HomeMy WebLinkAboutINS-17-066 - 40 km-h Speed Limit - Shared Cycling Roadways
REPORT TO: Community and Infrastructure Services Committee
DATE OF MEETING: August 21, 2017
SUBMITTED BY: Ken Carmichael,Interim Director of Transportation Services,
519-741-2200, ext. 7372
PREPARED BY: Danny Pimentel, Active Transportation Planning Project
Manager, 519-741-2200, ext. 7371
WARD(S) INVOLVED: All Wards
DATE OF REPORT: August 3, 2017
REPORT NO.: INS-17-066
SUBJECT: 40 km/h Speed Limit Shared Cycling Roadways
___________________________________________________________________________
RECOMMENDATIONS:
That 40 km/h speed limits be established onroadways that are designated
primarily with sharrows (shared-use) for a minimum of 75 meters at the following
locations:
Cedar Street North from Weber Street East to King Street East;
Courtland Avenue South from David Street to Queen Street South;
Duke Street East from Frederick Street to Cedar Street North;
East Avenue from Stirling Avenue North to Borden Avenue North.
Heritage Drive from Ottawa Street North to Ottawa Street North;
Joseph Street from Victoria Street South to Queen Street South;
King Street East from Madison Avenue to Queen Street North;
King Street West from Queen Street North to Francis Street South;
Nyberg Street from Sydney Street South to Borden Avenue South;
Park Street from Victoria Street South to Jubilee Drive;
Queen Street North from Duke Street West to Lancaster Street East;
Queen Street North from St. George Street to Church Street;
Water Street from Jubilee Drive to Joseph Street;
Zeller Drive from Lackner Boulevard to Wild Meadow Street; and,
That 40 km/h speed limits be established on any new roadways designated
primarily with sharrow bicycle markings (shared-use) for a minimum of 75
meters; and further;
Thatthe Uniform Traffic By-law be amended accordingly.
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
16 - 1
BACKGROUND:
On April 8, 2013 the Infrastructure Services Committee was presented with report
number INS-13-027,School Zone 40 km/h Speed Limit Pilot Project. This report was
seeking approval to implement a 40 km/h speed limit in school zones to improve safety
on roadways for all users. In response to the success of this project, a 40 km/h speed
limit for shared used roadways is recommended to improve the safety and well-being of
all road users, particularly cyclists. This endeavour has been endorsed by various
government reports such as the Cycling Death Review and Pedestrian Death Review
from the Office of the Chief Coroner for Ontario (2012).
REPORT
The purpose of this report is to provide a developed rationale for implementing a 40
km/h speed limit on all roads in Kitchener that are designated with -
use) for a minimum of 75 meters.
In accordance with the Ontario Traffic Manual (OTM) Book 18 (2013), sharrows are
appropriate on streets where dedicated bicycle lanes are desirable but are not feasible
due to physical or other constraints. The maximum suitable traffic speed is 50 km/h for
single file, or 60 km/h for side-by-side travel. However, research indicates that speeds
of 40 km/h are more appropriate as they provide safer conditions for cyclists in shared
use scenarios.
The American Association of State Highway and Transportation Officials (AASHTO)
Bike Guide (1999) suggests that shared lane markings (sharrows) should not be used
on roadways that have a speed limit above 35 mph (56 km/h).
National Association of City Transportation OfficialsUrban Bikeway Design
Guide (2014) recommends sharrows on roadways with posted speed limits 25 mph (40
km/h) or slower. Roadways with posted speeds limits of 35 mph (56 km/h) orgreater
and motor vehicle volumes higher than 3,000 vehicles per day (vpd) are not appropriate
for shared used markings.
Manual on Uniform Traffic Control Devices
(2009), recommends that Shared Lane Marking should not be placed on roadways that
have a speed limit above 35 mph (56 km/h); however it has been noted by FHA that
imposing a lower maximum speed limit criterion is appropriate to provide additional
safety and comfort to cyclists.
Research from the City of Portland, Oregon, supports the notion that once motor vehicle
speeds on major roads exceed 40mph (65 km/h), then a cycle track or another bicycle
facility with physical separation is needed to achieve a quality that supports cycling for
all ages and abilities.
16 - 2
The non-profit organization 8-80 Cities advocates for slower vehicular speeds in
communities to reduce the risk of fatalities. Their research states that 9 out of 10
pedestrians survive being hit by a vehicle travelling 30 km/h or less, compared to 5 out
of 10 and 1 out of 10 for vehicles travelling 50 km/h and 60 km/h, respectively.
Comfort and Encouragement
OTM Book 18 identifies that 60% of cyclists are interested in cycling but concerned
about safety; to encourage cycling safer infrastructure must be designed and
implemented. In 2016, BikeKitchener conducted a city-wide cycling survey that
suggested that 14% and 40% of individuals always feel safe using sharrows and bike
lanes, respectively. Additionally, the survey suggested that 26% of citizens would be
more likely to cycle if traffic speeds were lower. The Toronto Cycling Study (2010) found
that while 72.5% of all existing bicyclists are comfortable riding on major roads with bike
lanes, only 54% reported feeling comfortable on major roads with sharrow markings.
This data suggests a need to reduce speed limits to improve and encourage cycling in
Kitchener.
Speed Impact on Collision
Vehicular speeds are a major influence on the behavior of a cyclists and the prevention
of collisions, injuries and ultimately fatalities. On roadways with faster vehicular speeds,
cyclists may have the tendency to ride towards the edge of the road, as opposed to the
centre of narrower traffic lanes as the sharrows suggest. Riding on the edge of the
roadway puts -street parking is permitted or
provides little room for a cyclist to maneuver around damaged pavement or debris.
Roads with higher vehicular speeds may also encourage cyclists to ride on the sidewalk
to avoid conflict with road users; however, riding on the sidewalk puts cyclists in direct
conflict with pedestrians,presents a
greater risk of collision with a vehicle entering or exiting private property/side streets
and is an illegal offense.
When reviewing the Pedestrian Death Review from the Office of the Chief Coroner for
Ontario (2012) a direct correlation between vehicle speed and severity of injury to
pedestrians in vehicle-pedestrian collisions is drawn with 67% of the deaths occurred on
roads with posted speeds beyond 50 km/h, and only 5% on roads below 50 km/h.As
vehicular speed increase risk of fatality increase: at 40 km/h, approx. 5% of crashes are
fatal; at 50 km/h, approx. 40% are fatal; at 60 km/h, approx. 80% are fatal; at speeds
over 60 km/h, close to 100% are fatal. These studies have recommended that the
Ministry of Transportation (MTO) should amend the Highway Traffic Act to allow
municipalities to adopt a uniform speed limit of 40 km/h rather than 50km/h, unless
otherwise posted.
Based on the above information, it is recommended that a 40 km/h speed limit be
implemented on all local roadways that have sharrows in place.
16 - 3
ALIGNMENT WITH CITY OF KITCHENER STRATEGIC PLAN:
Strategic Priority: 4: Sustainable Environment and Infrastructure
Strategy: 4.4: Develop a network of safe, comfortable and linked
pedestrian and cycling facilities and improve year-round
maintenance on priority routes
Strategic Action: SE13: Implement the Cycling Master Plan
FINANCIAL IMPLICATIONS
The proposed signage replacements will come from the cycling capital budget, with an
approximate cost of $15,000.
COMMUNITY ENGAGEMENT:
CONSULT The Kitchener Cycling and Trails Advisory Committee were presented with
this report on Tuesday June 13, 2017. The following motion was made:
On a motion by Mr. J. Williams
It was resolved and carried
reduce the speed limit to 40 km/h on roadways that are designated primarily as shared
use (i.e.
INFORM
advance of the council / committee meeting.
ACKNOWLEDGED BY: Justin Readman, Interim Executive Director
Infrastructure Services Department
16 - 4