routes and trails in
Kitchener:
• Strategy 2A: Ensure Land Use Supports Walking, Rolling,
and Cycling
• Strategy 2113: Provide More Bicycle Parking and Other
End -of -Trip Facilities
• Strategy 2C: Maintain the Cycling and Trails network
Year -Round
• Strategy 2D: Make it Easy to Find the Way
• Strategy 2E: Investigate New Technologies
Through the public engagement process, there was strong
support for all five 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 3.2 out
of 5, showing overall support. Designing the city to support
walking, rolling, and cycling was the highest ranked strategy.
LEVEL OF SUPPORT FOR STRATEGIES TO IMPROVE EXPERIENCE
Rated on a scale of 1 (least interest) to 5 (more important)
Cycling and Trails Master Plan I Experience Report
Strategy 2A: Design the City to Support Walking,
Rolling, and Cycling
Land use planning can play a significant role in shaping how
people travel around a city, as it can impact how convenient
and feasible it is to walk, roll, or cycle to destinations. Even
when streets have comfortable cycling routes and trails,
residents will be deterred from using them if the route is
indirect, circuitous, or if destinations are too far to access.
Land use planning and development throughout the city
presents opportunities to ensure that safe and attractive
cycling routes and trails are provided, that these facilities
are integrated with the broader cycling and trails network,
and that they align with the Official Plan and the Planning
Round Rapid Transit Stations report, among other planning
documents.
4J
In 2019, the City adopted the Complete Street Guide.
The approval of this guide is a commitment by the City to
consciously design streets that consider the needs and safety
of all road users. The Complete Streets Guide can help to
better balance accommodation for all modes of travel within
the public right-of-way for new or retrofit road projects.
For newer areas, the guide can be used to shape the City's
street design standards. The City should work to ensure that
all street reconstruction projects and streets within new
developments follow the recommendations of the Cycling
and Trails Master Plan and the Complete Streets Guide to
incorporate cycling routes and trails within development
sites.
Ensuring that existing neighbourhoods and future
development areas have cycling route and trail connections
to the city-wide network is key to promoting more trips on
trails and by bicycle. It is important to ensure that there are
adequate access points that provide direct connections to
adjacent areas for all road users, both to support direct and
short trips between neighbourhoods.
The Cycling and Trails Master Plan recognizes that a key
component of expanding and enhancing the cycling
and trails network is to provide connections to existing
neighbourhoods within the City, as well as future population
and employment areas, as they are often areas of high
activity and are generators of trips by active modes. The
cycling routes that connect these major destinations have
been identified as City Spine routes. The City should prioritize
projects that provide cycling and trail connections to these
important destinations, both existing and proposed as future
development areas.
The City should ensure that cycling routes and trails connect
with growth and development areas identified in the Official
Plan and also align with the Planning Around Rapid Transit
Stations (PARTS) report.
The City should also continue to work with developers
and other stakeholders and examine existing policies and
standards to ensure the development of new walkable and
bikeable neighbourhoods and employment areas.
Cycling and Trails Master Plan I Experience Report
GO
Cycling and Trails Master Plan I Experience Report
Fj
Strategy 2B: Provide More Bicycle Parking
End -of -trip facilities encourage people to bicycle as a primary
mode of transportation by providing a secure place to leave
their bicycle and a place to tidy up and/or change upon
arriving at their destinations. Short-term and long-term
bicycle parking is provided at various locations throughout
the city, including destinations such as downtown Kitchener,
community centres, and golf courses. It was noted through
the engagement process that limited bicycle parking is
provided in the public right-of-way.
Some businesses in the past have requested bicycle
racks from the City. There is currently no formal process
for responding to requests for bicycle racks from private
businesses. Decorative bicycle racks were installed downtown
in partnership with economic development and short-term
bicycle parking exists at most transit stations, but there is
currently limited secure, long-term bicycle parking throughout
the city.
The City operates three secure bicycle parking facilities in
the downtown core and two additional facilities have been
funded. Several public bicycle maintenance stations are
found within Kitchener, including at City Hall, the Kitchener
Market, and on Queen Street at the Iron Horse trail. Input
received from the public and stakeholders through the
planning process for the Cycling and Trails Master Plan found
that provision of more safe and secure bicycle parking would
help to encourage more cycling in the city.
Bicycle parking is typically broken down into two types: Class
A and Class B. A description of each is provided below:
• Class A bicycle parking means a bicycle locker or an
enclosed, secure area with controlled access in which a
bicycle may be parked and secured for the long-term in
a stable position with at least one point of contact with
the frame of the bicycle. Long-term parking is generally
Cycling and Trails Master Plan I Experience Report
oriented towards cyclists needing to park a bicycle for
an entire day or longer. Major employment areas, transit
stations, and areas with high cycling activity are ideally
suited to long-term bicycle parking facilities. They can
also be required in private developments which will help
to increase the supply of indoor secure parking.
Class B bicycle parking means an area in which a
bicycle may be parked and secured for the short-term
in a stable position with two points of contact with the
bicycle frame. This type of parking often takes the form
of bicycle racks which are oriented toward residents
and visitors stopping in an area for shopping or other
personal business. They should be located as close to
destinations as possible, in convenient locations that are
highly visible for users. Where possible, Class B bicycle
parking should be covered and protected from weather.
The City is undergoing a comprehensive review and update
of its Zoning Bylaw. The new bylaw includes details on Class
A and Class B bicycle parking stall provisions as well as
shower and change facilities for new developments. The
bylaw includes dimensional requirements for bicycle parking,
the minimum area for shower and change facilities, and a
minimum number of showers that must be provided. The
number of bicycle parking stalls required differs based on the
development use and zoning, but often is determined by the
gross floor area, the number of dwellings or guest rooms, or
may be a set number.
L
The City has taken steps to demonstrate leadership by
providing Class A and B bicycle parking as well as end -of
trip facilities at several City owned and operated facilities.
Providing additional, and improving existing, bicycle parking
and end -of -trip facilities at City of Kitchener buildings
L71
Cycling and Trails Master Plan I Experience Report
reinforces to residents, developers, and private business
owners that bicycle parking is important. Residents and
stakeholders noted throughout the engagement process that
a lack of secure bicycle parking and concerns of bicycle theft
were factors that prevented them from cycling more.
Providing adequate bicycle parking at libraries, recreation
centres, and other civic centres will benefit employees,
residents, and visitors; and support travelling to these facilities
by cycling routes and trails. Providing bicycle parking and end -
of -trip facilities at municipal sites would require identifying
the type and quantity of facilities required and appropriate
for each of the buildings. This can include the provision of
short-term facilities at locations that see a lot of visitor activity.
Longer-term bicycle parking and other end -of -trip facilities
should be considered at locations where there are high
concentrations of employees.
Fj
There are several ways in which the City can work to provide
more bicycle parking and end -of -trip facilities. Some of these
include working with partners such as the Cycling and Trails
Advisory Committee and other stakeholders, and other
organizations, businesses, and developers. Kitchener should
consider the following strategies to provide more bicycle
parking options throughout the city and at special events.
• Public Rights -of -Way: The City often receives requests
for additional bicycle parking located within the public
right-of-way. There is currently no process in place to
confirm ideal bicycle parking locations or if they are a
priority. The City should develop a program for identifying
locations, prioritizing and implementing bicycle parking
within the public right-of-way and at trail locations.
• Business Partners: The City can work with business
Cycling and Trails Master Plan I Experience Report
groups, the Downtown Action and Advisory Committee,
and other partners to develop a program that supports
businesses in the implementation of short-term bicycle
parking, bicycle corrals, and other end -of -trip facilities.
It is recommended that additional staff resources and
funding would be required to develop and implement
this type of program.
• Building retrofits: The City can develop a program
to encourage businesses in existing developments
to retrofit existing buildings to provide bicycle
parking and other amenities such as storage and
change room facilities to support employee's cycling
to work year-round. Adding these facilities would
likely require a reallocation of existing motor vehicle
parking to bicycle parking.
On -street bicycle corrals: Bicycle corrals refer to
a grouping of bicycle racks located on the street.
They are typically located in a parking space that was
traditionally allocated to motor vehicles. Because
they are often located within the roadway, bicycle
corrals minimize sidewalk clutter, free up space for
other uses, and increase bicycle parking at locations
with high demand. Bicycle corrals can also be easily
adapted to host bikeshare systems.
• Developers: As the City's Zoning Bylaw outlines the
requirements for bicycle parking and end -of -trip facilities
in developments based on zone classification, it will be
important for the City to ensure that the developers are
following the requirements of the bylaw to provide more
bicycle parking throughout the City.
• Region and Neighbouring Municipalities: The City can
consider advocating for neighbouring municipalities and
the Region to enhance parking and end -of -trip facilities
so that out -of -city trips become more attractive.
• Bike Check: The City of Kitchener's BikeKitchener
operates a bicycle valet called BikeCheck at many
festivals and events. BikeCheck is a free service run by
4V
Cycling and Trails Master Plan I Experience Report
F Oj
volunteers and City staff. Building on the success of the
existing Bike Check service, the City may consider looking
for partnership opportunities to expand BikeCheck
service.
Strategy 2C: Maintain the Cycling and Trails
network Year -Round
Maintaining cycling routes and trails is an important
component of ensuring that walking, rolling, and cycling is
a viable and accessible transportation option for people of
all ages and abilities year-round. Year-round maintenance
was identified by residents and stakeholders throughout the
planning process of the Cycling and Trails Master Plan as a
factor that influences the decision to travel on cycling routes
and trails.
The installation of new cycling routes and trails is often seen
as the top priority to promote more trips by active modes.
Through discussions with the public and stakeholders,
however, it is clear that ongoing maintenance of existing
infrastructure is equally, if not more important, than installing
new infrastructure. The ongoing maintenance and operations
of infrastructure needs to be considered at all stages of the
planning and the design process. Maintenance is necessary
to keep cycling routes and trails functional and usable
throughout all seasons, which ensures that facilities are
universally accessible throughout the year.
Communities such as Kitchener that have extensive trail
networks and on -street cycling infrastructure have a
substantial population that are interested in using these
facilities for transportation and recreation year-round. An
important component of a successful cycling and trails
network is proper maintenance throughout all seasons;
however, this is often challenging to achieve due to tight
operating budgets and competing maintenance needs, a
lack of appropriate equipment, changing maintenance best
practices, or an insufficient inventory of maintenance issues.
There are two key documents that determine baseline
maintenance practices for cycling routes and trails in
Kitchener. The City's Bylaw (Snow and Ice Removal) and
the Provincial Minimum Maintenance Standards (MMS) for
Municipal Highways (Ontario Regulation 239/02). The MMS
was updated in May 2018 to include a greater focus on
maintenance standards for active transportation facilities,
including bicycle facilities and sidewalks (including Boulevard
Multi -use Trails). The MMS outlines the standard for
addressing snow accumulation on a sidewalk (and Boulevard
Multi -use Trails) after the snow accumulation has ended or if
a significant weather event has been declared.
Within the city, there are approximately 37 km of Boulevard
Multi -use Trails and approximately 25.5 km Multi -use Trails
that are maintained in the winter. All Boulevard Multi -use Trai
are maintained, and an identified network of Multi -use Trails
are maintained during the winter. Approximately 45 km of
cycling routes are cleared in the winter.
The City also has a program for non -winter maintenance
practices including street sweeping and vegetation
management on trails. The City does not have a formal
inspection program, although maintenance is completed
based on inspections and information regarding the
condition of trails provided by the residents/stakeholders.
On -street bicycle routes are inspected through the Road
Patrol program.
Cycling and Trails Master Plan I Experience Report
Service standards for cycling routes and trails within the
City are governed under both the MMS and the Municipal
Bylaw. This action outlines the year-round service standards
Cycling and Trails Master Plan I Experience Report
Figure 1 - Existing Winter Maintenance Network
............................................................
Existing and Committed Cycling and Trail Network
Winter Maintenance V�
Maintained
Not Maintained /
Proposed Cycling Routes and Trails
City Spine
Downtown Grid
Downtown \ _
City / Community Node
Parks & Cemeteries \_
SchoolsAe
%
z,
/ . r
e
r
/ %
apt
v d d
Y I/�
W ` - i
n /.
Z'
r �
km
D 0.5 1 2 3 4 5
S...... Esri, HERE, Farmin, FAO, NDAA, USGS, �i D,IIShe=tMIp... tributrs, and the IS User Community
Cycling and Trails Master Plan I Experience Report
for cycling routes and trails in the City and presents the
proposed winter maintenance network based on the short-
term implementation plan for the cycling and trails network.
Figure 1 shows the existing winter maintenance network, and
highlights all off-street trails and on -street cycling routes that
are maintained during the winter.
TRAIL WINTER MAINTENANCE •••••••••••••••••• ........................•••••
Currently, the City has an agreement with the Region to
maintain Boulevard Multi -use Trails and the Spur Line trail.
Major trails and minor trails typically are not maintained in
the winter, but are maintained throughout the non -winter
months.
The City has approximately 110 kilometres of off-street trails,
approximately 21 kilometres of which are winter maintained.
These trails are typically cleared within 24 hours of a snowfall.
All other off-street trails are signed to indicate that they are
not winter maintained. Off-street trails make up an important
component of the City's transportation network and are used
for recreational purposes year-round.
Maintaining all off-street trails during winter months will have
a significant financial and operational impact. The Cycling and
Trails Master Plan recommends that the City should continue
to maintain the off-street trails that are currently maintained
in the winter, plan to clear all new hard surface (asphalt
or concrete) trails, and add approximately 5 kilometres of
existing trails to the winter maintenance network.
Proposed winter maintenance practices for each trail type
are outlined in Table 1, including snow clearing time frame,
whether the process is reactive (applying de-icing material to
the surface after a snow event) or proactive (applying de-icing
material to the surface before a snow event), and the desired
pavement condition. Trail service standards have been
determined based on the MMS and the City's Bylaw. The
governing document is dependent on the location of the trail.
13
Cycling and Trails Master Plan i Experience Report
Winter Maintenance
Non Winter Maintenance
*All trails that are currently being winter maintained, all new Multi -use Trails, and 5 km of existing trails and
cycling routes (Figure 1).
**Prioritizing trails that provide direct access to schools or are part of the spine network
Table 1 - Proposed Winter Maintenance Practices by Trail Type
Monitor weather
Less than or
1 metre clear
Significant
Parks
24 hours or
and patrol
equal to 8 cm to
width
Trails
Operations
less
Treat for ice
a 1 metre clear
NA
Every 2 to 3
within 48 hours
width
weeks
Monitor weather
Less than or
1 metre clear
Boulevard
Parks
and patrol
equal to 8 cm to
width
Multi -use
Trails
Operations
p
24 hours
Treat for ice
a 1 metre clear
NA
Every 2 to 3
within 48 hours
width
weeks
Monitor weather
Less than or
1 metre clear
Multi -use
Parks
24 hours *
and patrol
equal to 8 cm to
NA
width
Trails
Operations
Treat for ice
a 1 metre clear
Every 2 to 3
within 48 hours
width
weeks**
0.5 metre clear
Major Trails
2 to 3 times
width
and Minor
NA
NA
NA
NA
Trails
a year
2 to 3 times a
year
*All trails that are currently being winter maintained, all new Multi -use Trails, and 5 km of existing trails and
cycling routes (Figure 1).
**Prioritizing trails that provide direct access to schools or are part of the spine network
Table 1 - Proposed Winter Maintenance Practices by Trail Type
Cycling and Trails Master Plan I Experience Report
ON -STREET CYCLING ROUTES WINTER MAINTENANCE •••••
The MMS include a greater focus on maintenance standards
for active transportation facilities, including bicycle lanes and
sidewalks. Maintenance practices are based on the MTO
road classification and facility type. The MMS requirements
for addressing snow accumulation on bicycle lanes are as
follows:
• After becoming aware of the fact that the snow
accumulation on a bicycle lane is greater than the depth
set out in the Table 2, to deploy resources as soon as
practicable to address the snow accumulation; and
• After the snow accumulation has ended, to address the
snow accumulation so as to reduce the snow to a depth
less than or equal to the depth set out in Table 2 to
provide a minimum bicycle lane width of the lesser of 1
metre or the actual bicycle lane width.
If the depth of snow accumulation on a bicycle lane is less
than or equal to the depth set out in Table 2, the bicycle
lane is deemed to be in a state of repair in respect of snow
accumulation. The formation of ice and de-icing practices
specific to bicycle facilities is not separated out in the
MMS. However, the section which sets out the standards
for ice formation on roads does include text stating "this
section applies in respect of ice formation on bicycle lanes
on a roadway but does not apply to other types of bicycle
facilities."
1 2.5 cm 8 hours 4 hours
.................................... ................:....................................... :....................................... :........................................
2 5 cm 12 hours 6 hours
3
........... ................:.......................................
8 cm
24 hours
:....................................... :........................................
12 hours
4
........... ................:.......................................
8 cm
24 hours
:....................................... :........................................
16 hours
5
10 cm
24 hours
24 hours
Table 2 - Snow Accumulation — Bicycle Lanes
(Source: MMS for Municipal Highways)
15
Cycling and Trails Master Plan I Experience Report
It is important to consider that through the implementation
of the Cycling and Trails Network Plan several kilometres of
new cycling routes and trails will be implemented. In order to
achieve the MMS and the Municipal Bylaw, the City will need
to consider operations and maintenance budgets, resources,
and equipment.
Figure 2 shows the proposed short-term winter maintenance
network for cycling routes and trails. The proposed short-
term winter network includes:
• All cycling routes and trails that are currently part of the
existing winter maintenance network;
• An additional 5 km of existing cycling routes and trails
have been added to the short-term winter maintenance
network; and
• All cycling routes and trails that will be implemented as
part of the short-term implementation plan.
It is important to note that the short-term winter network
does not include facilities that will be implemented on all
Regional roads, as the implementation plan for several of
the proposed facilities is not known at this time. It is also
assumed that through network planning and infrastructure
design painted, bicycle lanes will be designed so that snow
loading would not be required.
Cycling and Trails Master Plan I Experience Report
Figure 2 - Proposed Cycling and Trail Winter Maintenance Network
.........................................................................................
Proposed Cycling and Trail Network �^
Existing and Committed Cycling and Trail Network
Maintained j
Not Maintained
Proposed Cycling Routes and Trails
City Spine \
Downtown Grid
Downtown _
City/ Community Node �,® m t ♦
Parks & Cemeteries
Schools �1 i
i \
of
i s
Huron
Natural Area
44,
km
0 0.5 1 2 3 4 5
r'
J
ii
Cycling and Trails Master Plan I Experience Report
4
F1
YEAR-ROUND MAINTENANCE•••••••••••••••••••••••••••••••••••••••••••••••••••••
Grooming, pruning, grass cutting, and landscape
management can be especially important along cycling routes
and trails, as they can become inaccessible due to overgrown
vegetation. Significant trails, Boulevard Multi -use Trails, and
Multi -use Trails are summer maintained every two to three
weeks. Most Major Trails (stone dust) and some Minor Trails
typically undergo turf management (grass cutting) during the
summer two to three times a year. Recommended guidance
for landscaping and vegetation management is seen in Table
2. Additional considerations are outlined below:
• Ensure that all landscaping elements are designed
and maintained to ensure compatibility with the use of
cycling routes and trails;
• Inspect and monitor cycling routes and trails to ensure
they are clear of encroachment by vegetation, such as
overgrown grass, bushes, or tree branches;
• Ensure that signage, bicycle signal heads, and sightlines
are not obstructed by vegetation;
• After major damage incidents such as a flood or major
storm, cycling routes and trails should be checked, and
fallen trees or other debris should be removed as quickly
as possible; and,
• Install root barriers during construction as a preventative
measure to mitigate surface damages and hazards
caused by plant roots.
Cycling and Trails Master Plan I Experience Report
The cycling and trails network plan proposes approximately
38 km of neighbourhood bikeways on local streets within the
city. These streets typically have a lower winter maintenance
service standard as they are typically on Priority 3 snow
clearing routes. Many of the routes identified on local streets
have been identified as part of the City Spine network and
provide connections to key destinations within the city.
As these neighbourhood bikeways on local streets are
implemented, the City should consider reviewing their current
snow clearing priority to ensure that they are cleared within 8
hours (similar to a Priority 1 roadway).
It may not be necessary for all local streets dedicated as
neighbourhood bikeways to be reprioritized. Therefore,
as these new routes are implemented, the City can review
each route and determine if reprioritization is required. It is
suggested that the Transportation and Parks & Cemeteries
departments work with the Roads & Traffic department
annually to confirm the winter maintenance network. It
is important to recognize that changes in snow clearing
prioritization will have an impact on the annual operating
budget. This will also need to be reviewed annually. Factors
that should be considered when determining if a higher snow
clearly priority is required include:
Monitoring bicyclist volumes on neighbourhood bikeways
in the summer to determine if the route is well -used as an
indicator of winter use.
• Reviewing route connectivity:
W
• Consider the role of the roadway within the network ''
as a whole (i.e. is it part of the City Spine network?)
• Does the street connect to other cycling routes and
Ob
trails that are winter maintained? •
Does the route provide a direct connection to a
school, park, or community centre?
Cycling and Trails Master Plan I Experience Report
so
The best way to facilitate the snow clearing and maintenance
for cycling routes and trails is by incorporating it into
roadway, bicycle facility, and trail design. The existing and
proposed cycling routes and trails is made up of several
different facility types, many of which have very different
maintenance considerations, opportunities, and challenges.
One of the most effective ways to mitigate snow storage and
clearing is through the careful consideration of maintenance
during the planning and design process.
The City's Complete Streets Guide, which provides design
guidance on the different facility types, was developed
based on input from the City's operations team to ensure
year-round maintenance can be achieved in an effective
and efficient manner. Following the recommendations
of that document during the planning will help to ensure
maintenance is considered early. Some of the planning and
design elements that can be considered to accommodate
year-round maintenance of cycling routes and trails are
outlined below:
• Design facilities to provide space for snow storage
and for snow clearing equipment: Facility width is a
particularly important consideration for on -street cycling
routes on both new streets and street rehabilitation
projects. Space should be provided to allow for the
desired width of the bicycle facility as well as a 1.8 metre
storage space for snow on the side of the road and in
the Furnishing Zone between the Pedestrian Through
Zone and the bicycle facility. This will allow typical truck-
mounted snowplows to plow snow into the designated
storage space rather than the bicycle lane. It is also
important that adequate space is provided to allow
passage of snow clearing equipment.
Cycling and Trails Master Plan I Experience Report
Remove snow from the storage locations: In some cases where a bicycle facility is
adjacent to a sidewalk adjacent to a curb (curb face sidewalk) there is no space to store
snow. Temporary storage can be located in the centre of the road along medians, in the
boulevard and sidewalk buffer, and, in the case of protected bicycle lanes, in the road
buffer, provided appropriate drainage is provided. Snow removal from these temporary
storage locations may be necessary as part of efforts to reduce icing over of the bicycle
facility due to freeze/thaw cycles. Snow removal can be particularly important in urban
and city centre environments and can be completed using a variety of equipment,
including loaders. However, snow removal can be very costly and wherever possible
providing snow storage locations and strategic drainage in designs is preferred.
Restrict on -street parking during snow events: Where a bicycle facility is located
between on -street parking and the motor vehicle lane, parking along the road can be
restricted during snow events to allow this space to become temporary snow storage
space. While this may not be an option for all roads, it could be utilized along priority
cycling routes in the winter. When motor vehicles are parked in the road during snow
clearing the snow can accumulate in the bicycle lane but can also create a barrier making
it challenging for smaller vehicles to exit their parking spot.
Design facilities to support the weight of maintenance equipment: The designs of
facilities, particularly Multi -Use Trails and Boulevard Multi -Use Trails, should be designed
to include an appropriate base to support maintenance vehicles that will need to
maintain this infrastructure. This base includes appropriate designed depths for granular
as well as asphalt thickness along with appropriate specs.
Cycling and Trails Master Plan I Experience Report
Lj
The City does not have a formal inspection program for trails,
although maintenance is completed based on inspections,
and information regarding the condition of trails is provided
by the residents. On -street bicycle routes are inspected
through the Road Patrol program; however, the issues they
are patrolling for and identifying are typically done from the
perspective of someone in a motor vehicle rather than a
bicycle, which does not always recognize that what might be
a hazard for a motor vehicle is different than what is a hazard
for someone on a bicycle.
The City should consider combining the trails, cycling routes,
and sidewalk inspection program. Inspecting these facilities
on an annual basis would look specifically at maintenance
considerations that impact people walking, rolling, and
cycling. The City should consider developing a program that
supports the use of volunteer inspectors.
Inspections for both cycling routes and trails should include
surface condition, pavement markings, drainage, culvert
crossings, bridges, vegetation, graffiti, and signage. Service
standards would be required for the different facility types
and the program description would need to be updated at
regular intervals. Inspections must be properly documented
to adequately stand up in a claims and court proceedings.
Cycling and Trails Master Plan I Experience Report
The City typically receives feedback on current maintenance
practices including road and trail issues and hazards online
or by phone call. Through feedback from residents and
stakeholders, it was noted that the ability to report real time
georeferenced maintenance issues through a mobile app
would make reporting issues easier and more accurate.
The City should look for opportunities to develop an app or
mobile tool that allows users to report maintenance issues in
real time while they are on-site and see the issue. This may
require working with a third party to develop the tool.
Based on input from public and stakeholders, it was noted
that there is a desire for more information on the current
maintenance practices for cycling routes and trails within the
City. The City has a webpage dedicated to winter maintenance
that outlines current maintenance practices, identifies which
trails are winter maintained, and provides timelines for snow
clearing. The City should explore opportunities to enhance
this information and look for opportunities, as technology
comes available, to integrate real-time snow clearing
information for cycling routes and trails. In the meantime,
promoting the existing website and mapping tools can help
ensure residents know where information on maintenance
practices and snow clearing is available.
L231
Cycling and Trails Master Plan I Experience Report
Strategy 2D: Make it Easy to Find the Way
Providing wayfinding and network information, including
signage, pavement markings, and maps, that help people
make decisions about how to navigate the cycling and
trails network is key to help make it easy to find the way to
destinations. Wayfinding is intended to make the cycling
and trails network easier to navigate, identify the location
of important destinations, and provide information about
route type. Branding and naming routes in coordination
with signage can also be an effective form of wayfinding.
Wayfinding should be seamless, consistent and easy to
understand to be effective. In 2019, the City developed the
Wayfinding Guidelines for Parks & Trails and is currently
piloting wayfinding signage on select on -street cycling
routes in the city. Through the engagement process for the
Cycling and Trails Master Plan, the public noted that a lack of
consistency and integration across the region was a concern.
Residents and stakeholders felt that the cities within the
Region of Waterloo should have a consistent approach to
cycling and trails wayfinding to avoid confusion.
J24J
The City adopted the Wayfinding Guidelines for Parks & Trails
in 2019 and is currently piloting wayfinding signage on select
on -street cycling routes in the City. The custom signs created
are green signs with City's branding and provide directions to
nearby destinations including the distance to destination and
an estimate of travel time.
Throughout the development of the Cycling and Trails
Master Plan, wayfinding had been identified as an important
topic. It was a key theme and discussion topic at several
public events and with the Community Working Group. The
Cycling and Trails Master Plan I Experience Report
key theme identified through this process was the desire
for regional consistency throughout Waterloo Region to
ensure that users have a seamless experience to travel
to and from their destinations. This requires a consistent
approach to wayfinding, including the colour and types of
signs, destinations, and information provided. The cities
of Cambridge and Waterloo currently use blue signs for
bicycle wayfinding. To ensure regional consistency, it is
recommended that Kitchener adopts the same colour and
style and advocates for the Region to do the same.
This action includes the development of a wayfinding strategy
that builds upon the City's current wayfinding practices as
well as other practices within Waterloo Region to ensure
regional consistency. Wayfinding is a decision-making process
related to navigation and it is important to provide simple,
clear, and intuitive information to help people navigate
spaces effectively and intuitively. This helps people identify
how they can navigate a city, neighbourhood, or active
transportation network effectively from their present location
to their destination.
A seamless, consistent, and easy -to -understand system of
wayfinding for cycling is important. It can make a community's
cycling and trails network easier to navigate, identify the
location of important destinations, and provide information
about facility type. Most importantly, wayfinding helps
people make decisions about how to navigate a community.
Wayfinding typically refers to signage and pavement markings
which help to guide users to designated facilities and key
destinations, along preferred routes, without the assistance
of a smartphone or other mapping tools.
It is important to consider that many residents and visitors
may not be familiar with the location of existing cycling
routes or community destinations. A wayfinding system helps
provide information about routes, but also helps to identify
destinations that can be accessed via a given route or within
a short walking or cycling distance. Wayfinding can also help
Cycling and Trails Master Plan I Experience Report
J26J
raise awareness of the distance and time that is required
to travel to destinations within a community by walking or
cycling.
DESIGN PRINCIPLES...................................................................
The wayfinding strategy is based on six overarching Design
Principles:
Layout. The layout of information should be duplicated
for each sign type and the signage should clearly
identify that the information is intended for people
cycling. Layout features such as size, style, colours, and
font choice, should be the same across the wayfinding
network, even if it crosses multiple jurisdictions. This
will help to make it clear which user the wayfinding is
targeted to.
Simple. The information that is being conveyed should
be structured and presented to the intended audience in
a clear and logical form. The information provided needs
to be read quickly at the desired travel speeds. While
people walking may have more flexibility and willingness
to stop, people cycling need to be able to maintain an
even pace as they take in the information and identify
their desired route. Simple and easily read wayfinding
signage should be provided over complex messaging,
such as listing too many destinations or providing
unnecessary additional text.
• Predictable and Consistent. When the information
that is being shared is predictable, it can be quickly
recognized, understood, and used. Predictability can
relate to a number of aspects of wayfinding information,
from the placement of a sign to the design of its
contents. Predictability also means that understanding
can be recalled for use in new situations and unfamiliar
areas. In addition to predictable placement and
content, the consistent use of an agreed list of road and
destination names and references allows for users to
confidently use wayfinding signage to reach destinations
and follow routes across different jurisdictions. A
consistent set of references also helps users trust and
learn the system and apply their knowledge to new
journeys.
Branding. A consistent brand along a corridor or
network that is easily tied to local context is helpful to
ensure that users know they are continuing along the
same network. In some communities, the municipality's
logo is often used to provide local community branding.
Trail -specific branding could be considered for regional,
provincial, and even national facilities that serve multiple
jurisdictions, such as'The Great Trail' (formerly known as
the Trans Canada Trail).
Progression. It is important to provide a manageable
amount of information to people at one time, as too
much information can be difficult to understand and be
unnecessary. Too much information can make decision-
making challenging and leave people second guessing
themselves. In particular, wayfinding for cycling is similar
to guide signing for drivers: information provided to
riders who are moving must be provided in advance
of where major changes in direction are required,
repeated as necessary, and confirmed when the turning
movement is complete.
Context. The frequency and type of information that is
provided on wayfinding materials will vary depending on
the context in which the materials are being used. For
example, there will be a difference between wayfinding
that is being used along on -street cycling routes when
compared to an off-street trail. On -street signage, for
example, will typically be required at higher frequency
due to the prevalence of intersections and opportunities
for decision-making. Off-road facilities may require less
frequent spacing serving to remind people walking and
cycling of the pathway they are on and to communicate
choices at intersections or where the pathway branches.
Cycling and Trails Master Plan I Experience Report
L271
Cycling and Trails Master Plan I Experience Report
ss
Maintenance. As part of a wayfinding program, it is
important to ensure that installed signage is inspected,
maintained, and replaced when needed. The City
must have a multi-year accessibility plan. Future sign
maintenance/updates must be built into the plan to
make sure that signs are kept up to date and are in
working order. The capital and operational costs to
maintain and replace signage needs to be incorporated
into budgets. A GIS inventory of implemented signs
identifying the location of different types of signage
would be beneficial. Additional features that could be
documented include, but are not limited to, maintenance
dates, material type, and any other location details. This
will help the City track operational and maintenance
costs. This program will ensure that signage is free of
vandalism, replaced if stolen, and maintained to address
general wear and tear.
SIGNTYPES...................................................................................
A comprehensive wayfinding system should consist of several
types of signage and/or pavement markings to ensure a
bicycle user is on the best route to their destination. The
primary categories of cycling route and trail wayfinding
signage are described below as is the context where they
would be most appropriate.
Directional Signage (Cycling Routes and Trails):
On the approach of a decision point (typically an
intersection), turn signage provides direction to select
destinations through the use of directional arrows. Turn
signage should not repeat information provided on
signs for motorists to avoid information overload. Turn
signage is particularly important when people cycling
require different information than motorists, such as
different destinations that may be of more interest to
non -motorists or bicycle route decision. Turn signage
should be located at a safe stopping distance before the
Cycling and Trails Master Plan I Experience Report
turn. To manage the amount of information provided
on one sign, turn signs will typically contain up to three
destinations.
Confirmation Signage (Cycling Routes): The
confirmation signage is placed after decision points.
These signs provide confirmation, reassure people
cycling of their direction, and confirm additional
destinations reached along the route. Confirmation signs
will also provide information about other destinations
that may be reached on the route. Confirmation signs
should be located at 20-30 metres after turns and
should be repeated for reassurance every 400 metres
in urban areas and every 800 metres in rural areas.
Because confirmation signs are located after turns where
the information load is less distracting, it is possible to
include more information about destination names and
distances. Typically, three to four destinations would be
shown in ascending order.
Entrance Signage (Trails and Parks): These signs are
typically used at the entrance of a park or trail. They are
used to greet visitors, let them know where they are, and
identify that the City of Kitchener is owner of the park
and/or trail. These signs are typically placed near the
road entrance. The size of the sign will depend on the
size of the park/trail. For example, a small parkette will
have a small park identification sign. The main entrance
will have a large sign with medium or smaller signs used
at secondary entrances to identify the park/trail. The sign
will include the name of the park or trail, the address,
and the City of Kitchener logo.
Identification Posts (Trails and Parks): These signs
have several functions, including highlighting interesting
areas of the park or trail, identifying specific areas in
the park like a sports field, splash pad or playground,
and marking the distance on the trail. These posts can
be used as the base structure to then be able to add
other information signs. These signs are typically placed
Lj
Cycling and Trails Master Plan I Experience Report
beside the area that is to be highlighted and visible from
the main path. Depending on the intended function of
the sign there is a variety of information that can be
included, such as:
• The area to be
identified;
• Address;
• Distance;
• Emergency and safety
information;
• Sponsor (if
applicable);
• Standard icon
representing the
area; and
• City of Kitchener logo.
• Tombstone Posts: These posts provide simple and
reliable information when visitors arrive to a park or
trail. They show visitors where they are on the trail and
explain what to expect when on the trail (sights to see,
trail difficulty, services). These signs are located at arrival
points in a park or at a trail, they should be easy to find,
and are place so people can get close to read the details.
The information provided on the sign includes:
• For Parks
A list of amenities 4 Map (optional)
included in the 4 Address
park 4 City logo
• For Trails
• Length of the trail 4 Average and
• How challenging it minimum slope
is - easy, medium, and cross -slope of
difficult the trail
• Trail surface type
• Average and
minimum width of
the trail
• Amenities if any
• Address
• Map (optional)
• City of Kitchener
logo
Cycling and Trails Master Plan I Experience Report
SPECIAL SITUATION SIGNAGE ••••••••••••••••••••••••••••••••••••••••••••••••••••••
• Off -Network Waymarker (Cycling Routes):
Waymarkers can be used on non -designated routes
to guide people cycling to the designated cycling
network. They are intended to indicate short linkages
to designated cycling routes from other roads or paths.
They are not intended to be used to mark the route of a
designated bicycle facility.
• Interpretive/interactive Signs (Trails and Parks):
These signs help people discover points of interest.
They provide detailed information about a specific area,
including historical information, nature facts, cultural
interests, and interesting geography. These signs should
be located close to the area being highlighted, and
therefore may be along a trail but not actually on the
trail. There needs to be room around the sign for small
groups of people to get close without blocking the trail.
• Signs Outlining Rules and Bylaws (Trails and Parks):
These signs inform trail visitors of the rules and bylaws,
temporary changes in the parks and on the trails such as
maintenance. They inform visitors of where they cannot
park or where they can park with time limits, they identify
street and stop signs, and other routes/cycling routes.
Rules and Bylaws are posted in any area where rules and
regulations need to be seen by visitors. Maintenance
notices are put at the entrance to the park, at the
parking areas and at the actual site that the maintenance
is taking place. Street and stop signs are put where trails
or paths intersect roadways or railroad tracks.
The frequency of signs and the provision of destination
information will depend on the land use context and whether
it is a cycling route or trail. It is important to ensure that
signage is only provided when helpful, without creating sign
overload.
Cycling and Trails Master Plan I Experience Report
Destination Hierarchy
Connecting people to destinations is one of the key principles of providing wayfinding. A
hierarchy of destinations allows transportation professionals to prioritize what information
to include when all destinations will not fit on a sign. A destination hierarchy should be based
on distance, the importance of a destination for riders in an area, and the provincial, regional,
or local significance of a location. If a wayfinding program is being developed at a regional
scale or intended to be consistent across neighbouring municipalities, then all municipalities
should agree to the hierarchy.
Level 1 - Centres
These can be regional, municipal, town, or urban centres depending on the context. They
are characterized as being major centres of activity that offer a range of attractions and
services and provide primary geographic orientation points. In Kitchener, these include, but
are not limited to: downtown, Cambridge, Uptown Waterloo, and Fairview Park Mall. Level 1
destinations can be included on signs up to 8 kilometres away.
Level 2 - Major Attractions
These trip attractors include rapid transit stations and exchanges, major tourist venues,
regional parks, and post -secondary education institutions. Level 2 destinations are included
on signs up to 4 kilometres away and can include, but are not limited to: destinations such as,
Conestoga College, The Aud, Train Station (VIA/GO), City Hall, major parks, Kitchener Market,
and hospitals.
Level 3 - Local Neighbourhoods
These represent centres of a community with sub-regional/municipal/town importance. Local
neighbourhoods provide a mixture of services used by local residents and visitors and should
be determined in alignment with local Community Plans. They should be suitable reference
points as they are well-known and unambiguous. Level 3 destinations are included on signs
up to 2 kilometres away. Destinations on these signs can include, but are not limited to:
community centres and recreation facilities, and public libraries.
Level 4 - Local Destinations
In some contexts, the City may also wish to extend the wayfinding system to include local
destinations. This may be useful to reflect the nature of lower density areas or to integrate
cycling wayfinding with walking wayfinding on Multi -use Trail s. They may also be useful to
provide wayfinding signage on a route that does not connect Level 1-3 destinations. It is,
however, important to consider the principles and in particular, the need to keep information
simple and consistent. Overloading signs with information often has the unintended effect of
Cycling and Trails Master Plan I Experience Report
making them harder to understand and use. It is not practica
to list all the possible local destinations across a community,
but the following represents some classifications that may be
useful:
• Secure bicycle parking
facilities;
• Bikeshare stations;
• Recreational bicycle
facilities;
• Shopping centres;
• Business parks;
• Parks, open spaces and
sports facilities;
• High schools;
• Landmarks;
• Healthcare facilities;
• Public washrooms;
• Bicycle repair shops; and
• Civic facilities such as
community centres, or
libraries.
Level 4 destinations are included on signs up to 2 kilometres
away.
PAVEMENT MARKINGS
Some communities use pavement markings to supplement
the wayfinding network. Such treatments can include
coloured striping along the edge of trails, or symbols
that show distances and remind people where the route
goes. Shared lane markings (sharrows) can be used
on neighbourhood bikeways to provide confirmation
information. Wayfinding pavement markings can also be
used at decision points. Wayfinding pavement markings
should only be used as a supplement to signage, and not in
place of it and regular inspection and maintenance should
be conducted to ensure that the pavement markings have
maintained their functionality with age.
KITCHENER CYCLING AND TRAIL BRANDING ..................•••
As the City expands upon the existing cycling and trails
network, there are opportunities to brand complete and
connected routes throughout the City. Branded routes
should provide direct connections to destinations across the
Cycling and Trails Master Plan I Experience Report
City, be made up of high-quality AAA facilities, and be easy
to navigate. It is suggested that routes that make up the City
Spine network should be considered for branding. Branding
could include colour coding and/or naming the routes. It will
be critical to ensure that any branding, colour coding, and
signage meets AODA requirements.
34
The City currently publishes a cycling and trails network map
for the city. The intent of the map is to make planning bicycle
trips easy and efficient. The map shows all of the on- and off-
street cycling routes and trails, the location of secure bicycle
parking facilities, and important information about cycling.
The map is available online and in hard copy at City Hall and
community centres. The City requests feedback from users
on how the map can be improved in future versions. The City
should continue to support on-going updates to the city-wide
map, particularly as new infrastructure projects are built, and
should look for opportunities to present route information
that is more intuitive cyclists and trail users. In addition, as
routes are branded, they should be incorporated into the
network map. The City should also consider opportunities to
share the network map through other emerging technologies
to integrate other information and to publish the most recent
information as quickly as possible.
Cycling and Trails Master Plan I Experience Report
Strategy 2E: Investigate New Ways to Move
Around
In recent years, the transportation sector has witnessed an
unprecedented increase in both the pace and scale of new
technological innovations. Included in these new technologies
are Autonomous Electric Vehicles (AEVs), public bike share
(both docked and dockless), e -scooter share, microtransit (or
On -Demand Transit), and Mobility as a Service (MaaS). While
these new technologies serve to offer an expanding suite
of transportation choices, cities should be strategic in their
implementation and strive to ensure these services support
broader community goals. The City is currently conducting a
Bike Share and Micromobility Feasibility Study looking at the
opportunities for, and impacts of, scooters, e -bikes, and other
new technologies within the City.
Public bikesharing programs are well established in major
urban centres throughout Canada. Within cities in the
Waterloo Region, a pilot project is currently underway for
a Public Bike Share system. Bike share programs provide
community members with temporary access to a bicycle,
through payment for short-term rental periods. Bike
share programs around the world each have their own
blend of unique characteristics which range from a variety
of ownership and operation models, user experiences,
distribution and integration with other modes and systems,
among other factors. They can make it more convenient and
enjoyable for those that walk or use transit daily and can also
provide a service for tourists. The City should continue to
work with partners to support the provision of a permanent,
on-going, region -wide public bike share system.
Cycling and Trails Master Plan I Experience Report
In addition to bike sharing, e -bikes and e -scooters are growing in popularity. Integrating a mix
of different micromobility vehicles has been shown in other cities to attract a variety of users
and maximize the investments in cycling routes and trails.
Electric -Assist Bike Share Equipment: Companies that provide dock -based, dockless,
and lock -to hybrid systems all have electric -assist models that can be integrated into a
current or future bike -sharing program. All models require the rider to pedal the bicycle
in order to receive an "assist" from the electric motor. The benefits of an e -bike -sharing
system, or system that includes some e -bikes, include increased travel distance and
assistance over hilly terrain.
Shared Electric Scooters: E -scooters can vary in design, weight and speed, but are
generally designed for an individual person and operated with a throttle. Shared electric
scooters ("e -scooters") are new to Canada and are currently allowed in Ontario through
a provincial, five-year pilot program. Under the pilot, the province has set out the broad
rules and requirements for e -scooters such as helmet requirements and minimum age.
It is now up to the municipalities to pass bylaws to allow their use and determine where
they can operate most safely in each unique environment.
Providing multi -modal trip planning information in one consolidated place can make planning
trips by foot, bicycle, and transit convenient and effortless. As cities and communities are
seeing new technologies that streamline the process of booking transportation to make
it both convenient and trackable, many communities and agencies are making efforts to
improve their services through the inclusion of new technologies. The City should work with
partners such as Grand River Transit to research opportunities to support the development
of a consolidated transportation database that can be shared. This type of tool may
encourage the development of an innovative third -party mobile application for promoting
transportation options and sharing existing data by allowing the data to be available in
an open format. This could also include working with established providers of mobile
applications to include the City of Kitchener in their existing applications. An example of some
of the data that can be consolidated and shared includes walking, cycling and transit routes,
trip planning and trip chaining information, bikeshare and micromobility stations, bicycle
parking locations, bicycle repair stations, public washrooms, and real-time information on the
availability of bicycle racks on approaching buses to name a few.
c nnecting
K I T C H E N E
R
