HomeMy WebLinkAboutCIS Agenda - 2019-10-211 Community & Infrastructure Services Committee
Agenda
KITCHENER Monday, October 21, 2019
12:00 p.m. — 3:00 p.m.
Kitcheneerr City Hall
Office City Clerk Council Chamber
200 King St. W. - 2nd Floor
Kitchener ON N2G 4G7
Page 1 Chair - Councillor K. Galloway-Sealock Vice -Chair - Councillor D. Schnider
Consent Items
The following matters are considered not to require debate and should be approved by one motion in accordance
with the recommendation contained in each staff report. A majority vote is required to discuss any report listed
as under this section.
1. DSD -19-236 - One-way Lane Conversion
- Bell Lane from Water Street North to Francis Street North
Delegations
Pursuant to Council's Procedural By-law, delegations are permitted to address the Committee for a maximum of five
(5) minutes.
• None at this time.
Discussion Items
2. DSD -19-235 - Complete Streets (60 min)
(Staff will provide a 5 -minute presentation on this matter)
3. CSD -19-032 - Winter Maintenance By-law (30 min)
4. CSD -19-031 - Parking on Boulevard (10 min)
5. DSD -19-160 - Consolidation of Uniform Traffic By-law (10 min)
Information Items
• None
Dianna Saunderson
Committee Administrator
** Accessible formats and communication supports are available upon request. If you require assistance to
take part in a city meeting or event, please call 519-741-2345 or TTY 1-866-969-9994 **
Staff Report Ki'i_ .i ii\i R
Development Services Department wwwkitchener.ca
REPORT TO: Community and Infrastructure Services Committee
DATE OF MEETING: October 21St, 2019
SUBMITTED BY: Barry Cronkite, Director, Transportation Services,
519-741-2200 ext. 7738
PREPARED BY: Ivan J. Balaban, Traffic Technologist, (519) 741-2200 x7302
WARD (S) INVOLVED: Ward 10
DATE OF REPORT: October 2nd, 2019
REPORT NO.: DSD -19-236
SUBJECT: One-way lane conversion — Bell Lane from Water Street North to
Francis Street North
RECOMMENDATIONS:
That Bell Lane be converted from two-way operation to one-way westbound operation
between Water Street North and a point approximately 20 metres east of Francis Street
North, and that on -street parking be permitted on the North side of the laneway.
That the Uniform Traffic By -Law be amended accordingly.
BACKGROUND:
Transportation Services received a request to review the existing traffic operation on Bell Lane
between Water Street North and Francis Street North. The request cited concerns with a lack of
short-term parking following the closure of parking lots in the area. It was requested that Bell
Lane be converted to one-way operation to facilitate parallel parking along the Ianeway.
REPORT:
Currently, Bell Lane between Water Street North and Francis Street North operates as a two-
way roadway. There is an existing 8 -space parking lot within 20 metres of Francis Street
North, and a 14 -space lot approximately 50 metres east of Francis Street North. Both parking
lots are used for deliveries to adjacent businesses.
Through discussions with the property owner and City of Kitchener Economic Development
staff, it is recommended to convert Bell Lane to one-way operation westbound, excepting a
portion of the lane from Francis Street North to a point 20 metres east of Francis Street
North, to maintain two-way access to the smaller (8 -space) parking lot. Parallel parking is
recommended to be permitted along the north side of the lane, from a point 12 metres west
of Water Street north, to a point 20 metres east of Francis Street North, with signage and
pavement markings installed.
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
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ALIGNMENT WITH CITY OF KITCHENER STRATEGIC PLAN:
The recommendation of this report supports the achievement of the city's strategic vision
through the delivery of core service.
FINANCIAL IMPLICATIONS:
The estimated cost of implementing the one-way conversion and parallel parking is
approximately $2,000 including materials and installation, and will be taken from the Economic
Development Minor Improvements Budget.
COMMUNITY ENGAGEMENT:
INFORM — This report has been posted to the City's website with the agenda in advance of the
council / committee meeting.
ACKNOWLEDGED BY: Justin Readman, General Manager of Development Services,
Development Services Department
Attached:
• Appendix A — Bell Lane Diagram
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
1-2
Appendix A: Ball Lane Diagram
Bell Lane
Cane -way Conversion
From Water Street North to Francis Street North
'` •''•_., Approx.105m
15 spaces (est.)
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
1-3
Staff Report
Development Services Department
K �-FvR
www.kitchen er. c a
REPORT TO:
Community & Infrastructure Services Committee
DATE OF MEETING:
October 21, 2019
SUBMITTED BY:
Barry Cronkite, Director Transportation Services,
519-741-2200 ext. 7738
PREPARED BY:
Darren Kropf, Active Transportation Planning Project Manager,
519-741-2200 ext. 7314
WARD (S) INVOLVED:
All
DATE OF REPORT:
October 10, 2019
REPORT NO.:
DSD -19-235
SUBJECT:
Complete Streets
RECOMMENDATION:
That the City of Kitchener's Complete Streets guidelines, attached as Appendix A, be
approved and applied to the design of future street reconstruction projects;
That the Complete Streets scorecard, included in Appendix A, be incorporated into street
reconstruction project planning and reporting;
That city staff be directed to update the city's Development Manual to incorporate the
Complete Streets vision, goals, principles and street designs into new developments; and
That staff be directed to report back to City Council on progress in 2024.
EXECUTIVE SUMMARY:
A Complete Street is designed in a manner that considers the needs of people of all ages and
abilities, and considers all modes of transportation. A street can be defined as "complete"
when it is safe, comfortable and convenient for all users, including pedestrians, cyclists, transit
riders and motorists. Complete streets also contribute to sustainability, health and social
priorities, and enhance streetscapes, leading to streets that become places to enjoy rather
than places to move through quickly.
The City of Kitchener's new Complete Streets guidelines should be used to guide all roadway
projects in Kitchener. Most common applications include the design of new streets through land
development processes, roadway reconstruction projects, or street retrofits.
The vision for Kitchener's Complete Streets approach is:
"Every street in Kitchener is safe, comfortable and convenient for all."
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
To achieve this approach, the guidelines provide new cross-sections and street design features
that draw on best practices from other cities and transportation planning industry standards,
including:
• Narrower lanes of 3.0 m or 3.3 m for bus routes
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• "All ages and abilities" bicycle standards, including new "cycle track" design
• Improving transit access using features such as floating bus stops and bus bulbs
• Wider boulevards
• Tighter turning radii and curb extensions
• New woonerf alternative
• Proposed green street alternative
• Introduction of arterial street classification subcategories.
A key tool in realizing the Complete Streets vision is the Complete Streets scorecard, for city -
led road reconstructions. The scorecard will encourage a culture shift in support of the
Complete Streets vision, puts a stronger emphasis on sustainable modes of transportation and
prioritize different design elements, and assists in understanding operational and maintenance
impacts.
BACKGROUND:
The City of Kitchener owns and maintains 763.1 linear km of streets on 14.1 km2 of land.' That
means approximately 45% of all city -owned land and 10% of all land in Kitchener is dedicated
to streets.
Over 80 municipalities in Canada have taken a Complete Streets approach.2 Designing streets
for all users is a best practice and expectation in transportation planning, supported by leading
industry organizations such as Institute for Traffic Engineers (ITE), Transportation Association
of Canada (TAC) and National Association of City Transportation Officials (NACTO).
On June 24, 2019, Kitchener City Council unanimously voted to declare a climate emergency,
joining 400 other Canadian municipalities in highlighting the urgent need for strong action in
addressing the threat posed by climate change. With transportation emissions accounting for
49% of total emissions in Waterloo Region 3, every street project is an opportunity to transform
the city's transportation system to provide more transportation options and help achieve the
city's climate action goals.
According to City of Kitchener Geographic Information System (GIS) data.
2 The Centre for Active Transportation, "Where are Complete Streets in Canada?"
https://www.completestreetsforcanada.ca/locations/.
3 Climate Action Waterloo Region, "Our Progress, Our Path: An Update on Waterloo Region's Community Carbon
Footprint" (Kitchener, 2015).
REPORT:
Complete Streets emphasize the importance of designing for safety of vulnerable road users
and safe motor vehicle speeds, improving transportation choices and advancing sustainability.
Benefits of complete streets
Safety— Reducing motor vehicle speeds is a major contributor to safety for all users. Complete
Streets reduce speeds by narrowing the road width and provides more space in the right-of-way
for boulevards, sidewalks and/or bicycle infrastructure.
Cost effective — Speed and safety are common concerns that are heard from the general public.
This has led to many traffic calming projects and road safety initiatives. Retrofitting "incomplete"
streets for safer speeds and more balanced transportation infrastructure is more costly than
building complete streets during new land development processes or during scheduled
reconstructions.
Maximizing transit investment — The Region of Waterloo and local taxpayers have made a
significant investment in ION light rail and transit improvements. Complete Streets maximize
these investments by emphasizing safe, convenient access to transit through active
transportation.
Reducing road congestion — For every person choosing to walk, bike or take transit, that's one
less vehicle contributing to road congestion and wear and tear on the roadway. Complete Streets
create a more balanced transportation network that reduces reliance on single -occupant
vehicles.
Climate action — In 2016, 46% of all vehicle trips in Waterloo Region were less than 5 km with
no passengers.4 Complete Streets facilitate a shift of these trips to active transportation and/or
transit, making a significant contribution to reaching climate action goals.
Environmental sustainability— Complete Streets improve stormwater runoff quality and quantity
through incorporation of Low Impact Development (LID) features and providing boulevard space
to protect and grow the tree canopy.
Economic development — The Canadian Automobile Association estimates that vehicle
ownership has a cost of $9,500 per years. Complete Streets provide viable alternatives to vehicle
ownership, improving residents' cost of living and freeing up discretionary funds for purchases
in the local economy. Complete Streets and vibrant streetscapes attract businesses, talent and
4 Transportation Information Steering Committee (TISC), "Transportation for Tomorrow Survey," (Toronto, 2016),
http://dmq.utoronto.ca/transportation-tomorrow-survey/tts-introduction.
5 Canadian Automobile Association, "CAA provides real picture of annual driving costs," (Ottawa, 2013),
https://www.caa.ca/caa-provides-real-picture-of-annual-drivinq-costs/.
investment through, lively shopping districts, stress -free commuting options and efficient
movement of goods and people.
Quality of life - 10% of population health outcomes can be attributable to our physical or built
environment.6 Complete Streets create physical environments that facilitate healthy living,
supporting individuals in making better choices for their health.
Policy direction for Complete Streets
City and provincial policies have identified the need for and expectation of Complete Streets in
Kitchener. A formalized set of Complete Streets guidelines, and accompanying implementation
and evaluation plan, is needed to ensure this policy direction is achieved. The guidelines will
help to achieve and reinforce the following policy objectives:
The province of Ontario provided policy direction for Complete Streets in 2017. This
policy direction was maintained in the 2019 update called A Place to Grow: The Growth
Plan for the Greater Golden Horseshoe. The policy calls for a complete streets
approach through the design, refurbishment or reconstruction of the existing and
planned street network.
Kitchener's Official Plan: A Complete & Healthy Kitchener (2014) recognizes an
integrated transportation system is an essential part of the city's urban structure and a
key element in shaping the form and character of growth in the city. The plan seeks to
encourage a wide range of viable transportation choices in Kitchener.
The Kitchener Integrated Transportation Master Plan (TMP) (2013) defines and
prioritizes an integrated transportation system that is supportive of all modes of travel.
This includes walking, cycling, public transit and the automobile. The TMP also provides
direction to maintain and improve the City's street network to move people and goods,
but with reduced dependence on single occupant vehicles. The main goal of the TMP is
to "plan a transportation system that reduces dependence on the private automobile in
Kitchener by 2031."
The Sidewalk Infill Policy (2015) endeavours to include sidewalks on both sides of every
street to support a sustainable community and a pedestrian friendly environment and
removes barriers to equitable access to the community no matter age or ability.
The vision of Kitchener's Cycling Master Plan for the 21st Century (2010) is to "enhance
the choice to cycle as a viable means of transportation and recreation through the
provision of a safe, comfortable and connected bikeway network."
6 Keon WJ, Pepin L. "A healthy, productive Canada: a determinant of health approach." The Standing Senate
Committee on Social Affairs, Science and Technology, Final Report of Senate Subcommittee on Population
Health, (Ottawa: 2009).
• The City of Kitchener's pedestrian charter (2005) aims to create an urban environment
in all parts of the city that encourages and supports walking, as a critical mode of
transportation.
There are a number of additional documents that guide the design of a street's right of way. The
staff involved in these plans were consulted in the development of Complete Streets to ensure
coordination between the different plans.
• Neighbourhood Speed Limit Review (2019) — Completes streets use street design
features to encourage safe speeds.
• Urban Design Manual (2019) — Guides the design and placement of buildings, public
spaces, transportation systems and other amenities.
• Development Manual (2015) — Provides new development with technical standards and
guidance for subdivisions, site plans, streets, all associated infrastructure and utilities,
watermains, sanitary sewers, storm sewers, stormwater management, streetlighting,
natural gas, lot grading, erosion and sediment control and parks and trails.
• Kitchener, Changing for Good: Our corporate climate action plan for sustainability (2019)
— a detailed strategy for reducing Kitchener's corporate level greenhouse gas emissions
and adaptation strategy.
• Kitchener's Sustainable Urban Forest Strategy (2019) — A vision and framework to guide
Kitchener's sustainable urban forest.
• Corporate Asset Management Policy (2018) — Manages the city's assets by incorporating
all aspects of asset maintenance and service delivery.
• O.Reg. 239 of the Municipal Act: Minimum Maintenance Standards for Municipal
Highways (2018) — Establishes maintenance standards in regards to inspections, snow
accumulation, ice formation, potholes, cracks, debris, signs, and more, for municipal
streets, sidewalks and bicycle facilities.
• Integrated Stormwater Master Plan (2016) — Sets targets for stormwater management
and how to achieve them.
• Love My Hood: Kitchener's Guide to Great Neighbourhoods (2017) - Encourages
residents to take the lead in shaping their neighbourhood, with help from the city.
• Age Friendly Kitchener Action Plan (2017) — "A community in which we can all live well
and age well," with accessible and affordable neighbourhoods. Improving the design and
functionality of streets supports safety and accessibility, encourages social connections,
and promotes healthy lifestyles for residents of all ages.
Purpose of the Complete Streets guidelines
The intent of Kitchener's Complete Streets guidelines is to provide direction on all street related
projects in Kitchener. Most common applications include the design of new streets through land
development processes, city roadway reconstruction projects or street retrofits.
The purpose of the guidelines is to:
• Assist in implementing the vision for Kitchener's streets set out in the city's Official Plan;
• Provide a clear design process that enhances collaboration on city roadway projects;
• Provide examples of design features to be considered and assessed in street design
processes;
• Use every street design project as an opportunity to advance the Complete Streets
vision;
• Integrate adopted city policies, standards and bylaws as they relate to street design;
• Provide city and agency staff, consultants, private developers and community groups
with information on how to design streets that meet city-wide objectives;
• Educate stakeholders about the benefits of Complete Streets; and
• Communicate to Kitchener residents about the considerations that are guiding the
design of Kitchener's streets.
If approved, City staff will apply the guidelines to roadway reconstructions and retrofits. In order
to require new developments to adopt the Complete Streets approach, staff propose that the
vision, cross-sections and design features of the Complete Streets guidelines be integrated into
the next update of the Development Manual, expected in late 2019 to early 2020.
A shorter version of the guidelines, called the Community Edition, was prepared as a
communication tool for the community. It is intended to be used primarily at roadway
reconstruction consultations. It includes the high-level vision, goals, and principles as well as
some of the key cross-sections and design features of Complete Streets.
Layout of the Complete Streets guidelines
There are six sections of the guidelines:
Section 1: Kitchener's Vision for Complete Streets describes the vision, design goals and design
principles that are used to guide efforts and make streets more complete.
Section 2: Street classifications provides a description and cross-section for the city's four street
classifications: local streets, minor collector streets, major collector streets and arterial streets.
Section 3: Street design provides technical guidance for the various aspects of street design,
including pedestrian, cycling, transit, motor vehicle, intersection, streetscape, sustainable
infrastructure, maintenance & utilities, temporary conditions and smart streets.
Section 4: Emerging trends describes some of the new or growing in importance aspects of
transportation planning that are shaping street design, including mobility hubs, curbside
management and micromobility.
Section 5: Making it happen includes a scorecard tool for reconstruction projects and twenty
actions to ensure the Complete Streets vision is achieved.
Section 6: Changing Kitchener — for the better describes the community engagement process
for developing Complete Streets and how it contributes to People -Friendly Transportation.
Summary of major design features
Within the Complete Streets guidelines there are several design features that adapt, evolve or
change current street design practices. All proposed changes are to be completed within the
existing right-of-way widths for each street classification.
Narrower lanes of
3.0 m or 3.3 m for
bus routes
Widen sidewalks
from 1.5 m to 1.8
m
"All ages and
abilities" bicycle
standards,
including new
"cycle track"
Transit access
through floating
bus stops, bus
bulbs, etc.
Contribute to safe
speeds and reallocate
space to pedestrian,
cycling and/or boulevard
features.
Provides enough space
for two wheelchair users
or strollers to pass side
by side, and greater
comfort for all
pedestrians.
Designing for "all ages
and abilities" can attract
people who would like to
bike but currently don't
feel safe or comfortable.
Separated bike lanes
provide physical
separation from motor
vehicles while cycle
tracks place the bike
lane next to the sidewalk
in the boulevard.
Provide better
integration of
pedestrians, cycling and
transit infrastructure,
improve the waiting
experience and facilitate
faster transit service.
ITE recommends narrower lanes to manage or
reduce speed.
TAC revised its minimum lane widths in 2017 to
3.0 — 3.7 m, and as low at 2.7 m in constrained
scenarios.
ITE recommends a 1.8 m preferred minimum
and 1.5 m absolute minimum in constrained
scenarios.
Cities with 1.8 m minimums or more include
Waterloo, Region of Waterloo, Niagara Region,
Ottawa, Calgary, Edmonton and Saskatoon.
Industry best practices for cycling design
have shifted significantly in the last five
years. Painted bike lanes are considered a
supporting feature on low volumes roads,
and not the default option for cycling.
Proposed cycling facilities are consistent
with Ontario Traffic Manual Book 18,
NACTO Urban Bikeway Design Guide,
TAC Geometric Design Guide for Canadian
Roads Chapter 5 — Bicycle Integrated
Design, and other cycling guides.
Design features are consistent with Grand
River Transit standards, which are also
being updated to reflect current best
practices.
Hamilton, Toronto, Winnipeg, Victoria,
Vancouver and many U.S. cities have built
, floating bus stops.
Wider boulevards Provide more space for Supported by the city's existing
snow storage, tree soil maintenance, urban forestry and
volume, and softscaping stormwater management objectives.
for improved stormwater
management, and
pedestrian comfort.
Tighter turning
radii and curb
extensions
New woonerf
alternative
Proposed green
street alternative
Introduction of
arterial
subcategories
Tighter turning radii
contribute to reduced
speeds, notably at
intersections where
pedestrians cross, while
also reducing pedestrian
crossing distance.
Provide an alternative
cross-section in
constrained right of ways
or where a different
residential or
commercial experience
is desired.
Provide an alternative
cross-section for
environmentally
sensitive lands.
Arterial streets can vary
ITE recommends a design vehicle and
control vehicle approach to identifying
turning radii and curb extensions, to better
balance all users at street intersections.
NACTO advises in its Urban Design Guide:
"Minimizing the size of corner radius is
critical to creating compact intersections
with safe turning speeds."
Canadian cities with woonerfs include
Guelph, Winnipeg, Hamilton, Toronto,
Frederiction and Ottawa. Waterloo has
identified Larch Street as a woonerf in its
Northdale Land Use and Community
Improvement Plan Study.
Aquafor Beech, a consultant specializing in
stormwater management and low impact
development, is developing this cross -
tsection for the Development Manual.
Most urban cities have several
in function quite classifications or options within the arterial
significantly depending classification.
on land use or built form
context. An Official Plan
amendment is proposed
for the future.
How the guidelines were developed
City staff across divisions, residents and stakeholders worked together through several stages
to create the Complete Streets guidelines.
Project
initiation and
planning
Best practices
research
Community
engagement
Staff
engagement
Stakeholder
engagement
2017 Identified scope of project and Project charter
available resources
Early 2018
— Spring
2019
January —
April 2019
Staff researched other cities'
complete streets approach, drawing
on comparable cities in terms of size
and climate including London (ON),
Ottawa, Niagara, Hamilton,
Kingston, Calgary, Edmonton and
Saskatoon.
Staff consulted key industry
documents from ITE, TAC, NACTO,
Ontario Traffic Manuals and more.
Staff attended a Complete Streets
Workshop in Ottawa on October 23,
2018, hosted by ITE.
Staff partnered with students in
Wilfrid Laurier University's CMEG
305 Community Engagement and
SE 330B Social Innovation in the
City to deliver community
engagement.
Throughout Project team of staff representatives
from various DSD and INS divisions
guided the project.
January —
September
2019
Transportation staff hosted a
workshop for city staff who manage
large vehicles, including Fire, Fleet,
Operations, Roads & Traffic and
Utilities. _
Staff conducted several
presentations and meetings with
stakeholders (full list in Community
Enaaaement section of this resort).
Common themes and
design standards were
incorporated into a first
d raft.
A full list of resources
cited and consulted is
included at the end of
the guidelines
(Appendix A).
339 people engaged.
Analysis of community
engagement feedback
is provided in Appendix
D and online survey
responses are in
Appendix E. _
Comments collected
and incorporated as
appropriate into
successive drafts.
Comments collected
and incorporated as
appropriate into
successive drafts.
2-9
Public
September
Draft of the guidelines and outline of
271 people engaged.
comment on
2019
major design changes presented in
draft
an online survey, open house and
Summary of online
city advisory committees.
comments provided in
Appendix F.
Peer review
August —
The Centre for Active Transportation
Peer review provided in
of draft
September
(TCAT) was retained to provide a 3rd
Appendix C.
2019
party peer review, analysis and
Final
document
October
critique of Kitchener's guidelines
They conclude: "Kitchener's
guidelines were developed in
alignment with the ten elements of
an ideal Complete Streets policy as
identified by the National Complete
Streets Coalition, and use the most
recent and best design criteria for
making streets safe, comfortable
and convenient for all."
Comments from stakeholders,
2019 public, and TCAT incorporated into
final document.
Final document,
Appendix A
Complete Streets Scorecard
A key tool to assist in applying the Complete Streets vision to every reconstruction project is
the Complete Streets scorecard. The scorecard has several purposes:
• Encourage a culture shift in support of the Complete Streets vision;
• Put a stronger emphasis on sustainable modes of transportation and other street uses;
• Assist in prioritizing different street elements, especially when constraints require
difficult trade-offs; and
• Understand operations and maintenance impacts
Implementation and evaluation plan
The Complete Streets vision will require strategic efforts on behalf of city staff, city council,
industry partners and the entire community. Staff expects the Complete Streets guidelines will
need to be updated as industry standards evolve. City staff propose returning to City Council in
2024 to report on progress, update the guidelines and make further recommendations to City
Council.
Risks and challenges
Consistent application of the guidelines
Due to the specific constraints, contexts and opportunities of each individual street, some streets
may not be able to be as "complete" as desired. To mitigate this risk, the scorecard has been
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developed as one tool to help staff understand the "trade-offs" that are often involved in a street
design process.
Maintenance challen
The city is active in the management and maintenance of city streets, driven by Provincial
standards (the Minimum Maintenance Standards), city bylaws and policy and best practices.
Generally speaking, the standards within these policies and legislation are increasingly
expanding the scope and nature of city involvement in street management. For example, in 2018,
the MMS was enhanced to include cycle facilities and sidewalks within the legislation, and staff
anticipate that maintenance standards will grow over coming years, reflecting the desire for
increasing opportunities to encourage transportation by means other than single -occupancy
private vehicle. Meeting these provincially legislated standards protects both users of streets,
and the city.
Moving toward a Complete Streets approach creates both challenge and opportunity from an
operational perspective. Over the past 50 years, the philosophy behind street management has
been to be more efficient. Efficiency has been driven by developing large equipment that can do
more, in a shorter amount of time, with fewer staff. Fundamentally, as we start to divide our
streetscape into sections, and create obstacles and barriers for large equipment and vehicles,
the city will need to look at the resource implications of seeking smaller equipment, designed for
different environments, in order that we maintain the existing level of service expected by
residents; or adjusting service levels to operational capacity. The resource implications are not
yet fully understood of moving to a Complete Street model in Kitchener; which will influence the
nature and extent of infrastructure we are responsible for, and the equipment required to manage
this with.
As we start to evolve from a traditional streetscape to a Complete Street model, there will be a
process of change, where existing equipment and resources may be placed into situations they
are not designed for. This may increase the need for road closures and disruption while large
equipment operates in a small street and it also places our staff and members of the public in
positions where conflict and accidents can occur. It should be noted that other municipalities are
also working to address these challenges and Kitchener staff have reached out to other
municipalities to share lessons and management strategies.
ALIGNMENT WITH CITY OF KITCHENER STRATEGIC PLAN:
People -friendly transportation
Our goal: Transform how people move through the city by making the transportation network
safe, comfortable and connected.
Action: Develop a set of Complete Streets (safe and comfortable) guidelines and an associated
evaluation scorecard by 2020 to apply to roadway construction projects.
The need for Complete Streets guidelines was first identified in 2017 and is included in the
Corporate Business Plan as item NB18.
FINANCIAL IMPLICATIONS:
Having Complete Streets guidelines in place is expected to help the city avoid costly retrofits for
traffic calming, sidewalk infill and cycling facilities that often occur years after a street is built,
because these features were not included in the original scope of capital projects.
The National Complete Streets Coalition has found that Complete Streets "adds little to no
expense to their [capital] transportation budgets. Complete Streets are more cost effective than
the alternative — streets made only for cars. In some cases, Complete Streets can help
jurisdictions save money. In all cases, Complete Streets are long-term investments in the overall
health of communities who adopt policies."7
Slight increases in capital funding may be required for higher order streets with enhanced
pedestrian crossings and cycling facilities. These will be assessed on a case-by-case basis and
will be guided by the Cycling and Trails Master Plan.
It is worth noting that Complete Streets can have increased maintenance costs, especially when
a new transportation asset, such as a separated bike lane, is added to a street that previously
did not have these assets. These will also be assessed on a case by case basis. There will be
opportunities through equipment review to `right -size' maintenance equipment; however, as
active transportation networks are built out there will be a need for service level increases as
identified through future budget processes.
COMMUNITY ENGAGEMENT:
INFORM — This report has been posted to the City's website with the agenda in advance of the
council / committee meeting. Four media stories were generated during the community
engagement phases.
CONSULT — Two phases of engagement were conducted to gather initial feedback and
confirm the Complete Streets guidelines are reflective of community priorities.
National Complete Streets Coalition, "Implementing Complete Streets: Costs of Complete Streets," (Washington,
DC) https://www.smartgrowthamerica.orq/app/legacy/documents/cs/factsheets/cs-costs.pdf.
2-12
During the first phase, a variety of engagement tactics were conducted to reach a broad cross-
section of our community and hear from a variety of perspectives:
Engagement approach
Number of participants
Key stakeholder interviews
3
Online survey
230
Street team in-person surveys
56
Design charrettes
53
Total
339
The design charrettes were conducted with different groups of people to target different ages
and abilities, including Wilson Avenue Public School, Trinity Village Retirement Community and
44 Gaukel, which was open to the public, with a special invitation to people supported by Extend -
A -Family Waterloo Region.
During the final phase of engagement, the following approaches were used to gather feedback
on the draft guidelines:
Engagement approach
Number of participants
Online survey
198
Open house at Breithaupt Centre
17
City advisory committees
50
Direct phone calls and emails to staff
6
Total
271
City advisory committees included Economic Development Advisory Committee, Downtown
Action and Advisory Committee, Cycling and Trails Advisory Committee, Grand River
Accessibility Advisory Committee, Environmental Committee.
In addition to the 610 residents who were engaged in this project, the following stakeholders
were engaged and invited to submit comments:
• City of Waterloo
• City of Cambridge
• Region of Waterloo — Transportation Engineering
• Region of Waterloo — Public Health
• Region of Waterloo — Grand River Transit
• Student Transportation Services of Waterloo Region
• Kitchener Wilmot Hydro
• Bell Communications
• Rogers Communications
• Kitchener Fire
2-13
• Kitchener Utilities
• Waterloo Region Homebuilders Association
• Sustainable Waterloo Region - Travelwise
• Climate Action Transportation Working Group
The Waterloo Region Homebuilders Association (WRHBA) was consulted on August 23, 2019.
They identified the desire for narrower boulevards and shared concerns around: traffic
congestion in new, high density subdivisions; costs of active transportation infrastructure; winter
maintenance; and the pace of change.
Staff have mitigated and/or addressed many of WRHBA concerns through the Complete Streets
Guidelines. However, staff have identified that wider boulevards are needed for snow storage
and separation for pedestrians. It is worth noting that active transportation is not a significant
additional cost in the context of new development, given changes can be made within the
existing right-of-way allocations. Further, the installation of Complete Streets can contribute to
reduced traffic congestion.
City staff will continue to engage WRHBA in response to their concerns and any future or
unresolved concerns can be integrated into the Development Manual where feasible.
Additionally, all future and/or unresolved concerns will be flagged and explored in the next
Complete Streets update, currently planned in 2024.
COLLABORATE — City staff partnered with Wilfrid Laurier University's CMEG 305 Community
Engagement and SE 330B Social Innovation in the City classes to deliver community
engagement for Complete Streets. Staff, students and advisors worked together to plan and
execute community engagement tactics and analyze and summarize the feedback provided by
the community.
Community engagement feedback
Full analysis and responses of both phases of engagement are found in Appendix D, Appendix
E and Appendix F.
In phase 1, in response to the question "what makes a great street?" responses found:
• 48% of respondents described streets that are safe and comfortable for walking and
either gave high priority to pedestrians or were closed to cars entirely;
• The identification of some major arterial roads that are primarily designed to move high
volumes of vehicles demonstrates that some members of the public put a high value on
direct and convenient automobile travel.
In response to a question about feeling unsafe on a street, common responses included:
• Close calls while riding bikes, walking at night, and in roundabouts;
• Some intersections can feel dangerous to both cyclists and pedestrians; and
• Traffic speed.
2-14
Survey respondents are most interested in these features when creating "streets as places:"
• Trees and greenery;
• Public seating areas; and
• Wider sidewalks.
In phase 2 of community engagement, major themes from comments included:
• Support for improving accessibility for all abilities;
• Concerns about costs, especially related to wider sidewalks;
• Support for narrower vehicle lanes if it leads to reduced speeds. Concerns narrower
vehicle lanes may squeeze cyclists even more, cause congestion or reduce parking
availability;
• Support for an emphasis on cycling infrastructure that is safe and comfortable for all
ages and abilities, especially children.
• Support for more trees in the street right of way.
• Questions about if and how active transportation can be supported during winter;
• Desire to see solutions implemented in the interim on streets with known safety
concerns, and not just wait many years or decades until reconstruction; and
• Encouragement to see Complete Streets implemented effectively and funded
adequately.
Overall, through the online survey, 70% of respondents indicated they were happy with the
direction the city is taking, 15% were neutral and 15% were unhappy.
PREVIOUS CONSIDERATION OF THIS MATTER:
INS -15-101, Proactive Traffic Calming in New Subdivisions
APPENDICES:
• Appendix A -
Complete Streets Kitchener
• Appendix B -
Complete Streets Kitchener: Community Edition
• Appendix C
— The Centre for Active Transportation Peer Review
• Appendix D
— Laurier phase 1 engagement analysis
• Appendix E
— Engage Kitchener phase 1 engagement responses
• Appendix F
— Engage Kitchener phase 2 engagement responses
ACKNOWLEDGED BY:
Justin Readman, General Manager, Development Services Department
2-15
COMPLETE
STREETS
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Advance sustainability
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COMPLETE STREETS KITCHENER
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Contents
Section 1: Kitchener's Vision for Complete Streets....................................................................
5
What are Complete Streets?..................................................................................................
5
Kitchener's Complete Streets vision.......................................................................................
6
Policy support for Complete Streets in Kitchener....................................................................
9
How to use this document.....................................................................................................11
Section 2: Street Classifications................................................................................................13
Localstreets..........................................................................................................................14
Minor neighbourhood collector streets...................................................................................22
Major community collector streets.........................................................................................26
Arterialstreets.......................................................................................................................30
Summary of street classifications and map............................................................................37
Section3: Street design............................................................................................................41
Pedestriandesign..................................................................................................................41
Cyclingdesign.......................................................................................................................50
Transitdesign........................................................................................................................60
Motorvehicle design..............................................................................................................69
Intersectiondesign................................................................................................................76
Streetscapedesign................................................................................................................87
Sustainable infrastructure design...........................................................................................90
Maintenance & utilities design...............................................................................................93
Temporary conditions design.................................................................................................94
Smartstreets design..............................................................................................................95
Section 4: Emerging Trends......................................................................................................97
Mobilityhubs.........................................................................................................................97
Curbside management..........................................................................................................99
Micromobility.......................................................................................................................100
Section 5: Making it happen....................................................................................................103
Kitchener's Complete Streets scorecard..............................................................................103
Implementation & evaluation plan........................................................................................112
Section 6: Changing Kitchener — for the better........................................................................117
Community engagement.....................................................................................................117
People -friendly transportation..............................................................................................122
Glossary & Works Cited and Consulted..................................................................................123
SAFETY CHOICES SUSTAINABILITY
Acknowledgements
The development of Kitchener's Complete Streets approach was a collaborative effort of city
staff, stakeholders and residents. Thank you to the many people who contributed their time and
energy to changing Kitchener's streets — for the better.
'roject team & contributors
Aaron McCrimmon-Jones, Adam Clark, Barry Cronkite, Dayna Edwards, Janette MacDonald,
Jason Brule, Lindsay Button, Mara Engel, Matt Wilson, Robert Morgan, Steve Allen,
Tom Margetts, Claire Bennett, Philip Price, Scott Berry, Danny Pimentel, Brynn Dolfi,
Justin Readman, Colleen Collins, Trevor Botting
Project manager
Darren Kropf
Photography
Brynn Dolfi, Zac Jolliffe, Laura McBride, Darren Kropf
Cross-section graphic design
Alta Planning + Design
Community engagement
Morgan Gracey, Scott Hutter, Elie Jahshan, Jenna Maingot, Sabrina Moyer, Connor O'Brien,
Kiera Quarrington, Tristan Stephen, Thurka Subendran, Heather Montgomery, Kearney
Coupland, Bob Sharpe, Edmund Pries, John Abraham
Liability statement
Kitchener's Complete Streets guidelines are based on recent experiences designing and
constructing streets and extensive consultation with city divisions, agencies, the public,
councillors, industry and community stakeholders, as well as best practices from local,
provincial, national and international sources.
It integrates and builds upon the latest available city policies, standards and guidelines. It is
consistent with other provincial, federal and nongovernmental organizations, including the
Ontario Traffic Council (OTC), Transportation Association of Canada (TAC), Institute of
Transportation Engineers (ITE), National Association of City Transportation Officials (NACTO)
and other sources. These guidelines also work within existing Provincial and Federal legislation
pertaining to street design and operations, such as the Ontario Highway Traffic Act and
Accessibility for Ontarians with Disabilities Act.
The Guidelines are based on the principle that all streets are different, and that no single design
solution exists. A street's design will be tailored for the particular needs and opportunities
created by local context, existing and future uses and users and dimensions of each street.
Street design is an evolving practice. In the coming years, design strategies used elsewhere,
and technologies that do not yet readily exist in Kitchener, will affect how we design our streets.
Street designers should stay up-to-date on the latest best practices.
3
SECTION 1:
KITCHENER'S VISION FOR COMPLETE STREETS
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What are Complete Streets?
Complete Streets are for everyone! Complete Streets are designed to be safe and comfortable
for all, regardless of age or ability. In other words, a street is "complete" when it works well for
pedestrians, cyclists, transit riders and motorists. Complete streets also contribute to
sustainability, health and social priorities, all while providing beautiful streetscapes and places to
enjoy.
Streets are essential to our community
The City of Kitchener owns and maintains 763.1 km of streets on 14.1 km2 of land. That means
approximately 45% of all city -owned land and 10% of all land in Kitchener is dedicated to
streets. Plus, the Region of Waterloo owns an additional 137.6 km of roads on 4.1 km2 of land.
All of this space doesn't even include highways owned and operated by the Province of Ontario.
A large portion of our city's land mass is dedicated to streets.
Streets are where we hold community gatherings, and play basketball, hockey, or hopscotch.
They are where we walk the dog, and catch up with friends and neighbours. A street is where
our sanitation, cable, hydro, gas, phone and other services are located. They are where
approximately 70,000 trees grow, stormwater runoff is managed and where we put out our
recycling. Streets are places of commerce and economic activity. They bring people together to
share ideas and rally around community causes.
And of course, streets serve as transportation corridors, helping us get around to all the places
we need to go, to work, learn, shop and play.
We need to use these assets to the maximum benefit of our entire community by making streets
more complete.
Making streets safe for all
Each year about 3,400 residents from Waterloo Region visit an emergency department and
twenty-three residents die as a result of injuries caused by street collisions, including
pedestrians, cyclists and motorists.' Street collisions remain a leading cause of unintentional
injury for Canadian children, youth and young adults.2
' Ambulatory Emergency (2013-2017), Ontario Ministry of Health and Long -Term Care, IntelliHEALTH
ONTARIO, Date Extracted: October 24, 2018. Ontario Mortality Data (2011-2015), Ontario Ministry of
Health and Long -Term Care, IntelliHEALTH ONTARIO, Date Extracted: March 14, 2019.
2 Gemmill I, Arra I, Carew M, et al. Preventing Road Traffic Deaths and Injuries: Position Paper Road
Safety Working Group, COMOH.
https://cdn.vmaws.com/www.alphaweb.orq/resource/resm.qr/COMOH Section/6.4 MVC Report 050615.
pdf. Accessed October 17, 2018.
5
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COMPLETE STREETS KITCHENER
STREETS FOR ALL
The impact is far reaching and with great costs to individuals, families and society. In 2010 the
cost of injury for transport related incidents in Ontario totalled an astounding $1.2 billion.3
Financial costs of road crashes and injuries include lost earnings, health care and rehabilitation
expenses, and the costs of property damage, administration, police, legal, and insurance.4
Injuries from such incidents can range from minor to severe including life -altering permanent
disabilities like paraplegia, quadriplegia and brain injury. Those injured may experience chronic
physical pain, as well as enduring the emotional trauma effects personally and within their family
and society.5
The City of Kitchener and Region of Waterloo Public Health have a shared interest in preventing
injuries and fatalities of all road users, including pedestrians, cyclists, and motorists. Almost all
unintentional injuries are predictable and preventable. However, decreasing the incidence of
injury of road users must be done in collaboration with other stakeholders who have an interest
in road safety.6 Collaborating across the sectors of engineering, enforcement and education will
establish large scale changes in healthy public policy and the creation of environments, both
social and physical, which will encourage Canadians to be active and safe.' Communities need
to be designed in a way so that the people using the spaces can easily make behavioural
decisions that will keep them safe and promote active transportation choices.$
Kitchener's Complete Streets vision
A comprehensive Complete Streets approach uses every roadway construction or
reconstruction project as an opportunity to improve the design and functionality of a street for all
users, and support effective maintenance and operational processes. In Kitchener, a vision,
design goals and design principles should be used to guide efforts and make streets more
complete.
Vision
Every street in Kitchener is
safe, comfortable and convenient
for all.
3 Belton K, Pike I, Heatley J, Cloutier E. The Cost of Injury in Canada.; 2015.
http://www.parachutecanada.org/downloads/research/Cost of Iniury-2015.0 . Accessed October 29,
2018.
4 Gemmill I, Arra I, Carew M, et al. Preventing Road Traffic Deaths and Injuries.
5 Ibid.
6 Ibid, Belton K, Pike I, Heatley J, Cloutier E. The Cost of Injury in Canada.
7 Parachute Canada. Public Policy Overview. http://www.l)arachutecanada.org/policy. Accessed October
29, 2018.
8 Public Health Agency of Canada. Designing Healthy Living: The Chief Public Health Officer's Report on
the State of Public Health in Canada 2017.; 2017. https://www.canada.ca/content/dam/phac-
aspc/documents/services/publications/chief-public-health-officer-reports-state-public-health-canada/2017-
designing-healthy-living/PHAC CPHO-2017 Report E.pdf. Accessed October 17, 2018.
SAFETY CHOICES SUSTAINABILITY
Design goals
To achieve the vision, the city has three design goals for every street to prioritize: design for
safety, improve transportation choice and advance sustainability.
7
uesian for satety
Kitchener's streets will embrace designs that protect the most
vulnerable road users - pedestrians and cyclists.
Regardless of street classification, priority is given (in this order) to
the safety of pedestrians, cyclists, transit users and motorists.
Kitchener's streets emphasize slower speeds through street design
that makes it natural and intuitive for people to drive at safer
speeds. This approach means that Kitchener's streets will
embrace designs that protect the most vulnerable road users -
pedestrians and cyclists.
li,.,jrove transportation choice,
Kitchener's streets will provide connected networks with direct
routes to major destinations for all modes of transportation.
Streets should be designed to make it possible for individuals to
choose between different forms of transportation, depending on
their unique needs. Planning for intermodal connectivity — meaning
the ability to transition between different types of travel within a
single trip — makes walking, cycling and public transit even more
attractive and viable. Paying careful attention to the little details that
can take away the stress of traveling is key. In doing so, the city
can maximize the comfort and attractiveness of those travel
options.
Advance sustainability
Kitchener's streets will advance the city's economic and
environmental performance.
Vibrant and active streetscapes attract businesses, talent and
investment through lively shopping districts, stress -free commuting
options and efficient movement of goods and people. Complete
streets make it easy for individuals to choose low energy and low
carbon modes of transportation. Urban forestry and stormwater
management can be enhanced through street design. Maintain with
a triple bottom line approach: financial sustainability through
appropriate resourcing and asset replacement; social sustainability
through maintaining with a clear and equitable defined service
level; and environmental sustainability by ensuring that
maintenance is planned for and delivered within the broader
context of the Corporate Climate Action plan.
Ki��b•:�rR
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Design principles
Complementing the design goals are several design principles that foster a holistic approach to
street design. Each principle acts as an important "lens" in which to view street design.
Fnctpr n cAncp of niar
Kitchener's streets are part of unique neighbourhoods with places to gather,
celebrate, and connect with neighbours. They often contain vibrant greenery,
beautiful art and practical amenities. Some streets can also be heritage
landscapes.
Encouraae social connections and eauitv
Kitchener's streets encourage people to connect and build relationships.
Balanced and well-designed streets can improve equity among all ages, gender
identities, abilities, ethnicities, incomes, sexual identities and underrepresented
populations.
rromote healthy lifestyle
Kitchener's streets encourage physical activity, improve mental health, reduce
stress, protect air quality and provide more options to access nutritional, health
and support services.
Deliver services
Kitchener's streets provide a connected corridor for service delivery. Streets
ensure that emergency vehicles are able to respond quickly, and support snow
removal activities, garbage collection and other municipal services. Streets
contain the veins and arteries of the city with services like hydro, stormwater,
sanitation and water.
rian Tor aii seasons
Kitchener's streets support people in getting around by all forms of transportation
through all seasons. Designing with operational considerations in mind helps the
city meet or exceed legislated or mandated requirements for maintenance,
through things like understanding where snow can be stored, how maintenance
vehicles can access services and how seasonal maintenance can occur.
Prepare for temporary condition-
Kitchener's streets provide accommodations or signed detour routes that
maintain a high level of service for pedestrians, cyclists, transit users and motor
vehicles during temporary closures for construction or special events.
SAFETY CHOICES SUSTAINABILITY
Policy support for Complete streets in Kitchener
A Complete Streets document by itself does not guarantee the implementation of complete
transportation networks. Several important plans set the policy direction for Complete Streets.
The following policies serve as key tools to implement complete streets.
Official Plan: A Complete & Healthy Kitchener (2014)
The Official Plan contains goals, objectives and policies to manage and direct municipal change
and its effects on the cultural, social, economic and natural environment within the city. The
plan's vision is: "Together we will build an innovative, vibrant, attractive, safe, complete and
healthy community contributing to an exceptional quality of life."9
The Official Plan recognizes an integrated transportation system is an essential part of the city's
urban structure and a key element in shaping the form and character of growth in the city. The
plan seeks to encourage a wide range of viable transportation choices in Kitchener.
Kitchener Integrated Transportation Master Plan (2013)
The Kitchener Integrated Transportation Master Plan (TMP) defines and prioritizes an integrated
transportation system that is supportive of all modes of travel. This includes walking, cycling,
public transit and the automobile. The TMP also provides direction to maintain and improve the
City's street network to move people and goods, but with reduced dependence on single
occupant vehicles. The main goal of the TMP is to "plan a transportation system that reduces
dependence on the private automobile in Kitchener by 2031."10
�,yciirjq and Trails Mastee Plans
The City of Kitchener's Cycling Master Plan for the 21 st Century (2010) presents a network of
bikeways to be implemented over time, policies to support making Kitchener a bicycle -friendly
city and related practices and programs to further those policies into action. The plan's vision is
to "enhance the choice to cycle as a viable means of transportation and recreation through the
provision of a safe, comfortable and connected bikeway network.""
The Multi -use Pathways and Trails Master Plan (2012) is a blueprint intended to guide the
development and operation of multi -use pathways throughout Kitchener. The vision of the plan
is described as: "Multi -use pathways form the primary continuous off-road walking and cycling
network that provides residents of all ages and abilities the means to travel easily and safely
throughout their neighbourhood, across the City and to neighbouring municipalities. Multi -use
pathways offer year-round opportunities for active recreation and active transportation." 12
In 2020, the Cycling Master Plan and Trails Master Plan will be updated and combined into a
single Cycling and Trails Master Plan (CTMP).
9 City of Kitchener. Official Plan: A Complete & Healthy Kitchener (Kitchener, 2014), 2-1.
10 City of Kitchener. Kitchener Integrated Transportation Master Plan: Transportation's Role in a Complete
and Healthy Kitchener (Kitchener, 2014), 5.
11 City of Kitchener. Cycling Master Plan for the 21St Century (Kitchener, 2010), 4.
12 City of Kitchener. Multi -use Pathways and Trails Master Plan (Kitchener, 2012), 3.
A
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COMPLETE STREETS KITCHENER
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Pedestrian Charter (2005) & Sidewalk Infill Policy (2015)
The City of Kitchener's pedestrian charter aims to create an urban environment in all parts of
the city that encourages and supports walking, as a critical mode of public transportation. An
urban environment that encourages and facilitates walking supports community health, vitality
and safety. It increases use of public transit, decreases car dependence, reduces conflict
between vehicles and pedestrians, leads to cleaner air, green public space, and supports green
tourism.
The Sidewalk Infill Policy endeavours to include sidewalks on both sides of every street to
support a sustainable community and a pedestrian friendly environment. Sidewalk infrastructure
is a key component of the urban environment that encourages and facilitates active
transportation, supports community health, neighbourhood connectivity, community vitality and
safety. Sidewalks contribute significantly to a sustainable community and a pedestrian friendly
environment.
Province of Ontario: A Place to Grow (2019)
A Place to Grow: The Growth Plan for the Greater Golden Horseshoe provides policy direction
to guide infrastructure growth in Ontario. The policy calls for a complete streets approach
through the design, refurbishment or reconstruction of the existing and planned street network.
"Using a complete streets approach to roadway design, reconstruction, and refurbishment will
ensure that the needs and safety of all road users are considered when planning and building
the street network. 1113
Additional policies ana strategies influencing streets
In addition to transportation -specific policies, there are a number of important documents that
guide the design of a street's right of way, including:
• Urban Design Manual (2019) — Guides the design and placement of buildings, public
spaces, transportation systems and other amenities.
• Kitchener, Changing for Good: Our corporate climate action plan for sustainability
(2019) — A detailed strategy for reducing Kitchener's corporate level greenhouse gas
emissions.
• Kitchener's Sustainable Urban Forest Strategy (2019) — A vision and framework to
guide Kitchener's sustainable urban forest.
• Corporate Asset Management Policy (2018) — Manages the city's assets by
incorporating all aspects of asset maintenance and service delivery.
• Minimum Maintenance Standards for Municipal Highways (2018) — Establishes
maintenance standards in regards to inspections, snow accumulation, ice formation,
potholes, cracks, debris, signs, and more, for municipal streets, sidewalks and bicycle
facilities.
• Integrated Stormwater Master Plan (2016) — Sets targets for stormwater management
and how to reach them.
• Development Manual (2015) — Provides new development with technical standards and
guidance for subdivisions, site plans, streets, all associated infrastructure and utilities,
13 Province of Ontario. A Place to Grow: The Growth Plan for the Greater Golden Horseshoe, (Toronto,
2019), 30.
SAFETY CHOICES SUSTAINABILITY
watermains, sanitary sewers, storm sewers, stormwater management, streetlighting,
natural gas, lot grading, erosion and sediment control and parks and trails.
Love My Hood: Kitchener's Guide to Great Neighbourhoods (2017) - Encourages
residents to take the lead in shaping their neighbourhood, with help from the city.
Age Friendly Kitchener Action Plan (2017) — "A community in which we can all live
well and age well," with accessible and affordable neighbourhoods. Improving the design
and functionality of streets supports safety and accessibility, encourages social
connections, and promotes healthy lifestyles for residents of all ages.
How to use this document
Kitchener's Complete Streets guidelines are used to guide all street projects in Kitchener. Most
common applications include the design of a new street through the development process, a
street to be reconstructed or a street that is suitable for retrofits to advance the Complete
Streets vision. The purpose of the guidelines is to:
• Assist in implementing the vision for Kitchener's streets set out in the City's Official Plan.
• Provide a clear street design process that enhances collaboration on city street projects.
• Provide examples of street design features to be considered and assessed in street
design processes.
• Encourage the use of every opportunity to apply the Complete Streets Guidelines.
• Integrate adopted City policies, standards and bylaws as they relate to street design.
• Provide city and agency staff, consultants, private developers and community groups
with information on how to design streets that meet city-wide objectives.
• Communicate to Kitchener residents about the considerations that are guiding the
design of Kitchener's streets.
Managing change with a changing streetscape
Achieving the Complete Streets vision will require change for city staff in the planning and
operating of streets, while residents will experience change as they get around every day. Some
of these changes may be subtle, and others may feel more significant. Managing change is key
for success.
The city will expect experience some of these changes:
• A greater number of smaller equipment may replace a smaller number of larger
equipment to do jobs such as snow removal;
• More resources (staff and equipment) may be required to achieve a similar level of
service to that which is currently achieved;
• Different ways of working may be needed to accommodate the new ways in which our
city streets are built; and
• Our operations will evolve and change as we see increasing growth in active
transportation and transit.
For residents, changes might include:
• Greater awareness of and interaction between people using different transportation
modes;
• How snow is cleared, leaves are collected, or garbage removed; and
• The level of service from the city and expectations of what the city should do for different
elements of a street.
11
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STREET CLASSIFICATIONS
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Every street can be a complete street, while maintaining or enhancing its unique character.
There are a variety of ways to make a street more complete, depending on the function and
context.
The City of Kitchener's Official Plan maintains a hierarchy of streets to ensure the desired
movement of people and goods within and through the city.
Four types of streets make up Kitchener's street system: Local Streets, Minor Neighbourhood
Collector Streets, Major Community Collector Streets and Arterial Streets. Each street
classification has different functions and capacities, including types of active transportation
facilities and expected motor vehicle volumes and speeds. In addition, Scenic Heritage Roads,
which possess unique historical significance, are protected in accordance with the city's Official
Plan and heritage conservation policies.
An integral part of a transportation network is established through a working partnership with
other levels of government. The Region of Waterloo's street classification system facilitates
movement between municipalities and townships in Waterloo Region. Major highways are
planned and maintained by the Province of Ontario.
Streets perform both a mobility function and a place function. Depending on the local context,
some streets will prioritize moving people and goods while some will prioritize attracting people,
encouraging them to enjoy all that a street has to offer.
13
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Local streets
Local Streets provide access to properties and are not intended to carry high volumes of
through motorized traffic.
Examples of local streets include Cotton Grass Street (below), Brock Street and Tanglewood
Avenue.
Local streets are the most common form of street in Kitchener, making up 72% of the city's
overall road network, spread throughout every neighbourhood in the city. Local streets prioritize
active neighbourhood life and social interactions between neighbours going for walks, sitting on
their front porch, or at a neighbourhood street party.
When designing local streets, create pedestrian -scaled streetscapes that promote walking,
rolling, children riding their bikes safely on the road, social interaction and residential activities,
while discouraging speeding and through traffic. Enhancing livability, a sense of community, an
ability to age -in-place and safety for children are important considerations for these streets.
SAFETY I CHOICES I SUSTAINABILITY
Preferred cross-section for local streets (18.0 m Right -of -Way)
1.8m • 2.9m • • 70m • 2.9m • IN • -
0,3m 0,5m 0,5m 0,3m
Pedestrian View Cyclist and motorist view
Note: All cross-sections are for illustrative purposes only. Exact conditions may vary depending
on street context and constraints.
15
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COMPLETE STREETS KITCHENER
STREETS FOR ALL
Alternative cross-section for local streets (18.0 m ROW)
This cross-section is used where cycling is identified as a high priority route and/or demand for
parking is low.
IL
1.8m -
0.3m
3,4m
0,5m
6,0m
0,5m
3,4m
• 1,8m •
0,3m
Pedestrian view Cyclist and motorist view
SAFETY CHOICES SUSTAINABILITY
t
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• 1,8m •
0,3m
Pedestrian view Cyclist and motorist view
SAFETY CHOICES SUSTAINABILITY
Design objectives for local streets
Pedlestrianp-
• Provide sidewalks on both sides of the street to encourage walking and rolling for both
practical and recreational purposes, like commuting and dog walking.
• Provide shade trees to enhance the public realm by improving pedestrian comfort and
helping to calm traffic.
• Provide curb extensions at intersections to calm traffic, shorten pedestrian crossing
distance and improve sightlines for all street users.
• Encourage a connected grid network of local streets with direct pedestrian routes to
neighbourhood destinations and amenities.
Cycling
• Cycling can be enjoyed safely on the street in mixed traffic.
• Use traffic diversion elements for priority cycling routes, as identified in the Cycling and
Trails Master Plan.
Transit
• Transit service is generally not anticipated on local streets but provided on connecting
minor or major collector streets.
• Provide dedicated walkways/trails to ensure direct pedestrian and cycling routes to
nearby transit stops, especially in curvilinear street design, such as cul-de-sacs and
crescents.
Motor venicies
• An unmarked (no yellow centre line) two lane cross-section is typical.
• Local streets are designed to carry local traffic only.
• Designing the street for speeds of 40 km/h or less is a priority for safety of all users. Use
pavement widths of 7.0 metres. Depending on volume of vehicles and parking utilization
or restriction, 6.0 metres may be appropriate.
• On -street parking can be accommodated and used to aid in traffic calming, either as a
shared travel and parking lane or alternating sides of the street. Restrict parking near
intersections to provide improved sightlines and curb extensions.
• Design turning radii at 6.0 m to encourage slower vehicle speeds around turns.
• When entering residential neighbourhoods from higher order streets, raised
crosswalks/crossrides are encouraged to signal to motorists that slower speeds are
expected.
• The needs of service and emergency vehicles is an important design factor, with
managing motor vehicle speeds and volumes in residential areas being an equally
important priority.
Sustainable infrastructure
• Provide green space, landscaping and adequate soil in appropriate quantity to foster
healthy tree growth in the boulevard.
• Curb extensions and other traffic calming or diversion elements are ideal locations for
additional storm water management applications.
17
I
Ki��b•:�rR
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Local street alternative - Wooner°
Translated to "living street", a woonerf utilizes a shared space cross-section that reclaims the
street as public space for people's everyday use. The street is designed in such a way that
motor vehicles are seen as "guests" in a space otherwise dominated by pedestrian activity and
a high level of amenities. The street is designed correctly when children can safely play in any
space of the right of way. Woonerfs can be used in both residential and commercial areas and
are ideal where right of ways are constrained and in neighbourhoods with limited public space
or parks nearby.
_5 fp
4
I
W
M
SAFETY CHOICES SUSTAINABILITY
Woonerf design objectives
• Free movement of pedestrians is encouraged with a level, barrier -free streetscape. The
traditional cross-section of grade -separated curbs, sidewalks, boulevards and vehicle
lanes is not used.
• Provide clear and distinct entrances, often marked by gateway features.
• Use different colours or texture for the woonerf street surface area, such as imprinted
asphalt, modular cobblestone or unit pavers.
• Apply frequent traffic calming elements such as curves and streetscape features to
prevent vehicles from moving quickly through the woonerf space. The path of travel for
drivers zig zags through the right of way. The design of the woonerf is for vehicle speeds
of 15 km/h, slow enough for children to be playing in the middle of the street.
• Provide parking intermittently, not continuously, with different materials and bollards to
designate available parking spaces.
• High use of furnishing, public art and landscaping, placed consistently throughout the
right of way, to provide the feel of an "outdoor living room or play room" that encourages
social interaction of all ages on the street.
• Group utilities together, as much as possible.
• Provide snow storage areas, close to drainage to limit runoff.
• Building facades are close to the property line to create a pedestrian oriented
streetscape and sense of enclosure. 14
14 Natalia Collarte. The Woonerf Concept: Rethinking a Residential Street in Somerville (Tufts University,
2012).
19
COMPLETE STREETS KITCHENER
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Local street alternative — Green streets
In environmentally sensitive areas, a higher standard of environmental care can be applied
through the adoption of a "green street" cross section. These lower impact roads protect
valuable environmental resources and are most applicable to local streets with primarily
residential land uses and low traffic volumes.
While the land designated to the right of way is consistent with a local street, a significantly
lower rate of imperviousness is achieved with a small, windy, shared street (similar to a
woonerf), no curb or gutter and a significant amount of green space to absorb rainwater and
sequester carbon.
SAFETY CHOICES SUSTAINABILITY
F
LM
Green streets design objectives:
1. Create pockets of natural areas throughout the streetscape.
Integrate a variety of green infrastructure elements.
2. Utilize similar design principles as a woonerf.
This includes clear and distinct entrances and the free movement of pedestrians with a
level, barrier -free streetscape. Include a snow storage area on a non -permeable surface
close to the stormwater system.
3. Design the street for a design speed of less than 30 km/h.
Through windy curves and a narrow pavement width, motorists should be made to be
very uncomfortable driving above 30 km/h.
4. Identify the uniqueness of the street.
Permeable pavers can be used to provide additional Low Impact Development (LID)
benefits as well as identify the street as different than conventional streets, requiring
motorists to use extra care and slower speeds.
5. Engage the community.
Collaborate with neighbourhood residents, integrate their ideas and encourage their buy -
in for an improved streetscape everyone can enjoy.
21
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Minor neighbourhood collector streets
Minor neighbourhood collector streets prioritize active neighbourhood life, multi -modal
connections and facilitate movement within neighbourhoods.
Examples of minor collector streets include Driftwood Drive (below) Manchester Road and
Bechtel Drive.
Minor collector streets connect local streets to higher order streets and primarily accommodate
residential land use. Commercial and retail land uses can be expected in proximity to significant
intersections.
These streets may mark the entrance to a neighbourhood, with urban design features that
celebrate the neighbourhood's unique identity.
-a
SAFETY CHOICES SUSTAINABILITY
Preferred cross-section for minor collector streets (20.0 m ROW)
0.3m 0,5m 0,5m 0.3m
23
Pedestrian view Cyclist and motorist view
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Alternative cross-section for minor collector streets (20.0 m ROW)
This cross-section is used where cycling is identified as a high priority route.
• �' 1,8m •10m• • Um IN 3,Om • 2,4m IN 1,Om• 1,8m
0,3m 0,5m 0,5m 0,5m 0,5m 0.3m
Pedestrian view Cyclist view
SAFETY CHOICES SUSTAINABILITY
Design objectives for minor collector streets
Pedestrian
Provide sidewalks on both sides of the street to encourage walking and rolling for both
practical and recreational purposes.
Provide shade trees and seating (where appropriate) to enhance the public realm and
improve pedestrian comfort.
Provide curb extensions at intersections to calm traffic, shorten pedestrian crossing
distance and improve sightlines for all street users.
Cycling
• Cycling can be enjoyed safely on the street in mixed traffic.
• For priority cycling routes identified in the Cycling and Trails Master Plan, use traffic
diversion elements or dedicated bike facilities. Typically this would include on -road
painted bike lanes and/or parking protected bike lanes but can also be cycle tracks
located in the boulevard next to the sidewalk.
Transit
Conventional bus service can be supported by minor collectors.
Facilitate pedestrian access to transit stations with safe and convenient pedestrian
crossings at transit stops.
Include a transit stop pad and amenities based on demand and context, according to
Grand River Transit standards.
Motor venicie
• A two lane cross section is the standard. On -street parking can be accommodated.
• Design the street for speeds of 40 km/h.
• Minor collector streets will carry traffic primarily originating from within the
neighbourhood it serves. Cut -through traffic is discouraged through traffic calming or
diversion techniques. The connectivity of minor collector streets may attract through
traffic, which is undesirable due to the residential context of these streets. Traffic calming
measures such as raised intersections or crossings, neighbourhood traffic circles, centre
island medians or speed cushions should be considered where observed travel speeds
significantly exceed the posted speed limit.
• The standard lane width is 3.0 m. For bus routes, lane widths of 3.1 - 3.3 m can be used.
• Where parking and bike lanes are provided, elements, such as curb extensions at
pedestrian crossings, which create visual and physical constraints are needed to avoid
creating the perception of an excessively wide roadway that is comfortable for higher
vehicle speeds.
• Design turning radii at 6.0 m, to encourage slower vehicle speeds around turns.
• When entering residential neighbourhoods, raised crosswalks/crossrides are
encouraged to signal to motorists that slower speeds are expected.
Sustainable infrastructure
25
• Provide green space, landscaping and adequate soil in appropriate quantity and plant
trees in boulevard.
• Curb extensions and other traffic calming or diversion elements are ideal locations for
additional green infrastructure.
• A parking bay can be integrated with LID stormwater surfacing.
2L .40
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Maior community collector streets
Major community collector streets balance the mobility of people between
neighbourhoods with land accesses.
Examples of major collector streets include Guelph Street (below), Westheights Drive, and
Wilson Avenue.
These streets facilitate movement from local and minor collector streets to higher order streets
while providing a high-level of streetscape appeal for businesses, homes and other properties
located along the street.
SAFETY CHOICES SUSTAINABILITY
Preferred cross-section for major collector streets (26.0 m ROW)
MR
AN
= r` 1.8m 1.6m
0.4m 0.2m
4.Om • • 2.4m
0.5m
3.3m 3.3m 4.0m • l6m •• 1.8m
0.5m 0.2m 0.4m
Pedestrian and cyclist view Motorist view
27
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COMPLETE STREETS KITCHENER
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Alternative cross-section for major collector streets (26.0 m ROW)
This cross-section is used in higher density, mixed-use environments, and/or where cycle tracks in the
boulevard are not feasible.
• • 1,8m • 3.1m 2.4m • • 3,3m 3.3m 2,4m 2.4m 3,1m Urn
0,3m 0,5m 0,4m 0,4m 0,5m 0,3m
Pedestrian view
SAFETY CHOICES SUSTAINABILITY
Cyclist view Motorist view
Design objectives for major collector streets
Pedestrian
• Provide sidewalks on both sides of the street. A higher pedestrian clearway width can be used
where there is a high volume of pedestrian traffic, such as near schools or long term care
facilities.
• Provide shade trees to enhance the public realm and improve pedestrian comfort.
• Public realm features may include art, waste receptacles, or seating.
• Provide curb extensions at intersections to calm traffic, shorten pedestrian crossing distance
and improve sightlines for all street users.
Cycling
Provide dedicated cycling facilities on most Major Collectors, with the type of facility and level
of protection dictated by street characteristics and network prioritization, as directed in the
Cycling and Trails Master Plan.
Draw attention to conflict points, like driveways and intersections, with markings or signage.
Plan for the safe movement of bicycles at all intersections, including crossrides, intersection
protection and signals.
Transit
• Major collectors can support both conventional transit and rapid transit (iXpress service).
• Facilitate pedestrian access to transit stations with safe and convenient pedestrian crossings
at all major transit stops.
• Include a transit stop pad and place transit stop amenities based on demand and context,
according to Grand River Transit standards.
• Consider "floating bus stops" to integrate bike facilities with transit stops and to reduce conflict
points.
• Provide bicycle parking and micromobility stations to facilitate multi -modal connections.
Motor vehicle
• A two lane cross section is typical. A two way left turn lane may be appropriate in higher
density scenarios.
• The standard width of motor vehicle travel lanes is 3.3 m, but can be reduced to 3.0 m if the
street is not part of a transit route and motor vehicle volumes are low.
• Design the street for speeds of 50 km/h.
• Some Major Collectors may carry truck/freight traffic or prioritize emergency services. Greater
attention to turning movements at intersections are required in these cases, but
accommodating large vehicles must also be balanced with the benefits of managing motor
vehicle speeds and volumes, especially in residential, school and commercial areas.
• Design turning radii with lower order streets at 6.0 m. Radii with other Major Arterials or higher
order streets is 7.5 m — 8.0 m.
SustainnhIp infrnOnir•tilre
Boulevards should have a predominantly soft surface, with exceptions for transit stops or high
pedestrian areas with street furniture.
Provide green space, landscaping and adequate soil quantity to foster healthy tree growth in
the boulevard.
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COMPLETE STREETS KITCHENER
STREETS FOR ALL
Arterial streets
Arterial streets provide mobility for people and goods throughout the city while also providing
a positive image of the city and fostering economic development.
Examples of arterial streets include King Street (below), Strasburg Road and River Road.
These streets carry high volumes of all modes of movement, including pedestrians, cyclists, transit,
motor vehicles and freight vehicles.
Arterial streets often provide the most direct and convenient access to major destinations in the city,
making it essential that all four travel modes are balanced effectively. Limit driveway accesses in
order to prioritize safety and convenience of all forms of transportation along the corridor.
Within the Arterial classification, there are several functional subcategories depending on the land use
and neighbourhood context:
• Main streets - serve as the social, economic and cultural centres of neighbourhoods and the
city, through an expanded pedestrian realm and active street frontages. Main streets may limit
motor vehicles to enhance the pedestrian experience, with services provided by laneways or
side streets.
Thoroughfares — provide efficient connections between different parts of the city, and
connectivity to adjacent mixed land uses.
• Industrial streets — provide direct access to industrial and commercial properties and are
designed to accommodate frequent heavy vehicles.
SAFETY CHOICES SUSTAINABILITY
Preferred cross-section for main street scenarios (30.0 m ROW)
This cross-section is used in high density, pedestrian -oriented, commercial urban centres.
Pedestrian and cyclist view
31
Motorist view
6,
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Preferred cross-section for thoroughfare arterials (30.0 m ROW)
This cross-section is used in high density, mixed use corridors.
1.8m - 1.5m • 4.5m052,4m - IN • 3,0m 3.3m 4.5m l.fim •• 1.8m
0.4m 0.2m ,m •0,5m 02m Ok
Pedestrian and cyclist view Motorist view
SAFETY CHOICES SUSTAINABILITY
Alternative cross-section for thoroughfare arterials (30.0 m ROW)
This cross-section is used in back -lotted, low density, and/or low driveways/intersections scenarios.
Um 3.Om
3.5m -
0.5m
Um 3.Om 1 3.0m 3.3m
0 5m 3.5m
• 3.Om - 1.76-
Pedestrian and cyclist view Motorist view
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Preferred cross-section for industrial arterials (30.0 m ROW)
This cross-section is used in primarily industrial areas.
1j t..
OF
py - t111 111
"Y �t
0
• 2.1m Um 4,Om • • 3,6m 3,6m 3.6m 05m 4,0m 3,Om • 2,1m
0,5m
Pedestrian and cyclist view
SAFETY CHOICES SUSTAINABILITY
Motorist view
Design objectives for arterial streets
Pedestrian
• Prioritize an expanded pedestrian realm (wider sidewalks, pedestrian throughways and
furnishing zones) where land uses provide active street frontage and high level of transit
options.
• Provide a high level of pedestrian amenities and street furniture.
• Plan for frequent and safe pedestrian crossings, a minimum of every 200-400 m, so the street
is not a barrier that divides neighbourhoods or discourages pedestrian activity.
• Provide curb extensions at intersections to calm traffic, shorten pedestrian crossing distance
and improve sightlines for all street users.
Cyclin,
• Significant volumes of cyclists can be expected on arterials, especially those with a Main
Street design and/or featuring rapid transit.
• Provide dedicated cycling facilities on all arterial streets, separated and protected from motor
vehicles.
• Where Main Streets transition to other street classifications, extend cycling facilities beyond
the segment that is designated as a Main Street to provide connectivity.
• Draw attention to conflict points, like driveways and intersections, with pavement markings or
signage.
• Plan for the safe movement of bicycles at all intersections, including crossrides and signals.
Transit
• Prioritize frequent and efficient transit service. Consider transit -only lanes, queue jump lanes
and transit signal priority.
• Facilitate pedestrian access to transit stations with safe and convenient pedestrian crossings
at all major transit stops.
• Consider "floating bus stops" to integrate bike facilities with transit stops
• Provide bicycle parking and micromobility stations to facilitate multi -modal connections.
• Provide a transit stop pad and high level of transit stop amenities, in accordance with Grand
River Transit standards.
• Consider curbside drop-off areas next to major transit stations or destinations for carpools,
ridesharing services, etc.
Motor *• hicl^
• A two, three or four lane cross section can be used depending on neighbourhood and land use
context.
• Design the street to encourage speeds of 50 km/h. In Main Street contexts or areas with
vulnerable users (e.g. schools, nursing homes, community centres, etc.) a 40 km/h speed limit
is more appropriate.
• Parking in dedicated lay-bys is preferred, but may also be provided on -street. In constrained
situations, parking is less prioritized and shifted to nearby or intersecting streets. Off-peak
parking in a motor vehicle travel lane may be appropriate in four lane cross sections.
• Arterial streets serving manufacturing uses often need to accommodate larger trucks turning
and loading and unloading activities.
• Consider designated curbside drop-off areas for deliveries and services in high density, main
street scenarios.
35
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Freight and emergency vehicles are important considerations in determining lane widths, curb
radii and the suitability of raised medians.
Desired separation between driveway accesses is 50 m or greater.
Design turning radii with local or minor collector streets at 6.0 m. Radii with other streets is 7.5
— 8.0 m. Some encroachment of large vehicles is expected into adjacent lanes in same
direction at major intersections (or opposing lanes at minor intersections). For Industrial
Arterial Streets, up to 15 m radii can be used, with truck aprons an option (two separate curb
radii for cars and a semi -mountable curb for trucks.)
SustallIU&JU6, 11 11 1 U.7Ll U%,LU IG
In main street scenarios, the boulevard and furnishing zone is typically constructed of hard
surfaces, with integration of vegetated swales, rain gardens, filter strips, and native vegetation.
Use trees, planters and other greenery to provide a high quality aesthetic experience. Silva
cells, grates or planter beds may be required where soil volumes are limited by other
constraints. Hard surface boulevards always require silva cells and careful attention to
providing adequate soil volume.
Planted centre medians may be appropriate if they do not have an undue negative impact on
emergency services' response times or maintenance.
SAFETY CHOICES SUSTAINABILITY
Pedestrian -only alternative
Pedestrian -only streets prioritize people and are typically most appropriate in corridors with
commercial activity on both edges of the street. They are strategically selected streets in which
pedestrian volume is high and vehicular traffic is restricted. These streets offer opportunities for
diverse activities such as shopping or sitting, dining or dawdling, promenading or performing."
• Provide smooth and level surface to optimize walking and accessibility and encourage the free
movement of pedestrians.
• Add street furniture, artwork, seating, tables, benches, trees, landscaping, cycle racks, and
water fountains to add character and support a range of activities.
• Maintain minimum clear paths for emergency, service and maintenance vehicles.
• Restrict vehicular access and prohibit parking. Delivery vehicles can be allowed during certain
times of day if required, but generally plan for deliveries to the rear access of properties.
• Provide nearby drop-off and pick-up points for vehicles carrying people with diverse
accessibility needs.
• Schedule regular maintenance and waste collection to keep the space clean and inviting.
• Provide snow storage areas close to drainage.
• Include programmable space based on community needs, such as music or performance
stages.
• Provide an expanded frontage zone to encourage merchants to use the outdoors for
displaying and selling products. 16
15 National Association of City Transportation Officials. Global Street Design Guide (New York: Island Press,
2016).
16 [bid.
37
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Summary of street classifications and mala
Here is a quick summary to compare the different functions, characteristics and primary design
features of each street classification.
SAFETY CHOICES SUSTAINABILITY
MinorLocal
..
Collector
Right of Way
18.0 m
20.0 m
26.0 m
30.0 m
Sidewalk width
1.8 m
1.8 m
1.8 m
1.8 - 3.0 m
Cycling
Share the road.
Share the road.
Cycle tracks or
Cycle tracks,
facilities
Additional traffic
Additional traffic
separated bike
separated bike
calming/diversion
calming/diversion or
lanes.
lanes or multi -
if high priority
bike lanes if high
use trails.
route.
priority route.
5,000 - 8,000
8,000 - 12,000
Motor Vehicle
Up to 2,000
2,000 - 5,000
Volumes
(AADT)
Speed Limit
40 km/h
40 km/h
40-50 km/h
40 - 50 km/h
Pavement width
7.0 m
7.0 - 12.8 m
9.0 - 14.6 m
10.8 - 19.0 m
(includes
parking and on -
road cycling
facilities if
present)
Turning radius
6.0 m
6.0 m
6.0 m
6.0 m
with
Local/Minor
Collector
Turning radius
6.0 m
6.0 m
7.5 m
8.0 m
with Major
Collector*
Turning Radius
6.0 m
6.0 m
7.5 - 8.0 m
8.0 - 10.0 m
with Arterial*
(if industrial,
permit higher to
maximum of
15.0 m)
SAFETY CHOICES SUSTAINABILITY
Street classifications map
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39
SECTION 3:
STREET DESIGN
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Section 3
Pedestrian design
Walking and rolling is the most common form of transportation in Kitchener. Every trip — including
those involving cycling, transit or an automobile - begins and ends as a pedestrian. It is an essential
part of healthy, active living, furthering equity among all abilities and socio-economic levels, and
strengthening social connections between neighbours.
A pedestrian is a person moving from place to place, either by foot or by using an assistive mobility
device. Pedestrians include residents and visitors of all ages and abilities. In order to travel safely,
conveniently, directly and comfortably, they require an urban environment and infrastructure designed
to meet their travel needs."
Peaastrian aas gn ®'ojactivas
1. Prioritize safety.
Pedestrians should be given the highest safety priority because they are the most vulnerable.
Every street design process will first begin by considering the current and proposed context for
vulnerable street users.
2. Design for accessibility.
Pedestrians include the widest array of ages and abilities in the transportation mix. Features
like appropriately wide sidewalks, curb cuts (or raised, fully flush crossings), tactile walking
surface indicators, visually contrasting surface materials and amenities are essential to making
the city accessible to all members of the community. Avoid curb -faced facilities.
3. Ensure direct, continuous and connected routes.
As the slowest form of travel, pedestrians have the greatest sensitivity to route directness.
Build missing links to ensure consistent and connected pedestrian infrastructure.
4. Provide sidewalks on both sides of the street.
Ensure universal accessibility and convenience with pedestrian facilities on both sides of the
street. The city's Sidewalk Infill Policy (INS -15-035) provides further direction.
5. Create beautiful and enjoyable places.
Pedestrians are most attuned to the streetscape environment and will be drawn to beautiful
streetscapes that create enjoyable places. An attractive pedestrian realm increases quality of
life, pedestrian activity and generates economic activity.
6. Make it comfortable.
A pedestrian experience that avoids stressful interactions with other travel modes encourages
more people to walk, whether for practical transportation efforts or as a healthy form of
exercise and recreation. Shade and amenities significantly improve the pedestrian experience.
" City of Kitchener. Pedestrian Charter (Kitchener, 2017).
41
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Pedestrian design features
The design user
Horizontal Operating
Envelope
4.9 m
Operating Space for
180' Tu rn
1.2 m
SAFETY CHOICES SUSTAINABILITY
1.5 m
Horizontal Operating Envelopes
Horizontal Operating
Envelope with Child
1.2 m
Sidewalk zone.
Vertical
Operating
Envelope
2!1 m
18
Sidewalks are typically constructed with concrete, though more decorative materials can be used to
enhance the streetscape in high profile areas. The expected width of sidewalks is 1.8 m, with 2.0 m or
higher encouraged in high pedestrian areas such as transit routes and stations, schools, business and
retail centres. In constrained corridors or to protect mature trees, 1.5 m wide sidewalks and/or
alternative materials are acceptable.
There are generally four zones in pedestrian infrastructure. The width required for each zone depends
on land use and pedestrian activity levels.
The frontage zone includes space for stopping, resting or window shopping. In a residential setting
the zone is generally grass and appears as a reflection of a property's front lawn, but is still within the
municipal property limit.
The pedestrian throughway zone is an unobstructed path for pedestrian travel, a minimum of 1.8 m
in low pedestrian areas and as high as 4.0 m in dense urban environments. In many residential
neighbourhoods, the entire sidewalk is the throughway. Position the throughway at least 1.0 m back
18 Transportation Association of Canada. Geometric Design Guide for Canadian Roads, 2017 Edition, Chapter
6: Pedestrian Integrated Design, 4-5.
43
Q r
V
COMPLETE STREETS KITCHENER
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from the curb to facilitate snow storage and buffer space. Keep the width of the pedestrian
throughway zone consistent within each block.
The boulevard/furniture zone may include streetlights, fire hydrants, signs, trees, newspaper boxes,
recycling and waste receptacles, bike racks, benches, and transit shelters. In dense urban
environments, the furniture zone often includes designated areas for snow storage. In residential
neighbourhoods, the boulevard zone is primarily grass and trees and does not include as many
amenities as an urban context.
The edge zone includes the curb and gutter and may also contain parking meters, car door swing
paths and snow storage.
Note: Multi -use trails — which accommodate both pedestrians and cyclists in a shared space — may be
an alternative to sidewalks, primarily used where pedestrian volumes are low. More guidance on trails
is provided in the cycling section.
SAFETY CHOICES SUSTAINABILITY
LA
Curb ext....._..,
• Curb extensions, also known as bulb outs or narrowings, extend the sidewalk or curb line into
the street. This shortens pedestrian crossing distance, provides a traffic calming effect and
tightens turning radii to slow speeds and improves the ability of pedestrians and motorists to
see each other and make eye contact before proceeding.
• Curb extensions are expected at most intersections — especially where on -street parking is
present - and can also be used at mid -block crossings.
• Curb extensions are excellent locations for street trees or sustainable infrastructure, provided
it does not block sight lines of children and adults.
• When combined with a transit shelter, often referred to as "bus bulbs," curb extensions can
reduce the amount of time the bus requires to merge back into traffic, and can prevent
motorists from parking in the bus loading area.19
• The width of the curb extension is as wide as possible without limiting the functionality of the
motor vehicle lanes. The length of the curb extension is roughly equal to the width of the
extension, and should be a gradually angled taper that accommodates snow clearing. No
parking is allowed on the curb extension.
• Where on -street bike lanes are provided, ensure the design does not squeeze the cyclist into
motor vehicle lanes.
19 National Association of City Transportation Officials. Urban Street Design Guide (New York: Island Press,
2013), 46.
45
COMPLETE STREETS KITCHENER
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CrosswalkF
• Locate crosswalks to follow pedestrian desire paths.
• Align pedestrian crosswalks to minimize the crossing distance that vulnerable users are
exposed on the roadway and maintain straight alignment with the throughway. Use curb
extensions and vertical traffic calming measures to provide additional safety and comfort for
pedestrians.
• All crosswalks are to be AODA compliant, including tactile walking surface indicators in the
sidewalk and ramps at both ends. Ramps must be entirely contained within the crosswalk and
should not be shared in two different directions. Ideally the ramps and surface indicators are
located at right angles in the direction of the crosswalk, to discourage leading pedestrians into
the intersection. Tighter curb radii can help but some streets may be too skewed to
accommodate perfectly.
• The majority of crosswalks in Kitchener are painted horizontal lines. Ladder crosswalks can be
used in high volume crossings, especially if vulnerable users (like children or older adults) are
commonly present. Decorative or painted crosswalks can be used, in accordance with
applicable policies.
• Use motor vehicle stop bars in advance of crosswalks, to reduce vehicle encroachment into
the crosswalk, improve the driver's view of pedestrians and provide a comfortable space for
pedestrian crossing.
Figure 3.2-9: Appropriate ramp placement.
1
20 City of Calgary. Complete Streets Guide (Calgary, 2014), 29.
SAFETY CHOICES SUSTAINABILITY
20
LO
Raised crosswalv,-
• A raised crosswalk enhances a standard crosswalk by adding additional height and visibility of
pedestrians, clearly demonstrating priority to pedestrian crossing and adding a traffic calming
effect to motor vehicles.
• Combine raised crosswalks with Pedestrian Crossovers (PXOs) at mid -block locations, to
grant the right of way to pedestrians.
• Use raised crosswalks at entrances to residential neighbourhoods or main street zones.
• Maintain a smooth crossing, level with the connecting sidewalks or trail. This may require
additional attention to drainage and stormwater drain locations.
47
1
�-,6 k;"..a
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Pedestrian crossovers (PXOs)
• PXOs provide pedestrians with protected crossing opportunities by requiring motorists to yield
to pedestrians within the crosswalk. The presence of a pedestrian in the crosswalk requires
the driver of a vehicle approaching the crossover to stop before entering the crossover.
• The design, type and placement of PXOs in Ontario follow the guidance set out in OTM Book
15.2'
X
I%-
21 Province of Ontario. Ontario Traffic Manual Book 15: Pedestrian Crossing Treatments (Toronto: Queen's
Printer for Ontario, 2016), 63.
SAFETY i CHOICES i SUSTAINABILITY
LO
Pedestrian refuge island,
• Pedestrian refuge islands, or medians, allow pedestrians to cross in two stages, rather than
wait for gaps to clear in both directions.
• They can be especially helpful at mid -block locations to break up large blocks without
controlled crossings such as stop signs, traffic lights, or pedestrian crossovers.
• The size of the refuge island should accommodate the volume of pedestrians (and the length
of a bicycle with trailer if it is a shared crossing) expected to queue in the space. Islands
should also be designed to be larger if the roadway is a high volume and high speed corridor,
to help calm traffic and minimize the uncomfortable feeling of cars "whizzing by" in both
directions. The preferred width is 2.4 — 3.0 m, with 1.8 m being acceptable in constrained
scenarios with only pedestrians crossing.22
• Angle the island portion of the crossing to encourage eye contact between pedestrians and
oncoming vehicles.
Pedestrian amenities
Urban and environmental factors are a critical component of the pedestrian user experience.
Amenities can add significantly to a feeling of safety on a street, as well as encourage longer travel
distances through rest areas and interesting streetscapes. Appropriate maintenance and replacement
costs should be factored into the placement of all pedestrian amenities.
• Lighting should ensure photometric design meets standards for the pedestrian scale, as per
city lighting requirements. Heritage or decorative lighting can be used for greater streetscape
appeal.
• Trees are encouraged to provide shade and comfort to pedestrians.
• Benches are important amenities to animate a street and provide comfort to pedestrians.
Locations of higher priority include transit stops, older adult centres, medical facilities,
recreation facilities and shopping centres.
• Sidewalk patios contribute to a vibrant public realm and support commercial activity.
• Sense of place can be enhanced through features like public art, banner poles, hanging
baskets and decorative elements (such as seasonal lights). Further direction provided in
Streetscape Design.
22 NACTO, Urban Street Design Guide, 116.
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CVclincj design
Cycling is one of the most efficient forms of transportation. It can be significantly faster and cover
longer distances than walking, while still gaining all the health and exercise benefits of using human -
powered travel.
Many people are reluctant to cycle because they do not feel comfortable in mixed traffic with motor
vehicles. A cyclist is similar to a pedestrian in terms of their vulnerability in a collision with motor
vehicles, but requires a unique set of design considerations due to their larger operating space and
faster speeds.
Cycling design objectives
1. Prioritize safety.
This often includes separation from motor vehicles and mitigating conflicts at intersections.
2. Design for all ages and abilities.
Target the 60% of the population who is interested in cycling more but doesn't because of
safety concern S21. Cycling ridership will grow if a street that was previously uncomfortable for
cycling becomes safer and more comfortable. Plan for growing numbers, not current cycling
volumes.
3. Ensure direct and connected routes.
Build missing links to ensure consistent and connected cycling networks, in accordance with
the Cycling and Trails Master Plan.
4. Provide guidance.
Anyone should be able to hop on a bike and use the city's bike network, through intuitive
design, signage and pavement markings. Because the cycling network incorporates both on -
road cycling infrastructure and off-road trails, it is essential to provide wayfinding guidance for
ease of navigation and a consistent cycling experience.
5. Make it maintainable.
Accommodate maintenance equipment needs with sufficient space and snow storage areas to
ensure regular maintenance can be provided.
6. Provide a comfortable experience.
Provide smooth riding surfaces as much as possible, and ensure bike -friendly catch basins
and maintenance holes. Cyclists should be able to complete their journey without having to
dismount.
23 Province of Ontario. Ontario Traffic Manual Book 18: Cycling Facilities (Toronto: Queen's Printer for Ontario,
2014), 12-13.
SAFETY CHOICES SUSTAINABILITY
Cycling design features
The design user
f,----------,
Vertical '
Operating
Envelope
2.5 m
Eye Level
1.5 m
'
Handlebar
Height
,
— '- - - -- - - - - -
0.9-1.1 m
Horizontal Operating
Envelope
1.2m -1.5m
24
€ - 0.,
2.4 m
1.2 m
Pedal
Height
0.1 m
0.75 m
0.75 m
Choosing the most appropriate type of bicycle infrastructure is based on a variety of factors, including
land use, network connectivity, pedestrian volumes and crossings, motor vehicle volumes, motor
vehicle speeds, and intersection design and function. Direction provided in this document is consistent
with the most up to date version of OTM Book 18: Cycling Facilities, and other industry standards.
24 TAC, Geometric Design Guide for Canadian Roads, Chapter 5 - Bicycle Integrated Design, 7.
51
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ycle tracks
Cycle tracks, also known as raised or boulevard bike lanes or bike paths, are located outside of the
travelled portion of the roadway, and include barrier curb separation. Cycle tracks are attractive to all
ages and abilities, due to the strong separation from motor vehicles, and can take less right of way
space than separated or buffered bike lanes. They can be considered wherever a standard bicycle
lane is recommended, especially along higher speed and/or volume streets.
• Desired width is 1.8 m, with 1.3 - 1.7 m being acceptable in constrained scenarios.26
• Include a 1 m boulevard space for greater cycling comfort, to avoid frequent and
uncomfortable grade change (sometimes referred to as "roller-coastering") at driveways and to
provide snow storage space from both the road and the cycle track.
• If placed directly beside a sidewalk, provide a visual and tactile marking to warn visually
impaired pedestrians if they are entering the cycle track. Width of the marking is at least 0.2 m
and can consist of hatched sidewalk (concrete) or interlocking bricks.
• If on a transit route, consider how to mitigate conflicts between pedestrians and transit
loading/unloading, such as floating bus stops. Where space permits, the preference is to
locate the cycle track behind the bus stop.
• Continue the cycle track through intersections, with crossrides and bicycle signals facilitating
intersection movement. Plan for two stage left turns.
• Use the same pavement markings and signs as painted/conventional bike lanes, including
green paint to highlight major conflict points and elephants' feet26 markings across driveways.
• Maintenance includes utility repair, street sweeping, snow removal and pothole repair.
Main Street cycle track in Ottawa.
25 TAC, Geometric Design Guide for Canadian Roads, Chapter 5 — Bicycle Integrated Design, 18.
26 Province of Ontario, OTM Book 18, 120.
SAFETY CHOICES SUSTAINABILITY
Separated bike lanes
Separated bike 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 bike
lane becomes to all ages and abilities. Separated bike lanes are appropriate on roads with moderate
to high motor vehicle volumes and speeds, and can have a higher capital and maintenance cost than
other forms of cycling infrastructure.
• Desired width is 2.5 m for the bike lane and 1.0 m for the buffer, to facilitate passing in the
bike lane and provide enough space for maintenance vehicles. Constrained scenarios can be
designed for 1.8 m bike lanes with a 0.3 m buffer.27
• Restrict parking on approaches to intersections. For parking protected bike lanes, add islands
at intersections to maintain a level of protection for cyclists when parking is not allowed.
• Plan in most cases for one way bicycle lanes on each side, but two-way bicycle operation is
possible on one-way streets, especially in constrained scenarios.
• The type of separation depends on motor vehicle speed and volume in adjacent lane,
presence of parking, available width, sightline requirements, drainage requirements,
maintenance requirements and surrounding land use.
• Use the same pavement markings and signs as painted/conventional bike lanes, including
green paint to highlight major conflict points and elephants' feet markings across driveways.
• Plan for drainage from the motor vehicle lanes and separate bike lanes.
• Maintenance includes street sweeping, snow removal, pothole repair, underground utility
repairs and catch basin cleaning.
Separated bike lanes in Toronto.
27 TAC, Geometric Design Guide for Canadian Roads, Chapter 5 — Bicycle Integrated Design, 16.
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loulevard multi -use trails
A boulevard multi -use trail (BMUT) provides two-way travel for both pedestrians and cyclists, in a
shared space, adjacent to the roadway in the boulevard. Pedestrians and cyclists 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-
road trail, to provide a consistent experience from off-road trails to within the right-of-way.
Since BMUTs are used by pedestrians as well as cyclists, they must meet all AODA requirements.
The desired width is 3.6 - 4.0 m, especially if the BMUT is only on one side of the street, to
accommodate one person cycling in one direction and two people walking abreast in the other
direction. A lower limit of 3.0 m is appropriate in lower volume areas or if the BMUT is on both
sides of the street. A maximum limit is 6.0 m. In constrained conditions, a 2.4 m width can be
considered.
The desired width of the buffer zone between the street curb and BMUT is 1.5 m. Curb faced
BMUTs can be considered in constrained situations, but requires careful consideration of
winter maintenance coordination between the road and BMUT and may require additional
maintenance costs, due to the need for snow loading. The buffer zone can be grass or
pavement/concrete, provided the material has a visual and tactile difference from the BMUT.
Surface material preference is asphalt or like material. Concrete is discouraged due to its
resemblance of a sidewalk (if concrete is desired, it must have a higher use of pavement
markings and signage). Unpaved surfaces (e.g. stone dust) are not appropriate for BMUTs in
the right of way due to maintenance requirements.
A
mow;,,
lowas
Multi -use trail on Strasburg Road, Kitchener.
SAFETY CHOICES SUSTAINABILITY
• Curb cuts at street crossings and transitions between on -road and off-road facilities is to be
provided, with transitions as smooth as possible for accessibility purposes and to facilitate safe
and comfortable crossing S.28 Tactile warning plates to be provided where pedestrians cross.
The combined crossride/crosswalk is to be provided at all intersections.
• Pavement markings include a solid, yellow centre line of 100 mm width, to separate
bidirectional travel.29 Use pedestrian and bicycle symbols and directional arrows at major
access points or street crossings,30 to make it clear to users which side of the pathway to be
on and the direction to travel in. Use a dashed yellow line when pathways intersect. Stop bars
to be placed where yield control is warranted.
• Use the Shared Trail sign to indicate that users are expected to share the space and to notify
motorists of the presence of pedestrians and cyclists.31 It should be placed on the far side of
intersections, pathway entrances and major decision points.
• Driveways are to be consolidated and narrowed as much as possible to limit conflicts between
pedestrians, cyclists and motorists. Trail to cross driveways smooth and flush with driveway
curbs interrupted by trail. Design driveways and intersections to reduce vehicle speeds when
turning and place stop bars before the BMUT for vehicles crossing over the trail. Elephants'
feet markings used across driveways.
• Streetname blades added to BMUT stop signs.
• Restrict access to motor vehicles with entrance features, if necessary. Make sure the pathway
user experience is not compromised, including wider users like strollers, bike trailers or cargo
bikes.
• Grades on pathways should be limited to 5%, and cross -slopes should be 1 to 2%, balancing
the need for drainage and accessibility.
• Amenities include rest areas, benches, waste receptacles and bike parking.
• Maintenance considerations include sweeping, winter snow clearing and underground utility
maintenance.
Source. MMM, 2013
28 Province of Ontario, OTM Book 18, 125.
29 OTM Book 18, p. 119.
30 Province of Ontario, OTM Book 18, 119.
31 Ibid., 117.
SHARED
TRAIL
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Neighbourhood bikeway,
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.
• Design the street to reach low motor vehicle volumes (target of 500 per day) and low motor
vehicle speeds (less than 40 km/h).
• Provide logical, direct and continuous routes to access desired destinations.
• Wider streets may provide more comfortable passing, but may also encourage higher speeds.
A road width of 6.0 — 7.0 m, with parking on one -side only, is preferred.32 Consider removing
parking entirely for higher priority streets within the cycling network, to reduce cyclist stress
and prevent dooring.
• Use wayfinding signs to guide cyclists through the network.
• Assign priority to cyclists through signage and pavement markings.
• At intersections, minimize stops at local street crossings by re -orienting stop signs, or using
yield signs or traffic signals. At major road crossings, transition cyclists into the boulevard
space to navigate the intersection separated from motor vehicles similar to cycle tracks.
• Reduce motor vehicle speeds through traffic calming measures.
• Lower motor vehicle volumes through traffic diversion elements that restrict movement for
motor vehicles but maintain movement for cyclists and pedestrians. Treatments include
diagonal diverter, directional closure, right in/right out island, raised median island or dead end
streets. These elements are ideal opportunities for green infrastructure or public art. 33
Increased maintenance costs are expected with these treatments.
Examples of traffic diversion techniques:
e
32 TAC, Geometric Design Guide for Canadian Roads, Chapter 5 — Bicycle Integrated Design, 26.
33 Patterson, Brian and Sarah Freigang. "Bike Facilities Design Workshop." Waterloo: Institute for Transportation
Engineers and Urban Systems. September 21, 2018, and National Association of City Transportation Officials.
Urban Bikeway Design Guide. New York: Island Press, 2014.
SAFETY CHOICES SUSTAINABILITY
m z
34
34 National Association of City Transportation Officials. Urban Bikeway Design Guide. New York: Island Press,
2014.
57
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Painted bike lanes
Painted bike lanes, also known as conventional bike lanes, are a designated space for exclusive use
by cyclists. In most cases, a painted bike lane does not provide a level of comfort and safety to be
appropriate for all ages and abilities, because it does not provide physical separation from motor
vehicles. Painted bike lanes are used as a supporting feature of the cycling network to connect lower -
density neighbourhoods to higher order cycling infrastructure.
Variations of the painted bike lane include:
• Painted buffered bike lanes, to improve the level of comfort and safety, especially next to
parked cars.
• Contraflow bike lanes, allowing cyclists to ride in opposite direction of motor vehicles on one-
way streets.
• Advisory bike lanes, providing a bicycle -priority area within a shared roadway environment.35
Design considerations:
• The desired width is 1.8 m, with additional space up to 2.0 m encouraged to enhance the
cycling experience. In constrained scenarios, 1.5 m is acceptable. If providing a buffer, the
width can vary between 0.5 m — 1.4 m.
• Typical placement is between the curb and parking, if present, though contextual factors
related to parking occupancy/turnover, driveway frequency, and traffic speeds/volumes may
switch that alignment. Provide additional space next to parking to eliminate risk of dooring.
• Use OTM Book 18 pavement markings and signs, including green paint, to highlight major
conflict points.
• Maintenance includes underground utility repair, street sweeping, snow removal and pothole
repair, which is typically provided by the same equipment servicing the adjacent motor vehicle
lanes.
Painted bike lane on Margaret Avenue, Kitchener.
35 Province of Ontario, OTM Book 18. Joe Gilpin. "Advisory Bike Lanes in North America: Lessons Learned"
(Alta Planning + Design, 2017).
SAFETY CHOICES SUSTAINABILITY
r
Bicycle parking & bike sharinc
Every bicycle trip requires a convenient and safe place to park a bike. Bicycle parking is to be
provided in the right-of-way along major corridors and destinations.
• Bicycle parking must not obstruct the pedestrian clearway.
• Place in locations of high visibility near desired destinations to deter theft.
• Place on hard surfaces only.
• Bike racks should be designed to allow both the frame and at least one wheel of the bike to be
secured with a u -style lock. For orderly parking, the rack should make at least two points of
contact with the bike.36
• Preferred styles for the City of Kitchener include the inverted U, ring and post, and the
decorative bike.
• For higher volume bike parking, group several inverted U racks together.
• Long-term covered parking and/or secure parking is ideal next to major transit hubs and
destinations.
Bike sharing is an emerging mode of transportation offering convenient access to a bicycle (see
Section 4). Provide space for bike sharing hubs or stations at major destinations. The size and layout
of the stations will depend on the type of bike sharing system being offered. These locations should
be reviewed on an ongoing basis to ensure they align with cycling demand.
I
V,
36 Dero. "Pocket Guide to Bike Parking," 2015.
59
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Transit design
Transit expands people's access to the places they need to go throughout the city and contributes to
an equitable, sustainable and efficient transportation network. Transit has the highest capacity for
moving people in a limited space, meaning more of the street can be dedicated to other travel modes
and vibrant public space.
In Kitchener, transit services are provided by Grand River Transit (GRT) and the Region of Waterloo.
This section provides some initial guidance for street designers. Designers must also fully coordinate
with GRT staff, policies and guidelines to achieve a high quality transit street design.
Transit design objectives
1. Provide safe and convenient active transportation access.
Most transit trips start and end with walking or cycling. Pair transit stops with safe pedestrian
crossings and cycling connections. Improve active transportation and public transit
simultaneously.
2. Facilitate multimodal connections.
Provide direct pedestrian access, bike parking and/or micromobility stations to make it easy for
people to combine transit with other travel modes. Consider vehicle drop-off facilities (i.e. park
and ride lots) where appropriate, usually at major hubs outside of the urban core.
3. Include adequate space for transit amenities.
Landing pads, seating and shelter provide important comfort to the transit experience,
especially in varying weather conditions. Ensure there is sufficient space for the required
amenities in street design.
4. Facilitate transit efficiency.
On high- priority routes, bus bulb outs (or curb -outs) and queue jump lanes can speed up
transit trips by prioritizing transit over other modes.
5. Design for all users.
Universal accessibility of transit stops is required, according to the latest GRT standards and
relevant legislation. Ensure facilities prioritize access, comfort, wayfinding, and connectivity.
6. Create vibrant places. Transit attracts people, businesses and development. Integrate transit
into the fabric of everyday life and design attractive public places.
SAFETY CHOICES SUSTAINABILITY
Transit design features
The design user
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Transit locations
Bus stop locations are defined by their relationship to intersecting streets. Generally, there are three
placement locations for stops: nearside, farside, and midblock. The most suitable position in any given
case is dependent on a number of factors, including road classification, adjacent land use, pedestrian
facilities and crossings, transfers between routes, suitability for a shelter, street parking, and more.
Consult with GRT for further guidance. 37
Typical nearside bus stop
30.0m
36 Om (Maximum)
12 2m 6,Om Max;
Parked Car
BUS Tangent
TO Cun<e
No Parking'
Anytime Sign R
(if Requlredl BOULEVARD I kllic l ,
IOEWALK
um PAD L
Note- Bus stop Identification poet must be (Concrete) -
a minimum of 0.5 m from face of curb -
37 Grand River Transit. Bus Stop Zones Guidelines, July 2001.
SAFETY I CHOICES I SUSTAINABILITY
TRAFFIC s L�':`� --A'
Typical farside bus stop
J
TRAFFIC FLOW --w
Note: Add 5m d after a turn
26.Om
i 8m 12 Max
Parked Car
TaO Ct
T�1...
BOULEVARD I � i�cu:r. -- No Parking
Icen'i` 'ic Anytime Sign
11"Is, a -c Hale (if UquILd}
IDEVVALK
J
9,Om PfiD
(Concrete)
u�
Note; Bus stop identification post must be
A minlmiim of A 9; m fmm faro of n..iirh_
63
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Typical mid -block bus stop
1-1
No Parking
Anytime Sign
(It Required)
20.0m
s
36.Om (Maximum)
B€DULEVARD
Note; Bus stop identification post must be
a minimum of 0.5 m from face of cu r#
38
K
—9.Qm PAD—
(Concrete)
TRAFFIC FLOW
6.Om
Parked Car
Route` No park)
kiew"i0n Anvtime
SIDEWALK
38 These images are sourced from CRT's 2001 Design Guidelines, which is currently under review.
SAFETY I CHOICES I SUSTAINABILITY
LE
Transit stops and amenia.:..
Transit stops are more than a place to wait. They can be designed to improve transit speeds and
enhance the sustainability and accessibility of the streetscape with green infrastructure and well-
designed public spaces. Dimensions for facilities provided in this section should be used as guidelines
only, and more context -specific guidance should be sought from GRT when designing stop amenities.
• Design transit stops to be highly visible from all directions of the street, with prominence given
to route identification. Parking is prohibited within 30 m on either side of a bus stop and may
be signed that way.
• Provide a concrete landing pad at all transit stops, to ensure safe and convenient boarding
and alighting areas, and to facilitate snow clearing and improve aesthetics. Landing pads
should generally be 9.5 m in length to accommodate both the front and rear doors of a bus.
• Shelters provide some protection from the weather and a comfortable environment for waiting.
Where possible, place shelters behind the sidewalk to improve safety, visibility, and snow
clearance (unless using a floating bus stop integrating dedicated bicycle facilities). Provide two
openings in the shelter, where feasible, to reduce entrapment areas. Ensure ads do not block
the view of an approaching bus for people waiting.
• Benches improve the waiting environment. Place the bench so that the passenger will be
facing the direction the bus is coming from, if there is sufficient width to accommodate bench
access by those with mobility devices. Seating should also be provided within shelters.
• Stops on frequent and/or busy routes may have a display showing real-time departure
information. This is especially important if the stop is served by multiple routes. This will
require an underground electrical connection.
• Add public art and enhanced landscaping to improve aesthetics and enjoyment of the public
space wherever possible.
• Ensure the full transit stop area is well lit.
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Transit curb -out
Transit "curb -outs" or "bus bulbs" provide a loading area for the bus that extends past on -street
parking lanes. This means fewer parking spaces need to be removed to accommodate the bus as
compared to the provision of bus bays (which require extra space for entry and exit tapers), while still
providing the bus with adequate space to serve passengers. "Curb -outs" allow the buses to board and
alight passengers from the travel lane, removing the requirement for the bus to merge back into
vehicle traffic, and saving time for transit vehicles.
Typical "curb -out" bus stop
0
TRAFFIC FLOW
Parked Gar
BOULEVARD
D
Note: Bus stop identification post must be
a minimum of 0.5 m from face of curb.
SAFETY CHOICES SUSTAINABILITY
—16.0m
0. Om I
k —12.2m I
ELI,
Parked Car
Raite
Sheffer k1eitifi;tiI7n
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SIDEWALK
Fa
"`Floating bus�w.
On streets with both transit and dedicated cycling facilities, the design and location of transit stops can
influence the safety and efficiency of both travel modes. In traditional design, buses enter into a bike
lane to board passengers, causing stress for cyclists and a "leap -frog" effect as cyclists and buses
pass and catch up to each other repeatedly. This may still be necessary in some street designs, but a
"floating bus stop" can address these challenges where permitted by the cross-section of the
roadway.
A floating bus stop is a concrete platform built between a cycling facility and the roadway. Cyclists are
directed behind the bus stop, reducing or eliminating most conflicts between buses and cyclists.
Floating bus stops can also benefit pedestrians, as the floating bus stop doubles as a pedestrian
refuge, which, if designed efficiently, can shorten crossing distances.39
39 Picture and description from AC Transit. Multimodal Corridor Guidelines. 2018.
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Shared cycle track stops
Where constraints do not allow for a floating bus stop, a shared stop can be used. In this case, a cycle
track (or separated bike lane) runs alongside the boarding area, rather than running behind the
boarding area. Buses do not enter the cycle track — instead, bicyclists can ride through the boarding
area when no transit vehicles are present, but must yield the space to boarding and alighting
passengers when a bus or streetcar light rail vehicle stops. Design details, pavement markings and
signage instruct the cyclist to yield to pedestrians accessing the bus.4o
Shared cycle track stop in Toronto.
40 Share the Road Coalition. "Ontario Bike Summit." Toronto, April 1, 2019.
SAFETY CHOICES SUSTAINABILITY
Motor vehicle design
Motor vehicles provide movement of people and goods, facilitate emergency services and provide
maintenance services. Types of motor vehicles include personal vehicles, taxis, ridesharing and larger
classes of vehicles that deliver essential services to the community.
Fire and emergency services respond quickly to communities in need. Maintenance vehicles keep
streets functioning through all four seasons, while maintaining critical underground and aboveground
infrastructure that delivers many vital services to the community. Trucks facilitate goods movement
within and between cities.
Traffic calming to slow speeds is a high priority for motor vehicle design, to improve safety for all
users. In addition, decades of planning around the automobile have created an overreliance on single
occupancy vehicle travel, causing congestion, pollution, costly infrastructure, greater risk to vulnerable
road users, reduced viability of other travel modes and inequitable access to services within a city.
Balancing out the transportation mix is consistent with the city's Integrated Transportation Master
Plan, especially in reducing the prevalence of single occupant vehicles.
Motor vehicle objectives
1. Design for safe speeds.
Managing speeds is the highest priority of street design for motor vehicles, enhancing the
safety of both motorists and vulnerable road users. Higher speeds increase stopping distances
and decrease the severity of collisions.
2. Set context -sensitive speed limits.
Consider the surrounding land uses, street functions and interaction with vulnerable road
users when determining speed limits. Incorporate passive traffic calming features, like narrow
lanes, curb extensions and trees, to minimize the need for more aggressive features like
speed humps. For streets with a posted speed limit of 50 km or less — which includes the
majority of streets in Kitchener — the design speed should equal the posted speed.41
3. Accommodate the needs of large vehicles.
Ensure trucks, emergency services and operations vehicles can operate effectively, while
maintaining a balance for managing speeds and providing enough space for effective design
for pedestrians, cyclists and transit users. This is often achieved by setting appropriate design
vehicles and control vehicles to guide the design process.
4. Consider induced demand when determining capacity.
Some level of congestion is expected for any thriving, urban environment. Research has
determined that expanding motor vehicle lanes and roads is not an effective measure to
curbing congestion, but actually increases the prevalence of single occupant vehicles, causing
greater congestion and often degrading quality alternatives (walking, cycling and transit).
41 Transportation engineering design has traditionally designed streets to have a design speeds of 10 km1h or
more higher than the actual posted speed, to provide a buffer in case of human error. In urban environments,
many cities are finding this practice to increase speeds and reduce safety. Movements like the Safe Systems
Approach and Vision Zero are providing research to justify a design speed being equal to the posted speed for
speeds less than 50 km/h. Cities that have adopted this approach include the City of Edmonton and the City of
Toronto.
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5. Optimize use of street space.
Use the narrowest land and pavement width possible, based on design vehicle and control
vehicle requirements. Reallocate overbuilt or unused road space to other travel modes,
placemaking, boulevards and green infrastructure.
Motor vehicle features
The design user
A variety of motor vehicles use the roadway. Additional design vehicles found in Geometric Design
Guide for Canadian Roads, Section 2.
2.00 254 260 265
3.20
Figure 8-8: Drawing of Typical Road User Dimensions ferfour different types of vehicles:
cars, delivery trucks, fire trucks and TTC buses.
City of Kitchener grader
42 City of Toronto. Toronto Complete Streets Guidelines Edition 1. Volume 1. 2017, 136.
SAFETY I CHOICES I SUSTAINABILITY
42
City of Kitchener tandem snow plow
Fla
s Er
1.5m 8.82m 1.9M
12.22 m
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City of Kitchener trackless snow plow
2.24 m
SAFETY I CHOICES I SUSTAINABILITY
F_
LE
Vehici .�.._.
• Vehicle lanes serve vehicular movement, including through and turn movements.
• Lane widths have an impact on driver behavior and travel speed. Lane widths must balance
the safety and comfort of all road users. Use the narrowest lane width possible. For streets
servicing transit, the desired lane width is 3.3 m and should not exceed 3.5 m. For streets
without transit and little truck traffic, the desired lane width is 3.0 m. Width of turn lanes is 3.0
M. 43
• On streets with multiple lanes in the same direction, the curb -side lane can be up to 3.5 m
wide to accommodate large vehicles, buses and trucks, with the inside lane being 3.0 m.
• Local streets and collector streets can include parking within one lane of travel, to minimize
pavement width and assist in traffic calming.
• A barrier curb and gutter is used at the outer edges of each street, except in woonerf or green
street scenarios.
• Other factors that may impact the selection of lane width include available right of way, land
use, street classification, travel mode prioritization, collision history, parking, utility installations,
snow storage, and topography. Also consult the cross-sections in Section 2.
43 These widths are consistent with. For roads with a design speed of 60 km/h or less — the majority of streets in
Kitchener — TAC recommends lane widths as low as 2.7 m in constrained areas and up to 4.0 m, with 3.0 m to
3.7 m being most recommended. TAC, Geometric Design Guide for Canadian Roads, Chapter 4, Cross-section
elements, 9.
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Traffic calming
Traffic calming includes a range of strategies to manage vehicle speeds and volumes. The city's
traffic calming policy directs how the city retrofits a street for slower speeds when it is not up for
reconstruction in the near future. The following principles apply to new roads or full road
reconstruction of Local Streets, Minor Collector Streets and identified Major Collector Streets:
• Integrate traffic calming into a street design, to ensure target traffic speeds are realized and to
avoid costly retrofits in future years.
• Measures to slow speeds include narrow lanes, trees, chicanes, curb extensions, speed
humps, traffic circles, raised crosswalks/crossrides, and raised intersections. These measures
may divert traffic to higher volume roads as well.
• Measures to lower traffic volume include raised medians, right -in right out islands, full
closures, intersection channelization, directional closures and diverters.
• Break up long stretches of straight roadways with a variety of traffic calming elements. The
maximum length without some form of traffic calming should be 120 - 150 m.
• Mature trees have been proven to provide a traffic calming impact.
• Consider how to accommodate the needs of emergency services and operations vehicles
• Consider how to avoid negative impacts to cycling comfort or transit.
• If designed correctly, a new or rebuilt street should not require more aggressive traffic calming
elements like speed humps or other vertical measures, which can have negative impacts to
cycling, emergency services, and operations vehicles.
RAISED MEDIAN
FULLCLOSURE
CHICANES CURB EXTENSIONS ROKT-IN RIGHT-OUTISLANDS
0
SPEED HUMPS INTERSECTION CHANNELIZATION DIREC.T.ONALCLOSURES
a
(1 1; A
TRAFFIC CIRCLE RAISEDCROSSWALK DIVERTERS RAISED INTERSECTION 44
44 Brian Patterson and Sarah Freigang. "Bike Facilities Design Workshop" (Waterloo: Institute for
Transportation Engineers and Urban Systems), September 21, 2018.
I SAFETY i CHOICES i SUSTAINABILITY
The City of Kitchener's Love My Hood resident -led traffic calming program can improve safety, slow
traffic, add beauty and bring neighbours together. Types of projects include painted crosswalks,
intersection murals, planter boxes or "pop-up" measures — all led by groups of residents dedicated to
making their neighbourhood even better. Consult lovemyhood.ca/trafficcalming for more information.
Emergency services
The space and operational needs of first responders, such as fire, paramedics and police, are
important factors in the design of a street. Fire trucks have the largest emergency response vehicle.
Improving safety on city streets is a primary goal of Complete Streets, reducing the number and
severity of collisions that emergency services need to respond to. Collaborative efforts between staff
and emergency services are essential in meeting mandated response times.
Maintenance
Streets and related utility services require regular maintenance to function reliably and efficiently.
Roadway design must consider the space and operational needs of snow plows, graders, sweepers,
leaf collection, utility trucks and more.
1 -al 1%11 19
Parking serves an important need for motorists and persons with disabilities.
• Parking can be provided on -street or in designated lots or garages.
• Consideration needs to be given to how the parking supply might encourage greater
automobile use.
• Provide accessible parking spaces in dense urban environments.
• The width of an on -street parking space is 2.4 m, not including the width of the gutter. The
length is 6.0 m.
• Provide a hard surface boulevard where parking use is high.
• Restrict parking at intersections to improve sightlines and visibility of pedestrians, cyclists and
motorists. Fill the space with a curb extension, pedestrian amenities or green infrastructure.
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Intersection design
Intersections provide transitions between different streets, allowing navigation through the street
network. They often serve as meeting places for neighbourhoods or the city as a whole and attract
commercial and cultural activity. Intersections are also the site of "conflicts" between travel modes as
each person navigates the intersection according to their own specific travel path. Providing effective
design guidance to navigate these conflicts is essential to improving road safety for all users.
In Kitchener, all signalized intersections are managed by the Region of Waterloo. This section
provides some initial guidance for street designers. Designers must also fully coordinate with Regional
staff to achieve high quality intersections.
Intersection design objectives
1. Prioritize vulnerable users.
Pedestrians and cyclists are most at risk in high -conflict areas. All design features should be
weighed against the impact on vulnerable users. Accessibility features, such as tactile walking
surface indicators, are expected. Assign priority to pedestrians and cyclists, through design
cues, maintaining separation through intersections and assigning the right-of-way.
2. Balance comfort and convenience of all travel modes.
In many cases, what may be advantageous for one travel mode at an intersection may come
at the expense of other travel modes. View the function of an intersection through the lens of
each travel mode in order to understand the trade-offs a design may have. While not desired,
if signals require a button or sensor, provide visual guidance on how to trigger the light.
3. Maximize visibility.
Maintain sightlines and foster eye contact between different users. Where pedestrians and
cyclists are sharing a space, separate them at intersections to encourage clearer visibility and
predictability.
4. Reduce turn speeds.
The severity of collisions is strongly correlated to vehicle speeds. Reduce turning radii, avoid
right turn channels, use narrow lane widths and integrate traffic calming features into
intersection design.
5. Maintain consistency and foster predictable movements.
If each travel mode has a dedicated space on the street, that space should continue through
the intersection to encourage predictable movements among all travel modes. Consistent
widths are also important for maintenance vehicle access and to minimize snow windrows.
Use pavement markings to guide users in a predictable manner.
6. Accommodate large vehicles appropriately.
Establish a "design vehicle" and "control vehicle" to determine appropriate curb radii.
SAFETY CHOICES SUSTAINABILITY
Intersection design features
Design vehicle and control vehicle
In the past, many streets and intersections were designed to accommodate the largest possible
vehicle on the road. This often leads to higher motor vehicle speeds of the most common type of
vehicle — passenger cars. Today, focus has shifted to maximizing safety for a wide variety of road
users, through the adoption of a "design vehicle" and a "control vehicle.1141
The "design vehicle" is the most common vehicle to be using the street. It should be able to navigate
an intersection with relative ease, but at reduced speed facilitated by the intersection's design. Curb
and turning radii are selected based on the design vehicle's characteristics, as well as street context.
The width of travel lanes are based on the design vehicle as well.
The "control vehicle" is an occasional or infrequent user of the street. It should also be able to
navigate an intersection but may have less space to maneuver or require the space in adjacent motor
vehicle lanes. Encroachments into a second receiving lane are expected, and encroachments into the
opposing travel lane may be tolerated for the occasional large vehicle at a low volume intersection.
Advanced stop bars should be used in these scenarios.46
This table defines the default design vehicles and control vehicles on City of Kitchener streets. 47
The individual characteristics of each street should be weighed to determine if this classification is
appropriate.
45 Patterson and Friegang, "Bike Facilities Design Workshop."
46 TAC, Geometric Design Guide for Canadian Roads, Chapter 2 — Design Controls, Classification and
Consistency, 34. City of Edmonton. Complete Streets Design and Construction Standards (2018), 17.
47 Vehicle classes identified by TAC, Geometric Design Guide for Canadian Roads, Chapter 2 — Design
Controls, Classification and Consistency, 34 and based on City of Edmonton, Complete Streets Design and
Construction Standards, p. 42.
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Design
Control vehicle
allowableStreet
Control vehicle
classification vehicle
encroachments
Local Passenger
City of Kitchener snow
Must maneuver within hard
car
plow
surfaced areas and avoid any
vertical obstacles. Encroachment
into (unmarked) opposing lanes
permitted to pass parked vehicles
or at intersections.
Minor Passenger
City of Kitchener snow
Must maneuver within hard
Collector car
plow
surfaced areas and avoid any
vertical obstacles. Encroachment
into opposing lanes permitted to
pass parked vehicles or at
intersections.
Major Passenger
Grand River Transit bus,
Encroachment into adjacent lanes
Collector car
City of Kitchener snow
in same direction permitted at
plow
major intersections. Encroachment
into opposing lanes at minor
intersections permitted.
Arterial (Main Passenger
Grand River Transit bus,
Encroachment into adjacent lanes
street car
City of Kitchener snow
in same direction permitted at
scenario)
plow
major intersections. Encroachment
into opposing lanes at minor
intersections permitted.
Arterial Grand River
Medium single -unit
Encroachment into adjacent lanes
(Thoroughfare Transit bus
truck, heavy single -unit
in same direction permitted at
scenario)
truck
major intersections. Encroachment
into opposing lanes at minor
intersections permitted.
Arterial Heavy
WB -19 Tractor-
Encroachment into adjacent lanes
(Industrial single -unit
semitrailer truck, WB -20
in same direction permitted at
scenario) truck
Tractor -Semitrailer, A-
major intersections. Encroachment
Train Double, B -Train
into opposing lanes at minor
Double
intersections permitted.
Additional guidance:
• A minimum 6.0 m clear width is required to accommodate Fire Trucks on all city streets. This
can include the width of opposing lanes and parking lanes on local streets.
• Stop bars should be set back where any control vehicle encroaches into opposing lanes.
• Right turn lanes should generally be avoided, as they increase pedestrian crossing distance,
the size of intersection and the likelihood of conflicts between motorists turning on red and
pedestrians crossing on green. In particular, right -turn channelization should be avoided
because they create additional conflict points with vulnerable users, at higher motor vehicle
speeds.
• Restrict parking at corners.
SAFETY CHOICES SUSTAINABILITY
Intersection corners have a significant impact on comfort and safety of all street users. Larger radii are
less safe for bicycles and pedestrians because they allow for higher vehicle speeds through the turn
and result in larger crossing distances.48
Generally, streets should be constructed with the smallest corner radii possible, to slow vehicle
speeds, create more compact, pedestrian -scale intersections and allow right angled placement of
tactical surface indicators. The selected radii should facilitate the frequent user, yet still accommodate
the infrequent user, based on the design vehicle and control vehicle guidance.
Figure 3.7-4: Tighter corner radii reduce crossing distance and slow
turning traffic {Credit Michele Wesbart)
NNW
49
48 Kendra K. Levine, Curb Radius and Injury Severity at Intersections (Berkeley: Institute of Transportation
Studies Library, 2012), 2.
49 City of Calgary, Complete Streets Guide, 77.
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Preferred turning radii:
Turning radius 6.0 m 6.0 m 6.0 m 6.0 m
with
Local/Minor
Collector
Turning radius 6.0 m 16.0 m 7.5 m 8.0 m
with Major
Collector
Turning Radius 6.0 m 6.0 m 7.5 — 8.0 m 8.0 — 10.0 m
with Arterial
These preferred radii act as a starting point for street design. Additional street context should be
considered, including intersection angle, elevation, vehicle speeds and volumes, sight triangles, type
of pedestrians and cyclist facilities, etc. Primarily industrial streets may use a turning radii up to 15 m.
These turning radii were selected based on analysis of comparable Canadian cities and industry
guidance through TAC, NACTO and ITE.
In addition, the corner radius may not be the same as the effective turn radius, especially when
parking lanes or bike lanes are present. In this case, the corner radius can be even smaller than the
preferred radii identified in the previous chart.
50 City of Edmonton, Complete Streets Design and Construction Standards, 118.
SAFETY CHOICES SUSTAINABILITY
50
ombining crossings for pedestrians and cyclist,
A crosswalk provides a space for pedestrians to cross at intersections. Cyclists are required to
dismount and walk through crosswalks, but generally will not and the design should anticipate this
behavior. Where a crossride is provided in place of a crosswalk, a cyclist may ride their bicycle within
the crossing without dismounting.51
Three options to facilitate safe crossing for pedestrians and cyclists are available. Widening the
sidewalk, cycle track or trail on the approach to the intersection may be needed to accommodate
these treatments.
The combined crosswalk/crossride is usually the preferred treatment, comprised of "elephant's
feet" markings with "zebra stripe" markings inside, and is most suitable for low volumes and mid -block
locations. Pedestrians are intended to make use of the central area, and cyclists to use the outer
parts. A bicycle symbol and arrow for the outside area is preferred to make it clear where to be and in
what direction.
Mian. 5.0 M
51 Province of Ontario, OTM Book 18, 159.
52 Based on Ibid., 160.
■ Min. 2.5 m
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The asymmetrical separated crosswalk/crossride is appropriate for many signalized intersections,
and some all way stop controlled intersections, especially where cycle tracks and sidewalks are side
by side. This consists of "elephant's feet" markings on one side and "zebra stripe" markings on the
other. The zebra stripes and elephant's feet should be aligned with the appropriate facility—typically
the "zebra stripes" with the sidewalk and the "elephant's feet" with the cycle track. Use bicycle
symbols and arrows to clearly delineate where users should ride.
2.5 to 3.0 m
Min, 2.5 m
53 Based on Ibid., p. 159.
SAFETY CHOICES SUSTAINABILITY
53
The mixed crosswalk/crossride is to be used at driveways of major destinations (e.g. shopping
centres, major workplaces). It can also be used in constrained scenarios, but only as a last resort. It is
comprised of "elephant's feet" markings with pedestrian, bicycle and arrow symbols inside.
Figure 5,37 — Mixed Crossride
0.4m ; ; 0.4m
Scarce= MMMIALTA. 2013
___I_
0.4 rn
54
Green paint can be used in a combined or asymmetrical crosswalk/crossride where bikes have a
designated area to pass.
Mid -block trail crossings
Where off-road trails cross a street, options include curb extensions, speed tables, PXOs, refuge
islands, or signals. Design details for each treatment were described previously. Additionally, general
principles to consider when constructing a mid -block crossing include:
• If the trail does not include a yellow centre line, it must be painted at all street crossing
approaches, for 10 metres length, to organize pedestrians and cyclists and provide greater
visual awareness of the pathway crossing to motorists.
• Off-road trails that are not lit should have additional lighting at street crossings to provide
greater visibility to pedestrians and cyclists.
• Assign priority to pedestrians and cyclists, through design cues and the right-of-way.
• Provide signage and visual cues to drivers to notify of a trail crossing.
54 Ibid., p. 160
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'3eparated cycling intersections
Separated cycling intersections maintain the high level of comfort and safety for cyclists found with
separated bike lanes or cycle tracks through an intersection. They provide dedicated space to
accommodate left, through and right turns in a low -stress manner. Crossrides identify the path of
travel and corner safety islands provide a physical barrier when cyclists are waiting to cross, while
encouraging eye contact with motorists. For left turns, a cyclist proceeds through the intersection in
two stages. Bicycle signal phases and bicycle actuation can be incorporated into the design.55
Painted bike lanes or bicycle boulevards can be transitioned into a separated intersection by
transitioning into short, separated bike lane segments upstream of the intersection.56 This is
especially important when lower motor vehicle volume streets intersect with higher volume streets.
57
55 TAC, Geometric Design Guide for Canadian Roads, Chapter 5 — Bicycle Integrated Design, 53-54.
56 Joe Gilpin, Nick Falbo, Mike Repsch and Alicia Zimmerman. "Evolution of the Protected Intersection: Lessons
Learned" (Alta Planning + Design, 2015), 7.
57 Massachusetts Department of Transportation, Separated Bike Lane Planning and Design Guide (Boston,
2015), 69.
SAFETY CHOICES SUSTAINABILITY
A rendering of a separated intersection.
A separated intersection in Vancouver.59
58
58 Gilpin, Falbo, Repsch and Zimmerman. "Evolution of the Protected Intersection."
59 Small Places, Kathleen Corey and Brian Bould. https://www.tcat.ca/crossinq-the-danger-zone-intersections-
and-cyclists' Burrard and Pacific Street, Vancouver
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'roundabouts
A roundabout is a circular -shaped intersection in which motor vehicle traffic flows through the
intersection in a counter clockwise direction. Roundabouts should not be confused with traffic circles.
The primary purpose of roundabouts is to facilitate movement between intersecting streets, while the
primary purpose of traffic circles is to slow traffic on a particular street.
Roundabouts can reduce the severity of collisions, but also pose accessibility challenges and are
often a high -stress experience for pedestrians and cyclists. Further research and discussion is
needed in the transportation industry to develop "complete roundabout" design guidelines that
adequately address the safety, comfort and convenience of all four travel modes equally.
SAFETY CHOICES SUSTAINABILITY
Streetscape design
Some streets are designed to move people from point A to point B, while other streets are designed
as a public space that encourages people to linger and enjoy a sense of place. These two functions —
movement and place — are present in every street design, but may be prioritized or balanced
differently depending on the streetscape.
Streets typically represent the largest area of public space a community has, and a large portion of
people's daily lives are conducted in the context of a street. From parades to protests, from window
shopping to street parties, streets are critical public spaces that form lasting memories and add to the
richness of our community.
Streetscape design objectives
1. Embrace local context and engage the community.
Respect and respond to existing and planned land uses and buildings. Add unique elements
that speak to the history and culture of a particular street, neighbourhood or community group.
Incorporate residents' ideas and empower communities to animate streets through art, pop -
ups, street parties and gatherings.
2. Create vibrant gathering places.
Encourage gathering and social interaction, using attractive, durable materials, street furniture,
trees, and greenery. The most common examples of placemaking are the sidewalk cafe or
patio, art installations, local food markets, food trucks or little libraries.
3. Create flexible space.
Encourage different uses for different parts of the day or seasons, such as parking that can be
converted to patio space in the summer.
4. Incorporate equity.
Diverse ages, abilities and ethnicities experience a streetscape differently, requiring intentional
thought on how all users can be welcomed on a street.
5. Consider personal safety.
Utilize crime prevention through environmental design techniques to foster safe streetscapes.
Streetscape design example
A rainbow crosswalk at Joseph Street and Gaukel Street fosters an inclusive community.
87
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Photo credit: Laura McBride.
Little libraries are becoming a common feature of residential streets, bringing neighbours together
around the love of reading.
Photo credit: Zac Jolliffe.
A large mural on Charles Street, led by Neruda Arts, adds colour and energy to the street.
89
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Sustainable infrastructure design
Sustainable infrastructure refers to features that enhance environmental sustainability and help the
city reach its sustainability goals and policies. The City of Kitchener views environmental leadership
as a key strategic focus, with the goal of achieving a healthy and livable community by proactively
mitigating and adapting to climate change, conserving natural resources and protecting air and water
quality.
Climate Action
The widespread scale and complexity of climate change poses considerable environmental, economic
and social risk to cities. As global surface temperatures continue to rise from human induced climate
change, cities are leading the way in combatting this prevailing challenge. The City of Kitchener's
vision for the Corporate Climate Action Plan is to lead by example with action on climate change to
reduce corporate greenhouse gas emissions and promote inclusive environmental sustainability and
resilience.60
Design every street to maximize low -carbon modes of travel. Reduce the heat island effect, create
carbon sinks and incentivize electric vehicles. With transportation emissions accounting for 49% of
total emissions in Waterloo Region in 201561, every street project is an opportunity to transform the
city's transportation system to be more sustainable and achieve climate action goals.
Photo credit: Brynn Dolfi
60 City of Kitchener, Kitchener, Changing for Good: Our corporate climate action plan for sustainability
(Kitchener, 2019).
61 Climate Action Waterloo Region, "Our Progress, Our Path: An Update on Waterloo Region's Community
Carbon Footprint" (Kitchener, 2015).
SAFETY CHOICES SUSTAINABILITY
It's hard to imagine a vibrant, caring and innovative city without picturing trees. Trees are a key
element of a living city and play a role in filtering the air, enhancing public spaces, providing shade on
a sunny day and creating habitat for birds and other creatures.
In the street context, a high quality, urban canopy on a street enhances the pedestrian realm with
much needed shade and improved aesthetics. A high quality tree canopy also increases property
values and commercial sales.
Follow urban forestry best practices, protect existing trees and plant trees at appropriate intervals
along streets based on tree stature and soil volume requirements. Complete streets should ultimately
meet the requirements of Kitchener's Sustainable Urban Forest Strategy and other policies to achieve
a high quality, urban canopy on a street.
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Low impact development
Kitchener's approach to stormwater management focuses on runoff prevention, preserves and
acknowledges the benefits provided by natural systems, recognizes rainwater as a resource to be
managed rather than a waste and uses `green' stormwater infrastructure approaches in combination
with conventional stormwater management approaches to better and more efficiently manage
stormwater and improve the environment.62
Integrating traditional stormwater management (SWM) controls and low impact development (LID)
into a street's design provides an opportunity to enhance street aesthetics, mitigate and adapt to
climate change and reduce heat island effects. Examples include bioswales, flow-through planters,
pervious strips, pervious pavement, exfiltration trenches, and centre boulevards. 63 Ideal locations
include traffic calming elements, like curb extensions and traffic circles, transit waiting areas, parking
lay-bys and boulevards. Complete streets should ultimately meet the requirements of Kitchener's
Integrated Stormwater Master Plan, Asset Management Strategy and other related policies and
strategies.
LID is a prominent feature in Guelph Street, with each parking bay providing additional stormwater
absorption.
62 City of Kitchener, Integrated Stormwater Master Plan (Kitchener, 2016).
63 NACTO, Urban Street Design Guide, 67.
SAFETY CHOICES SUSTAINABILITY
Maintenance & utilities design
A Complete Street is one that is maintainable over the long term and through all four seasons. Streets
also carry many utilities that provide services to the community such as hydro, water, sanitary and
communications. Underground utilities carry away stormwater runoff to prevent flooding on the street
surface.
The City of Kitchener has established a corporate asset management strategy to manage the City's
assets, incorporating all aspects of asset maintenance and service delivery. The design models and
process for these guidelines should take into account an asset management approach of lifecycle
management, related to attainable levels of service. The objective of the strategy is to use risk
management concepts to provide an optimal balance between the needs and costs for repairing,
replacing and upgrading assets with the affordability to do so.
This section provides initial guidance. Complete streets designs should be fully coordinated with the
appropriate maintenance and utilities staff and organizations to ensure a highly functioning street that
meets attainable levels of service. Mandated legislative requirements dictate levels of maintenance for
roadways and separation requirements between various utilities and must be adhered to. Ensure the
Asset Management Division is included in the design and planning with involved asset categories to
consider asset inventory, attributes, inspection programs and how that relates to lifecycle and work
management.
Mainteiiail ,.� and utilities design directiai,
1. Utilize the boulevard space for snow storage. Where 1 m boulevards are not possible,
accommodations for snow loading may be required. In constrained main street scenarios,
consider designating snow storage space at appropriately spaced intervals.
2. Consider the impact of traffic calming elements on snow removal, especially the path of
windrows.
3. The preferred positioning for utility poles, signal poles and light standards is in the boulevard
between the sidewalk and the roadway.
4. The preferred location for gas mains is beneath a soft surface area.
5. Watermains, storm sewers and sanitary sewers are typically located beneath a motor vehicle
travel lane.
6. Consideration should be given to mitigating conflict between tree roots and underground
utilities.
7. Locate utilities underground when feasible, to provide an enhanced streetscape experience.
8. If utilities or hydro poles need to be relocated as part of a street design, coordinate with utility
providers at least a year in advance, and two years in advance is preferred.
9. Plan for the full life cycle of a street and related infrastructure.
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Temporary conditions design
Construction, events and other activities can create temporary conditions that require
accommodations to maintain some level of service during the disruption. Include accommodations for
pedestrian walkways, cycling infrastructure, transit stops and routes and motor vehicle lanes through
construction and work zones in all construction plans. Full guidance for street closures is provided in
the City of Kitchener Municipal Code, Chapter 890 Street, Work Permit and related resources.
Temnorary conditions desian objectives
1. Provide clear and consistent communication to all street users.
Post messages and signage relevant to each mode of travel, placed where clearly visible from
the path of each travel mode. Provide advance warning of disruptions or detours, especially
for pedestrians and cyclists who have the most sensitivity to route directness.
2. Maintain accessibility during mid to long term construction.
When roadwork or asphalt paving is paused for a season or more, maintain accessibility with
temporary ramps, pavement markings or signage.
3. Maintain access or provide detour alternatives during construction.
Facilitate the safe and continuous movement of people on their chosen travel mode by
providing equal accommodations for each mode of travel.
SAFETY CHOICES SUSTAINABILITY
mart streets design
Kitchener has always had a reputation for being a community with foresight. Innovation is not what we
do - it's who we are. We constantly strive to introduce new ways of thinking and doing to improve the
lives of citizens.
Technology, innovation and data are transforming the transportation sector. New forms of mobility
(see Section 4) are offering new ways of getting around, while smart technologies enhance
individuals' travel experience while provided new knowledge for effective transportation planning.
brryert streets uesi `r objectives
1. Collect data for all travel modes.
Be able to compare data and time segments across each travel mode. Tube -based counters,
visual sensors and other technology can provide critical data for street design and help to
evaluate the performance of a street.
2. Prepare for new forms of mobility.
Create multi -functional space that may serve one need now, but could serve another need in
the future.
3. Utilize the city's street light narrowband network.
Sync data collection systems with the street light network for time and cost savings. The City
of Kitchener has converted over 16,000 street lights to LED fixtures that include adaptive
controls (smart sensors) that make-up a city wide narrowband network. These streetlights will
transform everyday experiences - from simple things like the ability to brighten and dim the
lights to more advanced uses like improved navigation for emergency services, making gas
meter data available in real-time and monitoring sound pressure levels across the city.
4. Prioritize safety and vulnerable users in autonomous vehicles.
Automated vehicle technology holds many promises for cities, but the potential benefits of
automation are not guaranteed. Achieving these benefits is not a given, but will require
important deliberation and collaboration among a variety of community stakeholders. Potential
benefits of autonomous vehicles include:
• Decreased right of way space for travel and parking, compared to traditional
vehicles
• Move more people with fewer personal vehicles
• Time of day management
• Manage traffic gaps
• Rebalancing the right-of-way64
64 National Association of City Transportation Officials, "Blueprint for autonomous urbanism," Module 1, Fall
2017.
SECTION 4:
EMERGING TRENDS
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A "complete street" is constantly evolving. When the term first appeared a street was considered
complete when it included high design standards for each of the four travel modes — pedestrians,
cyclists, transit users and motorists. Today, a street cannot claim to be complete without equal
attention to green infrastructure, a sense of place and social equity. Several new trends are also
emerging such as mobility hubs, micromobility and curbside management.
Mobility hubs
Hubs are the points of connection in a city's transportation network. Today, people are frequently
living multi -modal lives — meaning they use a combination of walking, cycling, transit and the
automobile to get around. It's becoming more common for people to combine travel modes within a
single trip - bikes and trains, driving and busing, walking and bikesharing, etc. The options may be
endless, but only if the connections between the different travel modes foster seamless transitions.
Mobility hub objectives
Minimize distance.
Follow desire lines, especially for pedestrians.
2. Reduce conflict among travelers.
Provide careful consideration on where modes intersect and how to make smooth transitions.
3. Provide amenities.
If a wait is involved in a transition, improve comfort through amenities. Provide additional
placemaking elements, like art or public seating, to make the hubs not just a connecting point
between travel modes, but a meeting place for the community.
4. Give information.
Whether on the streetscape, online or mobile, provide ways for people to understand the
options available to them.
97
r • 1
1 112 �,
� COMPLETE STREETS KITCHENER
STREETS FOR ALL
Crossing to
serve both
sides of the
street
Rideshare/
hail Dick Lip
and drop off
Typical small-scale mobility hub. 65
Solar for real time signage
& bike charging
Speed table
Floating bus
Line &
separated
bike lanes
E
Bike parking &
charging for variety of
bikes
65 Kate Whitfield, Kirk Paulsen, Laura Hagerman and Ezra Lipton, "CITE Complete Streets Workshop" (Ottawa:
Institute of Transportation Engineers and Alta Planning + Consulting, October 23, 2018), 20.
SAFETY CHOICES SUSTAINABILITY
Curbside management
As cities grow and intensify, curbside areas become highly contested, with many functions desiring
space and access to the curb. Pedestrian functions, separated bike lanes, micromobility and green
infrastructure all require curbside space, plus passenger cars, delivery vehicles, and buses compete
for limited curb space to access shops, restaurants, housing, offices, and community facilities.
Curbside mpnagement design objectives
1. Create flexible spaces.
Encourage the same space to be used differently according to times of day or seasons.
Mornings may emphasize freight deliveries stock stores, then the lunch rush brings people to
street cafes, with the evening emphasizing moving people at they grab dinner or drinks, pick-
up children, or head to evening events.66
2. Provide designated delivery and ridesharing drop off locations.
Limit the frequency of blocked motor vehicle lanes by designating areas identified exclusively
for freight deliveries and/or short-term drop off and pick-ups often facilitated by ridesharing
services.
3. Manage parking proactively.
Use variable pricing to influence on and off peak periods. Curbside uses should seek to
balance parking needs with the demand for other uses such as seating, greenscape, and
bicycle parking.67
68
66 NACTO. "Blueprint for autonomous urbanism."
67 City of Boston, Boston Complete Streets Guidelines, 212-213.
68 Whitfield, Paulsen, Hagerman and Lipton, "CITE Complete Streets Workshop."
!✓ •
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Micromobilitv
Micromobility includes forms of personal transportation that are built for one passenger at a time.
They may be entirely rider -powered or have electric power sources, such as an electric throttle or an
electric -assist system. The most common forms of micromobility used today are the bicycle, e -bikes,
e -cargo delivery vehicles and e -scooters. The adoption of micromobility is rapidly growing with the
entrance of privately operated sharing companies.
Bike -sharing is quickly becoming common in small, mid-size, and large cities in North America. A
bike -sharing system consists of a fleet of user-friendly, durable bikes. They are either docked at
stations or parked by users at destinations, in the case of dockless bike -sharing. Bike -sharing offers a
relatively inexpensive and quick extension to a city's public transportation system. Modern bike -
sharing systems use one of three types of technology: dock -based bike -sharing, dockless bike -
sharing, lock -to bike -sharing (i.e., hybrid system).
E -bike -sharing functions similar to bike -sharing, but an electric assist significantly extends the range
of vehicles and improves accessibility for people of varying abilities. All models require the rider to
pedal the bicycle in order to receive an "assist" from the electric motor. Many bike share providers
offer a mix of bicycle and e -bike vehicle fleets. Legislation in the Province of Ontario is under review to
better clarify the expected functions, behaviours and street design guidance for micromobility.
Micromobility design objectives:
1. Pair stations with transit.
Micromobilty plays an important role in the "first and last kilometre" that every transit trip is
paired with, providing access to transit more quickly and from longer distances.
2. Locate stations in high demand areas.
High employment, residential, and commercial locations are ideal. However, e -bikes can be
located in less dense areas that are farther from major destinations. Ensure good visibility to
increase awareness of the program.
3. Locate next to all ages and abilities bicycle facilities.
Safe and comfortable bicycle facilities are needed to encourage high ridership.
4. Protect the pedestrian realm.
Use frequently spaced and easy to identify, designated areas for storage to ensure vehicles do
not obstruct the pedestrian throughway. Stations can be used to add to the visual appeal and
sense of place of a street. Consider placing stations in a parking spot rather than sidewalks.
SAFETY CHOICES SUSTAINABILITY
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IF 40P 1
SECTION 5:
MAKING IT HAPPEN
Ilk
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Section 5
Kitchener's Complete Streets scorecard
A Complete Streets approach uses every street reconstruction project as an opportunity to make
improvements. A key tool to assist in applying Complete Streets principles to every project is the
Complete Streets scorecard. It will be used on every street reconstruction, early in the design stage.
The scorecard has several purposes:
• Encourage a culture shift in support of the Complete Streets vision
• Put a stronger emphasis on sustainable modes of transportation and other street uses
• Assist in prioritizing different street elements, especially when constraints require difficult
trade-offs
The scorecard will be used by several audiences
103
-.
118
now
City staff
Compare "before and after" scenarios for various
(often project managers/project
street designs, in order to determine the best possible
teams)
design prior to reconstructing a street.
Corporate Leadership Team
Utilize a consistent benchmark to evaluate overall
progress towards the Complete Streets Vision.
City Council
Understand highest benefit streets to allocate funding
to, and communicate to constituents the benefits of
proposed street designs.
Residents
Understand why certain changes are proposed for
their street and the benefits it can bring to the
community.
103
-.
118
COMPLETE STREETS KITCHENER
STREETS FOR ALL
How the scorecard works
The scorecard assists a project manager and project team in comparing before and after scenarios.
Step 1. Assess the current state
During the project initiation phase, the project team will conduct the "before" scoring by answering all
questions in the criteria and tallying up a current score. In the narrative section, the team identifies
strengths and challenges of the current street design.
Step 2. Identify opportunities
The project team identifies potential upgrades that can strengthen the overall score.
Step 3. Complete interim design(s)
The project manager and/or designer determines the impact of the proposed upgrades, identifying
constraints that may be required. At this point, several options may be available, and each option is
given a score.
Step 4. Identify capital and operating costs of proposed designs
All viable design options are assessed for the capital and operating costs associated.
Step 5. Finalize design
The final design is selected, balancing available resources with the goal of maximizing the score of a
street.
SAFETY CHOICES SUSTAINABILITY
Notes
Facility on
Facility on
No
one side
one side
Facility on
Facility on
dedicated
with
with
both sides
both sides
Sidewalk >_ 1.8
pedestrian
facility is
minimum
minmum
with min
with min
m on both sides
1.5m
1.8m
1.5m width
1.8m width
present
width
width
Curb face
Curb ace
or tha
0.3m
0.3-0.5m
0.6-0.9m
1.0-1.5m
>_1.5m
boulevard
boulevard
boulevard
boulevard
boulevard
0.3m
Trees
Trees
Trees
every 20 -
Trees every
Trees every
every 11-
Trees every 10
greater
40 m on
20 m on
11-20 m on
10 m on
m on both sides
than every
one or
one side
both sides of
one side of
of street
40 m
both sides
of street
street
street
of street
Qualifying
Longest
Longest
Longest
Longest
Longest
Longest
crossings:
distance
distance
crosswalk,
distance
distance
distance
distance
between
between
signalized
between
between
between
between
pedestrian
pedestrian
crossing, PXO,
pedestrian
pedestrian
pedestrian
pedestrian
crossings >
crossings
251-300
crossings
201-250
crossings 151
crossings
crossings < 100
curb
extensions/raised
300 m
m
m
- 200 m
101 - 150 m
m
crossing, refuge
island
Average
Average
Average
Average
Average
length of
length of
length of
length of
length of
Average length
If refuge island
pedestrian
pedestrian
pedestrian
pedestrian
pedestrian
of pedestrian
present, use the
crossings
crossings
crossings
crossings 7.1 -
crossings
crossings <6 m
longest leg for
>10
9.1-10m
8.1-9.0m
8.0m
6.0-7.0m
scoring
1
Notes
0 1 2 3 4 5
Average
distance from
pedestrian
crossings to
transit stops
250+
750-1000
750-1000
501-750
501-750
Average
distance from
pedestrian
crossings to
transit stops
<50m
>1000
vehicles/day,
vehicles/day,
vehicles/day,
vehicles/day,
< 500
vehicles/day
parking both
parking one
parking both
parking one
vehicles/day
sides
side
sides
side
facilities on one
> 50 km/h
46-50 km/h
41-45 km/h
36-40 km/h
31-35 km/h
<_ 30 km/h
both sides
operating
operating
operating
operating
operating
operating
speeds
speeds
speeds
speeds
speeds
speeds
transit stop
Signage, If street is
Transit shelter
pavement identified as
with seating
markings, high priority
Stop marker
Transit shelter
Signage,
Intersection in Cycling
Stop marker
Signage,
pavement
treatments, and Trails
No cycling
Signage,
pavement
markings,
Traffic Master Plan,
Signage
Pavement
markings,
Intersection
facilities
with bench
and landing pad
calming, this
markings
Intersection
treatments,
Traffic additional
treatments
Traffic
diversion (or criteria is
calming
dedicated applied.
cycling
facility)
I
Ilulij
0 1 2 3 4 5
Average
distance from
pedestrian
crossings to
transit stops
250+
Average
distance from
pedestrian
crossings to
transit stops
201-250m
Average
distance from
pedestrian
crossings to
transit stops
151-200m
Average
distance from
pedestrian
crossings to
transit stops
101-150m
Average
distance from
pedestrian
crossings to
transit stops 51
-100m
Average
distance from
pedestrian
crossings to
transit stops
<50m
Pedestrian
Pedestrian
No pedestrian
facilities on
facilities on one
facilities to
side leading to
both sides
transit stops
leading to
transit stop
transit stop
Transit shelter
with seating
Stop marker
Transit shelter
Stop marker
and landing
Stop marker
and landing pad
with seating
and landing pad
pad, bike rack
with bench
and landing pad
and waste
receptacle
www.kitchener.ca/completestreets 2-121
0 1 2 3 4 5 Notes
0 1 2 3 4 5
5.5-5.8or
6.0-6.4or
6.5-6.9or
No motor
<5.5 or > 8.6
Trees every 11-
Trees every 11-
Trees every 10
7.0 m
vehicle
m pavement
8.0-8.5m
7.6-7.9m
7.0-7.5m
pavement
facility
width
pavement
pavement
pavement
width
width
width
width
side of street
sides of street
of street
Local 2,001 -
street
Local: >
>30m
Local: 1,501 -
Local: 1,001 -
Local: 500 -
11-15m
<_10m
imperviousness
2,500
imperviousness
imperviousness
imperviousness
Local: < 500
2,500
vehicles/day.
2,000
1,500
1,000
vehicles/day.
vehicles/day.
vehicles/day.
vehicles/day.
vehicles/day.
Minor:
Minor:
Minor: >
Minor: 8,001
Minor: 5,001
Minor: 2,000
11,001-
<2,000
14,000
14,000
-11,000
-8,000
-5,000
vehicles/day
vehicles/day
vehicles/day.
vehicles/day.
vehicles/day
vehicles/day.
No
One
Two
Three
additional
additional
additional
additional
Only score if
turn lanes at
turn lane at
turn lanes at
turn lanes at
volumes
intersections
intersections
intersections
intersections
warrant
Continuous
< continous
Continuous
parking on
parking on
Continuous
No on -street
parking on
one side (can
parking on
both sides,
parking
one side with
fully
be
two sides
shared lane
dedicated
alternating)
2.4 m space
•
0 1 2 3 4 5
Trees every 20 -
Trees greater
Trees every 11-
Trees every 11-
Trees every 10
Trees every 10
40 m on one or
than every 40
20 m on one
20 m on both
m on one side
m on both sides
both sides of
M
side of street
sides of street
of street
of street
street
>30m
25-30m
21-25m
16-20m
11-15m
<_10m
imperviousness
imperviousness
imperviousness
imperviousness
imperviousness
imperviousness
1 - 20 % of 21 - 40% of 41 - 60% of 61 - 80% of 81-100% of
No LID features
ROW serviced ROW serviced ROW serviced ROW serviced ROW serviced
by LID by LID by LID by LID by LID
0 1 2 3 4 5
Rank the street's uniqueness, its contribution to community building and its suitability to neighbourhood
context. Features that score positively include neighbourhood specific signage, entrance features, post top
lighting less than 6.5 m tall, painted murals/crosswalks, public art, parklet (parking spot converted into a
park), heritage/history interpretive panels, enhanced landscaping or planters, wayfinding, woonerf,
resident -led or proposed placemaking, matures trees, public seating, etc.
10
0
1
Facility on
2
Facility on
3
4
5
Notes
Average
No
length of
Average
Average
Average length
If refuge island
length of
one side
one side
Facility on
Facility on
dedicated
pedestrian
of pedestrian
Sidewalk 1.8+ m
pedestrian
with
with
both sides
both sides
crossings >
pedestrian
crossings
crossings 10.0
crossings
crossings <_6.6
or wider on
19.9m
facility is
minimum
minmum
with min
with min
both sides
m
1.5m
1.8m
1.5m width
1.8m width
present
width
width
Curb face
0.3m
0.3-0.5m
0.6-0.9m
1.0-1.5m
>_1.5m
or less than
boulevard
boulevard
boulevard
boulevard
boulevard
0.3m
Trees
Trees
Trees
every 20 -
Trees every
Trees every
every 11-
Trees every 10
greater
40 m on
11-20 m on
10 m on
20 m on
m on both sides
than every
one or
both sides of
one side of
one side
of street
40 m
both sides
street
street
of street
of street
Qualifying
Longest
Longest
Longest
Longest
Longest
Longest
crossings:
distance
distance
crosswalk,
distance
distance
distance
distance
between
between
signalized
between
between
between
between
pedestrian
pedestrian
crossing, PXO,
pedestrian
pedestrian
pedestrian
pedestrian
crossings >
crossings
crossings
crossings 151
crossings
crossings <100
curb
251-300
201-250
extensions/raised
300 m
m
m
- 200 m
101 - 150 m
m
crossing, refuge
island
www.kitchener.ca/completestreets 2-123
Average
Average
Average
length of
length of
Average
Average
Average length
If refuge island
length of
length of
length of
pedestrian
pedestrian
of pedestrian
present, use the
pedestrian
pedestrian
pedestrian
crossings >
crossings
crossings
crossings 10.0
crossings
crossings <_6.6
longest leg for
19.9m
16.6-19.8
13.3-16.5
-13.2m
6.7-9.9m
m
scoring
m
m
www.kitchener.ca/completestreets 2-123
0
1
2
3 4
5
Average
distance from
1.8 m painted
distance from
1.5 m cycle
2.2 - 3.5 m
No dedicated
1.5 - 1.8 m
crossings to
crossings to
transit stops >
transit stops
transit stops
250
bike lane with
>_ 3.0 m multi-
track or 2.1 m
separated bike
cycling facility is
painted bike
facilities on
both sides
facilities on one
facilities to
0.3 - 1.5 m
use path
separated bike
lane or 1.6 - 1.8
present
lane
painted buffer
lane
m cycle track
0
1
2
Average
Average
Average
distance from
distance from
distance from
pedestrian
pedestrian
pedestrian
crossings to
crossings to
crossings to
transit stops >
transit stops
transit stops
250
201 - 250 m
151 - 200 m
Pedestrian
Pedestrian
No pedestrian
facilities on
both sides
facilities on one
facilities to
leading to
transit stop
side leading to
transit stops
transit stop
3
4
5
Average
Average
Average
distance from
distance from
distance from
pedestrian
pedestrian
pedestrian
crossings to
crossings to
crossings to
transit stops
transit stops 51
transit stops
101-150m
-100m
<50m
Pedestrian
facilities on
both sides
leading to
transit stop
Transit shelter
Stop marker Transit shelter with seating
Stop marker Stop marker and landing pad with seating and landing
and landing pad with bench and landing pad pad, bike rack
and waste
receptacle
0
1
2
3
4
5
Notes
2.7 m lane
No motor
widths or >
2.8-2.9mor
3.0-2.9mor
3.1-3.2mor
3.3 - 3.4 m
vehicle
3.9 - 4.0 m
3.7 -3.8 m
3.5 - 3.6 m
4.0 m lane
lane widths
facility
lane widths
lane widths
lane widths
widths
Major:
Major:
Major: 9,501
Major: 8,001
Major: >
12,501-
11,001-
Major: <
- 11,000,
- 9,500,
14,000,
14,000,
12,500,
8,000,
Arterial:
Arterial:
Arterial: >
Arterial:
Arterial:
Arterial:
2\42,000
21,000-
18,001-
15,001-
12,001-
<12,000
vehicles/day
24,000
21,000
18,000
15,000
vehicles/day
vehicles/day
vehicles/day
vehicles/day
vehicles/day
Only score if
No
One
Two
Three
volumes
additional
additional
additional
additional
turn lanes at
turn lane at
turn lanes at
turn lanes at
warrant.
d
Include ualleft
intersections
intersections
intersections
intersections
turns.
Continuous
Continuous
parking on
Continuous
< continous
parking on
Continuous
one side (can
parking on
one side (can
parking on
No on -street
parking on
be
both sides,
be
two sides,
parking
one side with
alternating),
fully
alternating),
with shared
shared lane
with fully
dedicated
with shared
lane
dedicated
2.4 m space
lane
2.4 m space
www.kitchener.ca/completestreets 2-125
0
1
2
3
4
5
Trees every 20 -
Trees greater
Trees every 11-
Trees every 11-
Trees every 10
Trees every 10
40 m on one or
than every 40
20 m on one
20 m on both
m on one side
m on both sides
both sides of
m
side of street
sides of street
of street
of street
street
>30m
25-30m
21-25m
16-20m
11-15m
<_10m
imperviousness
imperviousness
imperviousness
imperviousness
imperviousness
imperviousness
1 - 20 % of
21 - 40% of
41 - 60% of
61 - 80% of
81-100% of
No LID features
ROW serviced
ROW serviced
ROW serviced
ROW serviced
ROW serviced
by LID
by LID
by LID
by LID
by LID
0 1 2 3 4 5
Rank the street's uniqueness, its contribution to community building and its suitability to neighbourhood
context. Features that score positively include neighbourhood specific signage, entrance features, post top
lighting less than 6.5 m tall, painted murals/crosswalks, public art, parklet (parking spot converted into a
park), heritage/history interpretive panels, enhanced landscaping or planters, wayfinding, woonerf,
resident -led or proposed placemaking, matures trees, public seating, etc.
I
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Implementation & evaluation plan
Realizing the Complete Streets vision will require strategic efforts on behalf of city staff, city council,
industry partners and the entire community. A detailed action plan will make the Complete Streets
vision a reality. This plan is based on guidance from other cities and the National Complete Streets
Coalition who reviewed the best policies of 2018.69
Alignmpnt with city strategies
Coordinate with the Urban Design Manual.
The Urban Design Manual sets universal design expectations that apply to all of Kitchener and
are relevant to all geographies and building typologies. City staff in Transportation and
Planning divisions have been working collaboratively throughout the development of the Urban
Design Manual, to ensure the visions align and there is a consistent approach to street -
oriented development.
2. Update the Development Manual.
The Development Manual provides technical standards for new development. The cross-
sections and design guidance provided in Complete Streets will be integrated into the next
update of the Development Manual, requiring all new development to meet the Complete
Streets vision.
3. Conduct an Official Plan amendment and integrate into Planning policies and
secondary plans.
This Complete Streets document sets a higher standard for street design than Kitchener's
current Official Plan requires. An update to the Official Plan will strengthen the policy support
for the Complete Streets vision and provide an opportunity to include more context -sensitive
street classifications, such as the introduction of a Main Street classification.
69 Natash, Riveron, "The Best Complete Streets Policies of 2018" (Washington DC: Smart Growth America and
National Complete Streets Coalition, 2018).
SAFETY CHOICES SUSTAINABILITY
Change management
4. Conduct annual staff training sessions.
Empower current and new staff across all divisions — especially Transportation, Roads &
Traffic, Operations, Engineering, Planning and Economic Development — with the knowledge
they need to work towards the Complete Streets vision.
5. Establish a Complete Streets corporate committee.
Consisting of management from Development Services and Infrastructure Services divisions
and external stakeholders the committee will meet twice a year to monitor progress,
troubleshoot challenges and review emerging trends.
6. Review equipment requirements and operational changes required to maintain
Complete Streets.
Much of the city's current existing fleet contains large vehicles developed during an era of
continued road expansion. Sourcing smaller equipment and reviewing operational procedures
is necessary to properly maintain complete streets in an urban environment.70
7. Integrate the scorecard analysis into every street reconstruction design process.
Establish clear timelines for using the scorecard, so that opportunities for upgrades are
identified early in a design process.
8. Review warrant requirements for PXOs and signalized trail crossings.
The transportation industry has long relied on warrants — based especially on pedestrian and
cyclist counts — to justify placement of PXOs and signalized trail crossings. These warrants put
vulnerable users in the situation of having to cross at potentially dangerous locations in order
to justify safety improvements. Some cities have begun identifying alternative warrant
requirements.'' In collaboration with the region and other municipalities, city staff will
investigate and collate these alternatives and develop a safe, consistent and equitable
alternative to traditional warrant requirements.
9. Work with the Region and other municipalities to develop "complete level -of -service"
measurements for signal function and prioritization.
In many cases at signalized intersections, what is good for one mode of travel can have
negative impacts on another, making it essential that level -of -service metrics capture all
modes of travel equally. Many cities are developing complete or multi -modal level -of -service
guidelines, with an emphasis on protecting vulnerable users. 72 City and regional staff can
draw on these industry best practices to create updated standards for signalized intersections.
70 Jonah, Chiarenza, Margo Dawes, Alexander K Epstein, Ph.D., Donald Fisher, Ph.D., Katherine Welty,
"Optimizing Large Vehicles for Urban Environments: Downsizing" (New York: National Association of City
Transportation Officials, 2018.)
71 Angie Schmitt, "Seattle Tosses Out Rulebook to Protect Pedestrians," (Streetsblog USA, February 5, 2019),
https://usa.streetsblog.org/2019/02/05/seattle-tosses-out-the-rulebook-to-protect-pedestrians/.
72 City of Ottawa, "Ottawa's Multi -Modal Level of Service (MMLOS) Guidelines," Ottawa, 2015.
113
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Community engagement
10. Develop and host community engagement pop-up workshops.
Residents are critical in realizing the Complete Streets vision, bringing their own ideas,
expertise and perspectives to street designs. A pop-up workshop kit would engage residents
on the Complete Streets vision, why it matters, and the benefits it can bring to their
neighbourhood. The pop-up workshop would be hosted in neighbourhoods where significant
changes to street layout are expected in the next 2-3 years.
11. Work with residents to pilot a woonerf.
Create an evaluation matrix and conduct significant community engagement to determine the
best application for retrofitting a local, residential street into a woonerf.
12. Communicate the Complete Streets vision during street reconstruction public
engagement.
Describe the benefits of a Complete Street to community members through consistent
branding, information boards, brochures, dedicated webpage, etc.
Street design applications=
13. Develop a standard drawing for raised pedestrian/cyclist crossings.
Providing raised crossings increases visibility and demonstrates priority for vulnerable users,
especially at mid -block trail crossings and as gateways to residential neighbourhoods or main
streets. A standard drawing is needed that maintains smooth and flush crossings for
pedestrians and cyclists, while also integrating stormwater management, utilities, year-round
maintenance, etc.
14. Integrate pedestrian and bike facilities at bus stops.
Working with GRT, research and install bus stop upgrades that create separated space for
pedestrians, cyclists and transit boarding.
15. Establish fund or mechanism to fill network gaps caused by construction limits.
Many street reconstructions are set based on underground servicing needs, sometimes
causing gaps of just a block or two between the reconstructed segment and nearby active
transportation facilities. A mechanism is needed to expand the project limits to include active
transportation connections within the scope of the project.
16. Create a new Green Street cross-section for environmentally sensitive areas.
Working with stormwater management staff and consulting experts, develop a cross-section
for green streets, to be included in the Development Manual update.
SAFETY CHOICES SUSTAINABILITY
Data collection, monitoring and evaluation
17. Expand use of active transportation counting technologies.
Gathering and analyzing data is essential to street design. Most forms of data collection rely
heavily on motor vehicle traffic analysis, with little sophistication and reliability of active
transportation data. Through the use of camera -based and traditional counting technologies,
city staff will be able to make improved, data -driven decision-making in street designs.
18. Monitor maintenance and life -cycle aspects of Complete Streets.
Continually gather data and assess how Complete Streets are maintained, with the goal of
determining an operational cost for individual streets. Review data related to work activities
specific to Complete Street infrastructure to provide lifecycle information in alignment with
current levels of service.
19. Prepare Complete Street reports.
At the end of each construction year, city staff will prepare a report of all new streets that have
incorporated Complete Streets elements, including their scores before and after construction
based on the Complete Streets scorecard.
It can be common for residents to express concerns related to proposed changes to street
design, but generally city staff hear positive feedback after changes have been made. Every
three years, a satisfaction survey will be distributed to all residents living on a street that was
reconstructed with significant design changes.
20. Monitor progress, update the document and return to City Council in 2024.
City staff will document portions of the Complete Streets document that can be updated, report
on progress and make further recommendations to City Council in 2024.
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SECTION 6
CHANGING
KITCHENER -FOR THE BETTER
PW L
M ARK Er
ih.1a.cFl
Section 6
CHANGING KITCH'ENER-FOR THE BETTER
Community engagement
The City of Kitchener and its people have never viewed change as a negative thing. We don't fear or
resist change, but rather, we embrace it. We are resilient and see change as an opportunity — for
growth, development, and prosperity. Change to us means a better city — a vibrant, innovative and
caring city, achieved through continuous progress.
The desire for change in our transportation network has been growing in our community. We are
ready to be leaders of change and we recognize that our strength comes from our willingness to adapt
- to continuously reimagine, rethink, and reshape how we do things. We are deliberate, strategic, and
forward thinking in our approach. Together, we confidently adapt to change, because we know we are
changing for the good.
Community engagement for Complete Streets was conducted by students in Wilfrid Laurier
University's CMEG 305 Community Engagement and SE 3306 Social Innovation in the City classes,
for the purpose of informing the city's development of Complete Streets. The students' full report is
available through city staff. A public comment period on the draft Complete Streets guidelines also
gathered important feedback.
Community engagement methodology
A variety of engagement tactics were conducted to reach a broad cross-section of our community and
hear from a variety of perspectives.
Engagement approach
Number of participants
Key stakeholder interviews
3
Online survey
230
Street team in-person surveys
56
Design charrettes
53
Total
339
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Engagement analysis
Stakeholder interview
In stakeholder interviews with a landscape architect, a PhD candidate who assisted the City of Ottawa
with a Complete Streets project and the owner/operator of a bike shop in downtown Kitchener, the
most common theme was the importance of designing streets to encourage alternative forms of
transportation, primarily walking and cycling.
(inline anci in-nPrson sijrvevs
Feedback on 10 Complete Streets principles proposed by city staff found:
• A majority of respondents indicated that the principles are understandable, will create a vibrant
community, and are a priority for them
• 13% of respondents found the principles too vague and hard to understand
In response to the question "what makes a great street?" responses found:
• 48% of respondents described streets that are safe and comfortable for walking and either
gave high priority to pedestrians or were closed to cars entirely
• Canadian examples included Queen St. (St. Mary's, Ontario), Main St., Hess Village
(Hamilton, Ontario), Yonge St., Bloor St. (Toronto, Ontario), Maisonneuve Blvd., (Montreal,
Quebec), Sparks St. (Ottawa, Ontario), King St. (Waterloo, Ontario)
• Kitchener examples included King St., Belmont Ave., Mill St., Greenbrook Dr., Ira Needles
Blvd., Fischer Hallman Rd., Manitou Dr.
• The identification of some major arterial roads that are primarily designed to move high
volumes of vehicles demonstrates that some members of the public put a high value on direct
and convenient automobile travel.
In response to a question about feeling unsafe on a street, common responses included:
• Close calls while riding bikes, walking at night, and in roundabouts.
• Intersections can feel dangerous to both cyclists and pedestrians
• Traffic speed was mentioned in 35% of responses.
• A commonly cited solution was separated bike lanes, not only to make streets safer and
encourage greater use by cyclists, but also to separate automobiles from cyclists and keep
traffic flow constant.
Survey respondents are most interested in these features when creating "streets as places:"
• Trees and greenery
• Public seating areas
• Wider sidewalks
SAFETY CHOICES SUSTAINABILITY
LE
Design Charrette:
The design charrettes were conducted with different groups of people at three locations: general
public (Joseph Street), Trinity Village Retirement Community (Connaught Street/Traynor Avenue),
and Wilson Avenue Public School (Wilson Avenue). Participants provided feedback via the complete
streets game (an activity which involved writing or drawing the mode of transportation participants
used to get to the charrette), the walk -about (where participants explored different areas of the street
and reflected on their experience with the street, its strengths, and where there is room for
improvement), and workshopping ideas (where participants voted for their most liked and most
disliked street features).
Participants shared their priorities for street design improvements.
Case Study 1: Joseph Street
- Pedestrian safety
- Pedestrian accessibility
- Street beautification
Case Study 2: Connaught Street and Traynor Avenue
- Trees and greenery
- Benches
- Wider sidewalks and lighting
- Separated bike lanes
Case Study 3: Wilson Ave
- Traffic calming
- Separated bike lanes
- Public seating and beautification
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Laurier students' recommendations
Based on community feedback, Laurier students recommend that the Complete Streets principles be
made more understandable by simplifying wording and eliminating redundancies or by including
comprehensive descriptions, and detailed visual aids. The recommendations for street design include
traffic calming, lower speed limits and adding features such as wider sidewalks, separated bike lanes,
trees and greenery, benches, and better lighting.
SAFETY CHOICES SUSTAINABILITY
Public comment period
A draft of these Complete Streets guidelines was posted for comment and discussion.
Engagement approach
Number of participants
Online survey
198
Open house at Breithaupt Centre
17
City advisory committees
50
Direct phone calls and emails
6
Total
271
Major themes from comments included:
• Support for improving accessibility for all abilities;
• Concerns about costs, especially related to wider sidewalks;
• Support for narrower vehicle lanes if it leads to reduced speeds. Concerns narrower vehicle
lanes may squeeze cyclists even more, cause congestion or reduce parking availability;
• Support for an emphasis on cycling infrastructure that is safe and comfortable for all ages and
abilities, especially children. The most common concern related to this item was that barriers
for separated bike lanes be full barriers and not just roll curbs.
• Strong affirmation for the cycle track placement of cycling infrastructure, supported by both
people who bike and those who drive;
• Support for more trees in the street right of way. However, a significant portion of respondents
did not want to see expanded tree capacity come at the expense of safe active transportation
facilities or street motor vehicle volume;
• A recognizable minority was not in support of the vision and proposed changes of Complete
Streets, identifying concerns related to motor vehicle safety, convenience and congestion;
• Questions about if and how active transportation can be supported during winter;
• Desire to see solutions implemented in the interim on streets with known safety concerns, and
not just wait many years or decades until reconstruction; and
• Encouragement to see Complete Streets implemented effectively and funded adequately.
Overall, through the online survey, 70% of respondents indicated they were happy with the direction
the city is taking, 15% were neutral and 15% were unhappy.
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People -friendly transportation
Our streets should be safe, connected, and inclusive — meaning that whether you're eight or you're
eighty, you can move through Kitchener by any form of transportation.
Kitchener's vision is to make every street in Kitchener safe, comfortable and convenient for all.
Together, we can make change — for the good.
MULTI -MODAL DESIGN FOR SAFETY
CONNECTIONS
VIBRANT PUBLIC SPACE
ADVANCE LOW IMPACT
SUSTAINABILITY DEVELOPMENT
ALL AGES AND
REDUCED ABILITIES
TURNING COMPLETE
RADIUS WIDER
ENHANCED STREETS SIDEWALKS
ACCESS TO
TRANSIT KITCHENER MORE TREES
SLOWER SAFE
VEHICLE PEDESTRIASTREETS FOR ALL CROSSINGN
SPEEDS
IMPROVE TRANSPORTATION CHOICES
UPGRADED BICYCLE DIRECT &
STANDARDS NARROWER CONNECTED ROUTES
VEHICLE LANES
SAFETY CHOICES SUSTAINABILITY
Glossary
Accessibility for Ontarians with Disabilities Act (AODA): Provincial legislation and associated
regulations that set requirements and provide standards for making the built environment accessible
to all Ontarians.
Active Transportation: All types of human -powered transportation, primarily including walking,
cycling, or using a wheelchair.
Asymmetrical crosswalk/crossride: A road crossing treatment that provides designated space for
pedestrians and cyclists side by side.
Autonomous vehicle: A vehicle that is capable of sensing its environment and moving with little or
no human input.
Bike sharing: A fleet of bikes available for public use with designated pick-up locations across the
city.
Bioswale: Bioswales are vegetated, shallow, landscaped depressions designed to capture, treat, and
infiltrate stormwater runoff as it moves downstream.
Boulevard: The space between the asphalt roadway and sidewalk.
Boulevard multi -use trails: A facility designated exclusively for pedestrians and cyclists to share
within the boulevard area of the right of way.
Buffer: A spatial or physical separation.
Catch Basin: A chamber that receives stormwater, traps sediment and channels stormwater into the
storm sewer via a pipe called a catch basin lead.
Climate action: Projects and programs that create greenhouse gas reductions.
Combined crosswalk/crossride: A road crossing treatment that provides designated space for
pedestrians and cyclists, with cyclists crossing on the outside of pedestrians.
Complete Street: A street designed to be safe and comfortable for all, regardless of age, ability or
mode of transportation.
Control vehicle: An occasional or infrequent user of a street, that is typically a larger size of vehicle.
Conventional transit: Typically a bus route with frequent stops.
Corner (Turning) radii/radius: The path of travel for motor vehicles dictated by the curb alignment.
Crossride: A part of the roadway specifically intended as a crossing for cyclists. This is indicated by
signs, pavement markings, and a traffic signal if the crossing is signalized. Cyclists do not need to
dismount to use this crossing.
Cross-section: A view of a street, typically including widths of various street features.
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Crosswalk: A part of the roadway specifi-cally intended as a crossing for pedestrians. This is
indicated by signs, pavement markings and a traffic signal if the crossing is signalized.
Cul-de-sac: A street closed at one end, typically with a turning circle.
Curb extensions: An extension of the sidewalk or curb line into the street.
Curb: The edge of the pavement that clearly defines the edge to vehicle operators.
Curbside management: Strategies to maximize the space and access providing by curbs, typically in
dense urban areas.
Curvilinear streets: Streets with frequent use of curves and cul-de-sacs.
Cycle tracks: A dedicated cycling facility located outside of the travelled portion of the roadway,
typically next to the sidewalk.
Cycling: The use of a bicycle to get around for transportation or recreation purposes.
Cycling facilities: Types of street design features that are intended for the use of people cycling.
Design speed: A selected speed used to determine the various geometric features of a street.
Design vehicle: The most common vehicle to be using the street.
E -bike: A bicycle with a battery powered pedal -assist that gives a boost to the cyclist while pedaling.
Edge zone: The curb and gutter next to the roadway.
Electric scooter: A battery -powered two wheeled vehicle for a single person.
Elephant's feet: A type of pavement marking to draw attention to cycling and trail crossings at
intersections and driveways.
Emergency access trails: A secondary access to streets with a single entry, for emergency vehicles.
Farside bus stop: A bus stop located past an intersection.
Flex bollard: A type of construction material anchored into pavement or curbs to guide motor vehicle
movement.
Floating bus stop: A sidewalk platform built between a bicycle facility and the roadway
Frontage zone: The part of the sidewalk adjacent to properties.
Green street: A type of street design that has a lower impact on the environment.
Intersections: The place where two streets intersect.
Level of service: A measure used to describe how well a street is functioning for particular types of
movement, typically using an A, B, C, D, E, F, scale.
Low impact development (LID): A design approach to manage stormwater runoff using green or
natural infrastructure.
SAFETY CHOICES SUSTAINABILITY
Maintenance Hole: A surface access point on the street or boulevard that connects to underground
utility for repair, inspection, and other maintenance operations.
Micromobility: Personal transportation devices that are built for one passenger at a time.
Midblock bus stop: A bus stop located between intersections.
Mixed crosswalk/crossride: A road crossing treatment that is a shared space between pedestrians
and cyclists.
Mobility: The ability to move between locations within a city.
Mobility hub: Centres designed to maximize connections in a transportation network and transitions
between different travel modes.
Motor vehicles: A vehicle powered by an internal combustion engine or electric battery.
Motorist: A person operating a motor vehicle.
Nearside bus stop: A bus stop located before an intersection
Neighbourhood bikeways: Streets designated as a cycling priority route on quiet, local streets that
can be enjoyed by all ages and abilities without designated space.
Painted bike lanes: A designated space on the roadway for exclusive use by cyclists, indicated by
paint.
Parking bay / parking lay-by: A designated area at the side of the road for the purpose of parking
motor vehicles.
Pavement marking: Painted designs applied to a street, trail or sidewalk to provide guidance on path
of travel and behavior, often combined with signs and traffic lights according to provincial and federal
guidance and legislation.
Pedestrian: A person moving from place to place, either by foot or by using an assistive mobility
device.
Pedestrian Crossovers: A type of road crossing that gives pedestrians the right of way, requiring
motorists to yield.
Pedestrian refuge islands: Raised medians in the centre of a roadway, allowing a pedestrian to
cross one direction of motor vehicle traffic at a time.
Pedestrian throughway zone: An unobstructed path of travel for pedetrians.
Pedestrian -oriented (Pedestrian -scale): A street that has been designed around the viewpoint and
needs of a pedestrian.
Placemaking: The process of creating vibrant public places for people to enjoy, with attention to local
context, history, culture and community engagement.
Posted speed: The speed limit that is posted on a street that all motorists are legally bound to follow.
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Public realm: The space around, between and within buildings that are publicly accessible, including
streets, squares, parks and open spaces
Queue jump lanes: Street lanes for the exclusive use of transit vehicles.
Raised crosswalks: An enhanced form of crosswalk through elevating the crossing.
Rapid transit: A form of transit that facilitates direct, high-speed movement, typically with low stop
frequency.
Right of way: Indicates who should go first in conflict situations between road users, often defined
legally through federal and provincial legislation.
Right of way: The area of land acquired for or devoted to the provision of a street, sidewalk and/or
accompanying amenities.
Roundabout: A circular intersection used as an alternative to signalized intersections.
Separated bike lanes: A designated space on the roadway for exclusive use by cyclists, including a
form of physical separation from motorized portion of the roadway, such as bollards, curbs, planter
boxes, raised medians or parking.
Separated cycling intersections: A designated space for cyclists facilitating intersection movement,
physically separated from motor vehicle traffic.
Sidewalks: A designated space for pedestrians.
Smart streets: Streets that incorporate data collection and technology to improve the user
experience.
Stormwater: The accumulation of rain water during and after a rainfall.
Stormwater management: Strategies to preserve and protect the environment and stormwater in an
urban environment.
Street classification: A category assigned to a street in order to clarify the street's intended role,
function and design in the transportation network.
Streetscape: The visual and felt environment of a street, as influenced by the natural and built
environment.
Tactile Walking Surface Indicator (TWSI): A metal plate that is integrated into the sidewalk and
includes miniature raised domes that are cane detectable for visually impaired pedestrians.
Target speed: The speed road designers intend for motor vehicles to drive at.
Temporary conditions: Disruptions to a street's usual function, most often caused by construction or
special events.
Traffic calming: A range of design strategies to manage vehicle speeds.
Traffic circle: A traffic calming feature to slow motor vehicles on a particular speed.
Traffic diversion: A range of design strategies to manage vehicle volumes.
SAFETY CHOICES SUSTAINABILITY
Traffic speed: The speed at which vehicles are travelling on a particular street.
Traffic Volume: The number of vehicles on a particular street.
Transit: The movement of people facilitated by publicly operated buses, trains or other forms of
transportation.
Transit Curb -out: A loading area designated for public transit that extends past parking lanes.
Two stage left turns: An intersection feature for cyclists to make a left turn one leg at a time, to avoid
merging into the left turn lanes for motor vehicle traffic.
Urban forestry: All trees on public and private lands within a city.
Wayfinding signs: Signs that provide direction and guidance to help people navigate through the
city.
Woonerf: A "living street" that uses a shared space environment to design the street to be a public
space for people's everyday use.
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2017 Report E.pdf. Accessed October 17, 2018.
Regional Municipality of Waterloo Transportation and Environmental Services Department. 2016
Collision Report; 2016. https://www.regionofwaterloo.ca/en/living-here/resources/Roads-and-
Traffic/Collision-Reporting/Annual-Collision-Report-2016.pdf. Accessed October 29, 2018.
Region of Waterloo. "Construction and Design Standards: Drawing 224." Kitchener, 2019.
https://www. regionofwaterloo.ca/en/doi ng-
business/resources/Documents/2019 Unit Price Contract -
Supplemental General Conditions Standard Specifications. Pd
Region of Waterloo. Context Sensitive Regional Transportation Corridor Design Guidelines. 2013.
Region of Waterloo. "Light Rail Transit Study — Safety Assessment of Pedestrian / Trail Crossings at
Borden Avenue." 2015.
Riveron, Natash. "The Best Complete Streets Policies of 2018." Washington DC: Smart Growth
America and National Complete Streets Coalition, 2018.
Sansone C, Sadowski J, Chriqui JF. "Public Health Engagement in Complete Streets Initiatives:
Examples and Lessons Learned." Chicago, IL: Institute for Health Research and Policy,
University of Illinois at Chicago. Available: https://go.uic.edu/CompleteStreetsPH. April 2019.
Schmitt, Angie. "Seattle Tosses Out Rulebook to Protect Pedestrians." Streetsblog USA, February 5,
2019. https://usa.streetsblog.org/2019/02/05/seattle-tosses-out-the-rulebook-to-protect-
pedestrians/.
Shade Working Group of Waterloo Region. "Shade Design Fact Sheet."
https://www.regionofwaterloo.ca/en/health-and-
well ness/resources/Documents/S hadeDesig n FS.pdf
Share the Road Coalition. "Ontario Bike Summit." Toronto, April 1, 2019.
SAFETY CHOICES SUSTAINABILITY
Seskin, Stefanie, Hanna Kite, Laura Searfoss. "Evaluating Complete Streets Projects: A guide for
practitioners." Washington DC: AARP, The National Complete Streets Coalition and Smart
Growth America, 2015.
The Centre for Active Transportation. "Complete Streets for Canada."
https://www.completestreetsforcanada.ca/
Toronto Centre for Active Transportation. Complete Streets by Design: Toronto streets redesigned for
all ages and abilities. 2012.
Transportation Association of Canada. Geometric Design Guide for Canadian Roads, 2017 Edition.
U.S. Department of Transportation Federal Highway Administration. "Achieving Multimodal Networks:
Applying Design Flexibility & Reducing Conflicts." 2016.
Whitfield, Kate, Kirk Paulsen, Laura Hagerman and Ezra Lipton. "CITE Complete Streets Workshop."
Ottawa: Institute of Transportation Engineers and Alta Planning + Consulting, October 23,
2018.
York Region. Shade: A Planning Guide. https://www. york.ca/wps/wcm/connect/yorkpublic/1 d88a347-
bbb4-41 ef-9173-9153cb658578/c5++shadebookletweb. pdf?MOD=AJPERES.
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COMPLETE STREETS KITCHENER
STREETS FOR ALL
MULTI -MODAL
CONNECTIONS
DESIGN FOR SAFETY
VIBRANT PUBLIC SPACE
ADVANCE LOW IMPACT
SUSTAINABILITY DEVELOPMENT
ALL AGES AND
REDUCED ABILITIES
TURNING COMPLETE
RADIUS WIDER
ENHANCED
STREETS SIDEWALKS
ACCESS TO
TRANSIT KITCHENER MORE TREES
SLOWER SAFE
VEHICLE STREETS FOR ALL CROSSING
PEDESTRIAN
SPEEDS
IMPROVE TRANSPORTATION CHOICES
UPGRADED BICYCLE DIRECT B
STANDARDS NARROWER CONNECTED ROUTES
VEHICLE LANES
SAFETY CHOICES SUSTAINABILITY
COMPLETE
STREETS
K ITCHENEf�
STREETS FOR ALL
Community edition
Design for safety
Improve transportation choices
Advance sustainability
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Section 1: Kitchener's vision for Complete Streets
A comprehensive Complete Streets approach uses every roadway (re)construction project as an
opportunity to improve the design and functionality of a street for all users.
Vision
Every street in Kitchener is safe, comfortable and convenient for all.
Desiq n coals
To achieve the vision, the city has three design goals for every street to prioritize: design for safety,
improve transportation choice and advance sustainability.
Design for safetj
Kitchener's streets will embrace designs that protect the most vulnerable
road users - pedestrians and cyclists.
Regardless of street classification, priority is given to the safety of pedestrians,
cyclists, public transit users and motorists, in this order.
Kitchener's streets emphasize slower speeds through street design that makes it
natural and intuitive for people to drive at safer speeds. This approach means
that Kitchener's streets will embrace designs that protect the most vulnerable road
users - pedestrians and cyclists.
if ipfuve LfatispuftaLlulli t: "UICLIS
Kitchener's streets will provide connected networks with direct routes to
major destinations for all modes of transportation.
Streets should be designed to make it possible for individuals to choose between
different forms of transportation, depending on their unique needs. Planning for
intermodal connectivity — meaning the ability to transition between different types
of travel within a single trip — makes walking, cycling and public transit even more
attractive and viable. Paying careful attention to the little details that can take away
the stress of traveling is key. In doing so, the city can maximize the comfort and
attractiveness of those travel options.
Auvant a sustainap my
Kitchener's streets will advance our economic and environmental
performance.
Vibrant and active streetscapes attract businesses, talent and investment through
lively shopping districts, stress -free commuting options and efficient movement of
goods and people. Complete streets make it easy for individuals to choose low
energy and low carbon modes of transportation; helping to address climate
change. Urban forestry and stormwater management can also be enhanced
through street design and contribute to the city's corporate environmental goals.
SAFETY CHOICES SUSTAINABILITY
Design principles
Complementing the design goals are several design principles that foster a holistic approach to street
design. Each principle acts as an important "lens" in which to view street design.
Foster a sense of place
Kitchener's streets are part of unique neighbourhoods with places to gather,
celebrate, and connect with neighbours. They often contain vibrant greenery, beautiful
art and practical amenities. Some streets can also be heritage landscapes.
Encourage social connections and equity
Kitchener's streets encourage people to connect and build relationships. Balanced
and well-designed streets can improve equity among all ages, gender identities,
abilities, ethnicities, incomes, sexual identities and underrepresented populations.
Promote healthy lifestyles
Kitchener's streets encourage physical activity, improve mental health, reduce stress,
protect air quality and provide more options to access nutritional, health and support
services.
nPIjvpr sprvicps
Kitchener's streets provide a connected corridor for service delivery. Streets ensure
that emergency vehicles are able to respond quickly, and support snow removal
activities, garbage collection and other municipal services. Streets contain the veins
and arteries of the city with services like hydro, stormwater, sanitation and water.
Plan for all seasons
Kitchener's streets support people in getting around by all forms of transportation
through all seasons. Designing with operational considerations in mind helps the city
meet or exceed legislated or mandated requirements for maintenance, through things
like understanding where snow can be stored, how maintenance vehicles can access
services and how seasonal maintenance can occur.
rrepari fur tempura7ry Gutiul un,
Kitchener's streets provide accommodations or signed detour routes that maintain a
high level of service for pedestrians, cyclists, transit users and motor vehicles during
temporary closures for construction or special events.
3
IF
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Section 2: Street Classifications
Every street can be a complete street, while maintaining or enhancing its unique character. There are
a variety of ways to make a street more complete, depending on the function and context.
The City of Kitchener's Official Plan maintains a hierarchy of streets to ensure the desired movement
of people and goods within and through the city.
Four types of streets make up Kitchener's street system: Local Streets, Minor Neighbourhood
Collector Streets, Major Community Collector Streets and Arterial Streets. Each street classification
has different functions and capacities, including types of active transportation facilities and expected
motor vehicle volumes and speeds. In addition, Scenic Heritage Roads, which possess unique
historical significance, are protected in accordance with the city's Official Plan and heritage
conservation policies.
An integral part of a transportation network is established through a working partnership with other
levels of government. The Region of Waterloo's street classification system facilitates movement
between municipalities and townships in Waterloo Region. Major highways are planned and
maintained by the Province of Ontario.
Streets perform both a mobility function and a place function. Depending on the local context, some
streets will prioritize moving people and goods while some will prioritize attracting people,
encouraging them to enjoy all that a street has to offer.
Note: All cross-sections are for illustrative purposes only. Exact conditions may vary depending on
street context and constraints.
SAFETY CHOICES SUSTAINABILITY
Local streets
Local Streets provide access to properties and are not intended to carry high volumes of
through motorized traffic.
Examples of local streets include Cotton Grass Street, Brock Street and Tanglewood Avenue. Local
streets are the most common form of street in Kitchener, making up 72% of the city's overall road
network. Local streets prioritize active neighbourhood life and social interactions between neighbours
going for walks, sitting on their front porch, or at a neighbourhood street party.
Preferred cross-section for local streets (18.0 m Right -of -Way)
0.3m 1.8,m 2,9m • - 79rn
0M
a
Pedestrian View
5
49m .9m • I& 0,3m
Cyclist and motorist view
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COMPLETE STREETS KITCHENER
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Minor neighbourhood collector streets
Minor neighbourhood collector streets prioritize active neighbourhood life, multi -modal
connections and facilitate movement within neighbourhoods.
Examples of minor collector streets include Driftwood Drive, Manchester Road and Bechtel Drive.
Minor collector streets connect local streets to higher order streets and primarily accommodate
residential land use. Commercial and retail land uses can be expected in proximity to significant
intersections. These streets may mark the entrance to a neighbourhood, with urban design features
that celebrate the neighbourhood's unique identity.
Preferred cross-section for minor collector streets «n nm POW)
4 • 18M 3.99 Zoo 3.9m 4.8m • -
0,31Ti 0,51x1 Urn 0,3rn
AW
Pedestrian view Cyclist and motorist view
SAFETY CHOICES SUSTAINABILITY
r
�e
f
Pedestrian view Cyclist and motorist view
SAFETY CHOICES SUSTAINABILITY
Major community collector streets
Major community collector streets balance the mobility of people between neighbourhoods
with land accesses.
Examples of major collector streets include Guelph Street, Westheights Drive, and Wilson Avenue.
These streets facilitate movement from local and minor collector streets to higher order streets while
providing a high-level of streetscape appeal for businesses, homes and other properties located along
the street.
Preferred cross-section for major collector streets (26.0 m ROW)
• Am • 1,0m • 4.0m • • 2,4m . Um Um,4,0m • 1,6m I& • •
0.4m 0,2m 0,5m 0,5m 0a2m 0.4m
Pedestrian and cyclist view Motorist view
i I . •
i'ia i
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Arterial streets
Arterial streets provide mobility for people and goods throughout the city while also providing
a positive image of the city and fostering economic development.
Examples of arterial streets include King Street, Strasburg Road and River Road. These streets carry
high volumes of all modes of movement, including pedestrians, cyclists, transit, motor vehicles and
freight vehicles. Arterial streets often provide the most direct and convenient access to major
destinations in the city, making it essential that all four travel modes are balanced effectively.
Preferred cross-section for main street scenarios (30.0 m ROW)
This cross-section is used in high density, pedestrian -oriented, commercial urban centres
1.8m -
0.3m
2,9m • 2.5m -1,Om-
0.5m
3,3m 3,Om • 3,3m 2,4m •10m► 2,5m . 2,9m Um
0,5m 0.3m
Pedestrian and cyclist view
SAFETY CHOICES SUSTAINABILITY
Motorist view
iA
Preferred cross-section for thoroughfare arterials (30.0 m ROW)
This cross-section is used in high density, mixed use corridors.
1.Bm 1.6m- 4.5m 2.4m • 3.3m 3.Om 3.3m 4.5m 1.6m -- 1.8m
0.4m 0.2m 0,5m •fl,5m 0.2m 0.4m
Pedestrian and cyclist view
Motorist view
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Section 3: Street design
Pedestrian design
IF
Walking and rolling is the most common form of transportation in Kitchener. Every trip — including
those involving cycling, transit or an automobile - begins and ends as a pedestrian.
Sidewalk zones
The pedestrian throughway is an unobstructed
path for pedestrian travel, a minimum of 1.8 m
wide.
Curb extensinns
Curb extensions, also known as bulb outs or
narrowings, extend the sidewalk or curb line
into the street, to shorten crossing distance
and calm traffic.
E
Pedestrian refuge islands
Pedestrian refuge islands, or medians, allow
pedestrians to cross in two stages, rather than
wait for gaps to clear in both directions.
I SAFETY CHOICES SUSTAINABILITY
Raised crosswalks
A raised crosswalk enhances a standard
crosswalk by adding additional height and
visibility of pedestrians.
PpdPStrn (rrnSnVrc (PO�S)
PXOs provide pedestrians with protected
crossing opportunities by requiring motorists to
yield to pedestrians within the crosswalk.
� Y "
Pedestrian amenities
Amenities can add significantly to a feeling of
safety on a street, as well as encourage longer
travel distances through rest areas and
interesting streetscapes. Examples include
pedestrian -scale lighting, benches, trees, art,
hanging baskets and patios.
Cycling design
Cycling is one of the most efficient forms of transportation. It can be significantly faster and cover
longer distances than walking, while still gaining health benefits of using human -powered travel.
Gyc ie rraCKS
Cycle tracks, also known as raised or
boulevard bike lanes or bike paths, are located
outside of the travelled portion of the roadway,
and include barrier curb separation.
Separated bike lanes
Separated bike 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.
Boulevard multi -use trails
A boulevard multi -use trail provides two-way
travel for both pedestrians and cyclists,
adjacent to the roadway in the boulevard.
Neighbourhood bikeways
Neighbourhood bikeways, also known bicycle
priority streets, are quiet, local streets that can
be enjoyed in a low -stress environment without
designated space.
Painted bike lanes
Painted bike lanes are a designated space for
exclusive use by cyclists. In most cases, a
painted bike lane does not provide a level of
comfort and safety to be appropriate for all
ages and abilities.
KF
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Transit lesion
Transit expands people's access to the places they need to go throughout the city and contributes to
an equitable, sustainable and efficient transportation network. Transit has the highest capacity for
moving people in a limited space, so more of the street can be dedicated to other uses. In Kitchener,
transit services are provided by Grand River Transit (GRT) and the Region of Waterloo.
ranslt iocationt
Bus stop locations are defined by their
relationship to intersecting streets. Generally,
there are three placement locations for stops:
nearside, farside, and midblock.
Frans t stops and amenities
Transit stops can be designed to improve
transit speeds and enhance the sustainability
and accessibility of the streetscape with green
infrastructure and well-designed public spaces.
transit curb -out
Transit "curb -outs" or "bus bulbs" provide a
loading area for the bus that extends past on -
street parking lanes. "Curb -outs" allow the
buses to board and alight passengers from the
travel lane, removing the requirement for the
bus to merge back into vehicle traffic, and
saving time for transit vehicles.
TRAFFIC FLOW—
ipm� 1
MW
BOULEVARD I r1 I uemnmson
S iDMALK
Image source: Grand River Transit. Bus Stop Zones
Guidelines, July 2001.
"Floating bus stoos"
A floating bus stop is a concrete platform built
between a cycling facility and the roadway.
Cyclists are directed behind the bus stop,
reducing or eliminating most conflicts between
SAFETY CHOICES SUSTAINABILITY
buses and cyclists. Floating bus stops also
benefit pedestrians, as the floating bus stop
doubles as a pedestrian refuge, which can
shorten crossing distances.
Image source: AC Transit. Multimodal Corridor
Guidelines. 2018.
Shared cycle track stop
A cycle track (or separated bike lane) runs
alongside the boarding area, rather than
running behind the boarding area. Cyclists can
ride through the boarding area when no transit
vehicles are present, but must yield the space
to boarding and alighting passengers when a
bus or streetcar light rail vehicle stops.
IF
Motor vehicle design
Motor vehicles provide movement of people and goods, facilitate emergency services and provide
maintenance services. Types of motor vehicles include personal vehicles, taxis, ridesharing and larger
classes of vehicles that deliver essential services to the community.
Vehicle lanes
Lane widths have an impact on driver behavior
and travel speed and must balance the safety
and comfort of all street users, by using the
narrowest lane width possible. For streets
servicing transit, the desired lane width is 3.3
m and should not exceed 3.5 m. For streets
without transit and little truck traffic, the desired
lane width is 3.0 m.
Emergency services
The space and operational needs of first
responders, such as fire, paramedics and
police, are important factors in the design of a
street. Fire trucks have the largest emergency
response vehicle.
Improving safety on city streets is a primary
goal of Complete Streets, reducing the number
and severity of collisions that require
emergency services. Collaborative efforts
between staff and emergency services are
essential in meeting mandated response times.
Streets and related utility services require
regular maintenance to function reliably and
efficiently. Roadway design must consider the
space and operational needs of snow plows,
graders, sweepers, leaf collection, utility trucks
and more.
Parking
Parking serves an important need for motorists
and persons with disabilities. Parking can be
provided on -street or in designated lots or
garages. Consideration needs to be given to
how the parking supply might encourage
greater automobile use.
13
Traffic calming
Traffic calming includes a range of strategies
to manage vehicle speeds and volumes.
-74' F
RAISED MEDIAN
FULL CLOSURE
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TRAFFIC CIRCLE
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RAISED CROSSWALK
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Image source: Brian Patterson and Sarah Freigang.
"Bike Facilities Design Workshop" (Waterloo:
Institute for Transportation Engineers and Urban
Systems), September 21, 2018.
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Intersection design
IF
Intersections provide transitions between different streets, allowing navigation through the street
network. They often serve as meeting places for neighbourhoods or the city as a whole and attract
commercial and cultural activity. Intersections are also the site of "conflicts" between travel modes as
each person navigates the intersection according to their own specific travel path. Providing effective
design guidance to navigate these conflicts is essential to improving road safety for all users. In
Kitchener, all signalized intersections are managed by the Region of Waterloo.
Desiqn vehicle and control vehicle
In the past, many streets and intersections
were designed to accommodate the largest
possible vehicle on the road. This often leads
to higher motor vehicle speeds of the most
common type of vehicle — passenger cars.
Today, focus has shifted to maximizing safety
for a wide variety of road users.
Combined cru6swalk/crussrid(
Pedestrians are intended to make use of the
central area, and cyclists use the outer parts.
Separated crosswalk/crossride
Appropriate for signalized intersections and all
way stops, especially where cycle tracks and
sidewalks are side by side.
SAFETY CHOICES SUSTAINABILITY
Corner radii
Larger radii are less safe for bicycles and
pedestrians because they allow for higher
vehicle speeds through the turn and result in
larger crossing distances. Streets should be
constructed with the smallest corner radii
possible, generally 6 — 8 m.
Senarated cunling intersections
Maintain comfort and safety for cyclists through
an intersection. Crossrides identify the path of
travel and corner safety islands provide a
physical barrier. For left turns, a cyclist
proceeds in two stages.
Image source: Massachusetts Department of
Transportation, Separated Bike Lane Planning and
Design Guide (Boston, 2015), 69
Sustainable infrastructure design
Sustainable infrastructure enhances environmental sustainability and helps the city reach its
sustainability goals and policies. The City of Kitchener aims to achieve a healthy and livable
community by proactively mitigating and adapting to climate change, conserving natural resources
and protecting air and water quality.
Comaie action
Design every street to maximize low -carbon
modes of travel. Reduce the heat island effect,
create carbon sinks and incentivize electric
vehicles.
O�
It's hard to imagine a vibrant, caring and
innovative city without picturing trees. Trees
are a key element of a living city and play a
role in filtering the air, enhancing public
spaces, providing shade on a sunny day and
creating habitat for birds and other creatures.
15
Low impact development
Kitchener's approach to stormwater
management focuses on runoff prevention,
preserves and acknowledges the benefits
provided by natural systems, recognizes
rainwater as a resource to be managed rather
than a waste and uses `green' stormwater
infrastructure approaches in combination with
conventional stormwater management
approaches to better and more efficiently
manage stormwater and improve the
environment.
It's hard to imagine a vibrant, caring and
innovative city without picturing trees. Trees
are a key element of a living city and play a
role in filtering the air, enhancing public
spaces, providing shade on a sunny day and
creating habitat for birds and other creatures.
15
Low impact development
Kitchener's approach to stormwater
management focuses on runoff prevention,
preserves and acknowledges the benefits
provided by natural systems, recognizes
rainwater as a resource to be managed rather
than a waste and uses `green' stormwater
infrastructure approaches in combination with
conventional stormwater management
approaches to better and more efficiently
manage stormwater and improve the
environment.
COMPLETE STREETS KITCHENER
STREETS FOR ALL
Section 4: Emerging trends
IF
A complete street is constantly evolving, with several new trends emerging.
Mobility hubs
Hubs are the points of connection in a city's
transportation network. Today, people are
frequently living multi -modal lives — meaning
they use a combination of walking, cycling,
transit and the automobile to get around.
Crosxing In
serve hokIs
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Image source: Kate Whitfield, Kirk Paulsen, Laura
Hagerman and Ezra Lipton, "CITE Complete
Streets Workshop" (Ottawa: Institute of
Transportation Engineers and Alta Planning +
Consulting, October 23, 2018), 20.
Curbside managemem
As cities grow and intensify, curbside areas
become highly contested, with many functions
desiring space and access to the curb.
Pedestrian functions, separated bike lanes,
micromobility and green infrastructure all
require curbside space, plus passenger cars,
delivery vehicles, and buses seek use of
limited curb space to access shops,
restaurants, housing, offices, and community
facilities.
I SAFETY CHOICES SUSTAINABILITY
Micromobility
Micromobility includes forms of personal
transportation that are built for one passenger
at a time. They may be entirely rider -powered
or have electric power sources, such as an
electric throttle or an electric -assist system.
The most common forms of micromobility used
today are the bicycle, e -bikes and e -scooters.
The adoption of micromobility is rapidly
growing with the entrance of privately operated
sharing companies.
Section 5: Making it happen
Kitchener's Complete Streets scorecard
A Complete Streets approach uses every street reconstruction project as an opportunity to make
improvements. A key tool to assist in applying Complete Streets principles to every project is the
Complete Streets scorecard. It will be used on every street reconstruction, early in the design stage.
The scorecard has several purposes:
• Encourage a culture shift in support of the Complete Streets vision
• Put a stronger emphasis on sustainable modes of transportation and other street uses
• Assist in prioritizing different street elements, especially when constraints require difficult
trade-offs
The scorecard will be used by several audiences.
Audience
How they'll use the tool
City staff
Compare "before and after" scenarios for various
(often project managers/project
street designs, in order to determine the best possible
teams)
design prior to reconstructing a street.
Corporate Leadership Team
Utilize a consistent benchmark to evaluate overall
progress towards the Complete Streets Vision.
City Council
Understand highest benefit streets to allocate funding
to, and communicate to constituents the benefits of
proposed street designs.
Residents
Understand why certain changes are proposed for
their street and the benefits it can bring to the
community.
How the scorecard works
The scorecard assists a project manager and project team in comparing before and after scenarios.
Step 1. Assess the current state
Step 2. Identify opportunities
Step 3. Complete interim design(s)
Step 4. Identify capital and operating costs of proposed designs
Step 5. Finalize design
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COMPLETE STREETS KITCHENER
STREETS FOR ALL
Implementation & evaluation plan
Realizing the Complete Streets vision will require strategic efforts on behalf of city staff, city council,
industry partners and the entire community. A detailed action plan will make the Complete Streets
vision a reality.
Alignment with city strategies
1. Coordinate with the Urban Design
Manual.
2. Update the Development Manual.
3. Conduct an Official Plan amendment
and integrate into Planning policies
and secondary plans.
Change iiidfidgement
4. Conduct annual staff training
sessions.
5. Establish a Complete Streets
corporate committee.
6. Review equipment requirements and
operational changes required to
maintain Complete Streets.
7. Integrate the scorecard analysis into
every street reconstruction design
process.
8. Review warrant requirements for
PXOs and signalized trail crossings.
9. Work with the Region and other
municipalities to develop "complete
level -of -service" measurements for
signal function and prioritization.
Corrrr! mity engagerrpnt
10. Develop and host community
engagement pop-up workshops.
SAFETY CHOICES SUSTAINABILITY
11. Work with residents to pilot a
woonerf.
12. Communicate the Complete Streets
vision during street reconstruction
public engagement.
Street design application
13. Develop a standard drawing for
raised pedestrian/cyclist crossings.
14. Integrate pedestrian and bike
facilities at bus stops.
15. Establish fund or mechanism to fill
network gaps caused by
construction limits.
16. Create a new Green Street cross-
section for environmentally sensitive
areas.
Data collection, monitoring and
evaluation
17. Expand use of active transportation
counting technologies.
18. Monitor maintenance and life -cycle
aspects of Complete Streets.
19. Prepare Complete Street reports.
20. Monitor progress, update the
document and return to City Council
in 2024.
IF
Section 6: Changing Kitchener —for the better
People -friendly transportation
Our streets should be safe, connected, and inclusive — meaning that whether you're eight or you're
eighty, you can move through Kitchener by foot or wheels. Kitchener's vision is to make every street
in Kitchener safe, comfortable and convenient for all. Together, we can make change — for the better.
Liability stateMe(TL
Kitchener's Complete Streets guidelines are based on recent experiences designing and constructing streets
and extensive consultation with city divisions, agencies, the public, councillors, industry and community
stakeholders, as well as best practices from local, provincial, national and international sources. It integrates
and builds upon the latest available city policies, standards and guidelines. It is consistent with other provincial,
federal and nongovernmental organizations, including the Ontario Traffic Council (OTC), Transportation
Association of Canada (TAC), Institute of Transportation Engineers (ITE), National Association of City
Transportation Officials (NACTO) and other sources. These guidelines also work within existing Provincial and
Federal legislation pertaining to street design and operations, such as the Ontario Highway Traffic Act and
Accessibility for Ontarians with Disabilities Act.
The Guidelines are based on the principle that all streets are different, and that no single design solution exists.
A street's design will be tailored for the particular needs and opportunities created by local context, existing and
future uses and users and dimensions of each street. Street design is an evolving practice. In the coming years,
design strategies used elsewhere, and technologies that do not yet readily exist in Kitchener, will affect how we
design our streets. Street designers should stay up-to-date on the latest best practices.
19
COMPLETE STREETS KITCHENER
STREETS FOR ALL
MuLri-Moony DESIGN FOR SAFETY
CONNECTIONS
VIBRANT PUBLIC SPACE
ADVANCE LOW IMPACT
SUSTAINABILITY DEVELOPMENT
ALL AGES AND
REDUCED ABILITIES
TURNING COMPLETE
RADIUS WIDER
ENHANCED
STREETS SIDEWALKS
ACCESS TO
TRANSIT KITCHENER MORE TREES
SLOWER SAFE
VEHICLE STREETS FOR ALL CROSSING PEDESTRIAN
SPEEDS
IMPROVE TRANSPORTATION CHOICES
UPGRADED BICYCLE DIRECT B
STANDARDS NARROWER CONNECTED ROUTES
VEHICLE LANES
SAFETY CHOICES SUSTAINABILITY
Complete Streets Guidelines
Peer Review
Report Prepared for the City of Kitchener
September 10, 2019
Submitted by The Centre for Active Transportation at Clean Air Partnership
the centre for the Air
active transportation Partnership
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Contents
Preface.................................................................................................................................. 3
Background....................................................................................................................................3
ProjectScope.................................................................................................................................3
Corporate Profile and Relevant Experience.....................................................................................4
1. Review of Kitcheners'relevant Complete Streets background policies ................................. 5
2. Analysis of Kitchener's Complete Streets policy based on ten elements of an ideal Complete
Streetspolicy......................................................................................................................... 6
3. Revew of Complete Streets Guidelines in Similar Cities ....................................................... 7
Selection criteria for similar sized cities...........................................................................................7
Similar Sized Cities Selected............................................................................................................8
ImplementationExamples..............................................................................................................9
BestPractice Review....................................................................................................................10
PedestrianCrossovers.........................................................................................................................................10
CurbRadii............................................................................................................................................................10
AccomondatingFire Trucks.................................................................................................................................11
4. Section -by -Section Review of Kitchener's draft Complete Streets Guidelines .....................
12
Section1: Vision............................................................................................................................................12
Section 2: Street Classifications................................................................................................................12
Section3: Street Design...............................................................................................................................12
Section4: Emerging Trends........................................................................................................................13
Section5: Making it Happen.......................................................................................................................13
Section 6: Changing Kitchener —for the better......................................................................................14
5. Analyze guidelines to identify potential gaps and areas of strength/weakness.................
14
Areasof Strength.........................................................................................................................14
Areasof weakness........................................................................................................................14
6. Recommendations...........................................................................................................
15
Appendix A: The Centre for Active Transportation Team Bios............................................... 16
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Preface
Background
The City of Kitchener's Integrated Transportation Master Plan: Transportation's Role in a Complete and
Healthy Kitchener (June 2013) makes frequent reference to Complete Streets, while also stressing the
need for a standalone Complete Streets policy. A Complete Streets approach accommodating all modes
and users is an integral part of the active transportation section of the TMP.
In the City of Kitchener's Official Plan: A Complete & Healthy Kitchener (approved by the Region of
Waterloo on November 19, 2014), a Complete Streets policy is included within the Parks Strategic Plan
and Leisure Facilities Master Plan and some additional direction is provided about creating safe streets
within the Integrated Transportation Systems section.
In 2019 the City of Kitchener strengthened its commitment to Complete Streets by developing a new set
of Complete Streets guidelines including an implementation plan for integrating the guidelines into the
City's corporate culture and (re)construction projects. A draft of the guidelines was provided to TCAT on
July 29, 2019. The final version is expected to be submitted for City Council approval on Oct 23, 2019.
The City of Kitchener commissioned TCAT to provide an objective, third party "peer review" of the draft
guidelines.
Project Scope
TCAT wi I I:
1. Review relevant Complete Streets background policies from the City of Kitchener
2. Analyze policies based on key themes (e.g. Elements of a Complete Streets policy)
3. Conduct a review of 2-3 Complete Streets guidelines to assemble examples of best practice and
areas of key concern. These guidelines could be a standalone document or incorporated into a
municipality's Official Plan or Transportation Master Plan. The goal will be that the selected
guidelines will have some or all of the following criteria present:
a. Are specifically referred to as "Complete Streets" guidelines (e.g. not more generically
"design guidelines", "urban design guidelines", etc.)
b. Canadian municipality
c. Mid-sized municipality of similar size (population up to 1 million) and similar climate
(e.g. winter) to Kitchener
d. Include specific guidance for areas of key concern (e.g. curb radii, PXOs, facilitating
emergency services, etc.)
e. Direct use of latest and best design criteria
f. Demonstrate good track record of implementation (e.g. specific Complete Street case
studies), ideally a city that has been using their guidelines for a minimum of 2-3 years
4. Review City of Kitchener's draft Complete Streets Guidelines
5. Analyze guidelines to identify potential gaps and areas of strength/weakness
6. Prepare short report summarizing key findings, providing recommendations for any changes in
policies and guidelines based on best practice review, and possibly providing an endorsement.
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Corporate Profile and Relevant Experience
Clean Air Partnership (CAP) is a registered charitable organization, established in 2000, with an
accomplished track record in working with partners to improve air quality, minimize greenhouse gas
emissions and reduce the impacts of air pollution and climate change to improve community health and
resiliency. Located in Toronto, CAP works with communities across Ontario and employs a range of tools
to achieve results, including research, participatory planning, policy initiatives and training events. Its
Clean Air Council is a network of 28 municipalities and health units that work collaboratively on the
development and implementation of clean air, climate change, sustainability and resilience actions.
The Centre for Active Transportation (TCAT) is a project of CAP, launched in 2006, with the core mission
of advancing knowledge and evidence to build support for safe and inclusive streets for walking and
cycling, as modes of transportation that contribute to clean air, vibrant cities and a healthy population.
TCAT is at the forefront of knowledge generation in active transportation and Complete Streets with a
highly -regarded track record of conducting leading-edge research and policy analysis. TCAT provides
professional services to municipalities to advance safe and active streets for all, through: 1) informed
decision making, 2) engaged communities, and 3) prepared professionals.
Since 2009, TCAT has played a Complete Streets leadership role in Canada to build momentum and focus
community and government interest in Complete Streets. In 2012, TCAT launched the Complete Streets
for Canada website which is a "go -to" hub for Complete Streets policy, design, case studies, and
research. The website (with a new and improved design launched in 2019) provides the necessary
knowledge base and policy framework for municipalities to move toward streets that provide equitable
access to all modes of travel. With the help of student interns and volunteers, TCAT continues to track,
document, and research Complete Streets policy and best practice across the country.
In addition to the website, TCAT has taken on a range of other Complete Streets projects:
• Between 2010 and 2015, TCAT hosted six international Complete Streets Forums, bringing
together Complete Streets experts and practitioners.
• In 2013, TCAT worked on a team commissioned by Toronto Public Health to identify and assess
published evidence for how specific street design choices influence health outcomes. This work
influenced the development of Toronto's Complete Streets Guidelines and TCAT Director Nancy
Smith Lea was on the City of Toronto's Complete Street Guidelines Stakeholder Advisory
Committee (2015-2016).
• TCAT led the development of a series of research publications about Complete Streets
including Complete Street Transformations (2016), Complete Streets Catalogue & Evaluation
Tool (2015), and Complete Streets by Design (2012).
• In 2015, TCAT was commissioned by the Grey Bruce Health Unit to develop a Complete Streets
Policy & Implementation Guide for Grey and Bruce Counties.
• In 2018, TCAT released the Complete Streets Game 2.0 (the beta version was released in 2013), a
fun, interactive capacity -building workshop tool that helps groups understand the size and scale
of different modes of transportation and work collaboratively to re -imagine their local street as a
Complete Street.
See team bios in Appendix A.
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1. Review of Kitcheners' relevant Complete Streets background
policies
The City of Kitchener has demonstrated an interest in Complete Streets policy dating back to 2013, as
follows:
1. The City's Transportation Master Plan (2013) "Integrated Transportation Master Plan:
Transportation's Role in a Complete and Healthy Kitchener" makes frequent reference to
Complete Streets, while also stressing the need for a standalone Complete Streets policy. The
TMP specifically recommends that a Complete Streets policy be developed and included within:
• a new sidewalk infilling policy "based on the principle of'Complete Streets"' in order to
ensure there are no gaps in the sidewalk network (1, 63)
• a revised Urban Structure Nodes and Corridors framework to "provide a balanced and safe
environment for drivers, pedestrians, cyclists and transit -users alike" (36)
• "the Official Plan, Zoning Bylaw and Development Manual to ensure there is clarity
regarding what the City requires in terms of transportation and circulation features as part
of development applications" (95)
2. The City's Official Plan (2014) "Official Plan: A Complete & Healthy Kitchener" includes a
Complete Streets policy embedded within the Parks Strategic Plan and Leisure Facilities Master
Plan: "The City will develop a system of Complete Streets, linked open spaces, multi -use
pathways and bikeways throughout the city relying heavily on the city's parklands,
watercourses, utility corridors, natural heritage areas and schools" (8-C.1.12). While Complete
Streets policy language is not included within other sections of the plan that apply more directly
to streets, some additional direction is provided in Section 13 "Integrated Transportation
Systems" about creating safe streets for all.
3. A Sidewalk Infill Policy (2015) requires sidewalks on both sides of the street, with warrant
criteria outlining when exceptions may be made. A Complete Streets rationale is provided for
the new policy within the staff report.
4. The City's draft Complete Streets Guidelines (2019) "Complete Streets Kitchener: Streets for All"
provides:
• a vision for Complete Streets in Kitchener
• a set of three design goals for every street to prioritize (design for safety, improve
transportation choice, advance sustainability)
• a set of six design principles (foster a sense of place, encourage social connections and
equity, promote healthy lifestyles, deliver services, plan for all seasons, prepare for
temporary conditions)
• existing policies that serve as key tools to implement Complete Streets (2014 Official
Plan, 2013 Transportation Master Plan, 2010 Cycling Master Plan, 2012 Multi -use
Pathways and Trails Master Plan, 2017 Pedestrian Charter, 2015 Sidewalk Infill Policy,
2016 Ontario Growth Plan)
• a set of standard and preferred alternative design objectives for Kitchener's four street
classification types (local, minor collector, major collector, arterial)
• a set of design objectives for 10 different function types (pedestrian, cycling, transit,
motor vehicle, intersection, streetscape, sustainable infrastructure, operations &
utilities, temporary conditions, smart streets)
• a set of design objectives on three emerging trends (mobility hubs, micromobility,
curbside management)
• a Complete Streets scorecard
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• an implementation plan
• results of a community engagement process (key stakeholder interviews, online survey,
street team in-person surveys, design charrettes) to get input into the development of
Complete Streets guidelines for Kitchener.
2. Analysis of Kitchener's Complete Streets policy based on ten
elements of an ideal Complete Streets policy
As noted above in Section 1, the City of Kitchener has several existing official documents that reference
Complete Streets and there are two related policies that have been adopted:
• The City's Official Plan (2014) incorporates Complete Streets policy direction in the Parks
Strategic Plan and Leisure Facilities Master Plan. However, as the policy is embedded within a
recreational context only, it is not directly applicable to transportation decisions about the
street network, which is the purpose of a Complete Streets policy.
• The Sidewalk Infill Policy (2015) is not a Complete Streets policy per se, but rather the impetus
for it was to incorporate a Complete Streets approach to provide a safer pedestrian
environment (aka the requiring of sidewalks on both sides of every street). By its nature, the
policy is specific only to pedestrian infrastructure, and as a result does not provide direction on
designing streets to be safer for everyone, as a Complete Streets policy does. Notably, though,
the sidewalk policy incorporates one of the ten ideal elements of a Complete Streets policy
which is to set out clear, accountable expectations pertaining to the granting of exceptions to
the policy.
The draft Complete Streets Kitchener guidelines (2019) is also not a Complete Streets policy per se, and
as noted "by itself does not guarantee the implementation of complete transportation networks."
However, the guidelines were developed in alignment with the ten elements of an ideal Complete
Streets policy as identified by the National Complete Streets Coalition:
1. Vision and intent: Complete Streets Kitchener contains a vision that "Every street in Kitchener is
safe, comfortable and convenient for all." It clearly indicates that every roadway reconstruction
is an opportunity to improve the design and functionality of a street for all users and contains
three design goals to prioritize to assist in prioritization: 1) design for safety, 2) improve
transportation choice, and 3) advance sustainability.
2. Diverse users: Prioritizing safety for the most vulnerable road users (pedestrians and cyclists) is
at the forefront of Complete Streets Kitchener, as is the importance of connected networks with
direct routes to major destinations for all modes of transportation.
3. Commitment in all projects and phases: The guidelines put an emphasis on roadway
reconstruction, whereas maintenance and ongoing projects are not highlighted.
4. Clear, accountable expectations: The guidelines provide a comprehensive and detailed
implementation and evaluation plan based on guidance from other cities and the National
Complete Streets Coalition. A list of 21 action items is included within five sub -categories: 1)
Alignment with city strategies, 2) Change management, 3) Community engagement, 4) Street
design applications, and 5) Data collection, monitoring and evaluation. However, the guidelines
do not include any direction regarding if and when exceptions to Complete Streets may occur, or
a process for how to handle those exceptions.
5. Jurisdiction: The guidelines address coordination between government departments,
specifically 1) collaboration between Transportation and Planning divisions on the Urban Design
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Manual, Official Plan amendment, and other planning policies and reviews, 2) the creation of a
corporate committee consisting of management from Development Services divisions and
external stakeholders to monitor the program, and 3) working with the Region and other
municipalities to develop "complete level -of -service" measurements for signal function and
prioritization.
6. Design: The street design section of the guidelines uses the latest and best design criteria and
guidelines for all modes (e.g. Book 18, NACTO, TAC). Instructions are provided for establishing
clear timelines for using the scorecard analysis so that upgrades are identified early in the design
process.
7. Land use and context sensitivity: The guidelines take into consideration the surrounding
community's current and expected land use and transportation needs by way of a
recommended update to the Development Manual and the Official Plan and integration with
the Master plan, subdivision, site plans, and secondary plans.
8. Performance measures: Monitoring and evaluation of the guidelines are proposed to be
conducted via an annual Complete Streets report using the scorecard, the collection of new
active transportation data using counting technologies, and an update to Council in 2024.
9. Project selection criteria: Specific criteria to encourage funding prioritization for Complete
Streets implementation is not included. However, the guidelines recommend that a fund be
established for active transportation connections that are considered out of scope for many
street reconstructions.
10. Implementation steps: The guidelines include a detailed implementation and evaluation plan
including 21 action items. However, while a report -back to Council is recommended within five
years (by 2024), no other timelines are currently provided. Timelines would be a helpful addition
to the implementation plan, as would a separate motion from Council directing staff to
incorporate the guidelines into any street reconstruction or new build.
3. Revew of Complete Streets Guidelines in Similar Cities
This section details TCAT's review process and outlines the selection criteria for similar cities, the step-
by-step selection methodlogy, and our findings for best practices in key areas of concern including
pedestrian crossings, curb radii, and accomondation of fire trucks.
Selection criteria for similar sized cities
Our team proposed the following selection criteria for conducting a peer review of 2-3 Complete Streets
guidelines to establish examples of best practice and areas of key concerns. These guidelines could be a
standalone document or incorporated into a municipality's Official Plan or Transportation Master Plan.
The goal was that the selected guidelines will have some or all of the following components:
• Are specifically referred to as "Complete Streets" guidelines (e.g. not more generically "design
guidelines", "urban design guidelines", etc.)
• Canadian municipality
• Mid-sized municipality of similar size (population under 250,000) and similar climate (e.g.
winter) to Kitchener
• Include specific guidance for areas of key concern (e.g. curb radii, PXOs, facilitating emergency
services, etc.)
• Direct use of latest and best design criteria
• Demonstrate good track record of implementation (e.g. specific Complete Street case studies)
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Our search methodology to identify 2-3 similar sized cities with Complete Streets guidelines was as
follows:
1. Consult wikipedia to compile list of Canadian cities and city regions with population between
100 000 - 400 000.1 19 cities found.
2. Eliminate cities whose the working language is French. 15 results remain.
3. Perform Google search: "Complete Streets (design / policy / guideline)". Of the 19 cities of
similar size to Kitchener in Canada, the search returned three results: London (2018), Saskatoon
(2017), Niagara Region (2017)
4. Search for implementation examples in each of the selected cities using results from the
Complete Streets for Canada database where possible. Examples of implementation can be
recently completed, approved, or ongoing projects that reflect guidance from their respective
design guidelines.
5. Search for whether specific areas of concern were addressed: pedestrian crossovers (PXOs), fire
trucks, and curb radii. Page numbers addressing key areas are referenced and summarized in
this report.
Similar Sized Cities Selected
Following the above methodlogy, the Complete Streets guidelines of three cities and regions are
included in our review:
1 https://en.wikipedia.org/wiki/List of the 100 largest population centres in Canada#Bv population rank
Acceesed 10 August 2019
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2016
City
Province
Population
London
Ontario
383,437
Victoria
British Columbia
335,696
Halifax
Nova Scotia
316,701
Oshawa
Ontario
308,875
Windsor
Ontario
287,069
Saskatoon
Saskatchewan
245,181
St. Catharines—Niagara Falls
Ontario
229,246
Regina
Saskatchewan
214,631
St. John's
Newfoundland and Labrador
178,427
Kelowna
British Columbia
151,957
Barrie
Ontario
145,614
Sherbrooke
Quebec
139,565
Guelph
Ontario
132,397
Abbotsford
British Columbia
121,279
Kingston
Ontario
117,660
Kanata
Ontario
117,304
Trois-Rivieres
Quebec
114,203
Moncton
New Brunswick
108,620
Chicoutimi—Jonquiere
Quebec
104,222
2. Eliminate cities whose the working language is French. 15 results remain.
3. Perform Google search: "Complete Streets (design / policy / guideline)". Of the 19 cities of
similar size to Kitchener in Canada, the search returned three results: London (2018), Saskatoon
(2017), Niagara Region (2017)
4. Search for implementation examples in each of the selected cities using results from the
Complete Streets for Canada database where possible. Examples of implementation can be
recently completed, approved, or ongoing projects that reflect guidance from their respective
design guidelines.
5. Search for whether specific areas of concern were addressed: pedestrian crossovers (PXOs), fire
trucks, and curb radii. Page numbers addressing key areas are referenced and summarized in
this report.
Similar Sized Cities Selected
Following the above methodlogy, the Complete Streets guidelines of three cities and regions are
included in our review:
1 https://en.wikipedia.org/wiki/List of the 100 largest population centres in Canada#Bv population rank
Acceesed 10 August 2019
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• Saskatoon
• London
• Niagara Region
In addition, this review also uses supporting sections on pedestrian crossings, fire trucks, curb radii from
a larger city that has specific guidance in these areas.
• Calgary
Implementation Examples
Below are selected examples where Complete Streets have been implemented in our selected similar
sized cities.
City
Description
Image
London
Snapshot of intersection along Colborne
Street. Pedestrian crossing clearly marked.
'
Flexi-post separate bike lane from traffic
and green paint continue through
intersection. Also note bike box on
Colborne St. Source: Google Street View
London
New installation of King Street cycle track
in London following completion of award-
winning Complete Streets guidelines.
Source: City of London
[[
TL
Niagara
Niagara Region is constructing a four metre
Region
wide asphalt multi -use path along the
south side of Sir Isaac Brock Way between
r;
Schmon Pkwy. and Hwy. 406 in the City of
Thorold and the City of St. Catharines.
Source: Niagara Region
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Saskatoon
Intersection of 3rd Ave. N. and 23 St. E.
displaying bicycle features. Green paint
indicates bike position in intersection and
bike box provided for two-stage left turn.
Source: Google Street View
. ii
ii
Best Practice Review
Pedestrian Crossovers
Highlights from Complete Streets Kitchener Guidelines
• Emphasizes the importance of short crossing distances
• Curb extensions to be used with crosswalks where possible
• Raised crosswalks recommended on certain street typologies
• Pedestrian refuge islands recommended at mid -block uncontrolled crossings
• Refers to OTM Book 15 for further guidance on Pedestrian Crossovers (PXOs)
Highlights from guidelines of similar sized cities
• City of London (88) gives option for PXO or pedestrian refuge islands for their Civic Boulevards
and Main Streets
• City of London (106) gives example of rapid flashing rectangular beacons
• City of London (30, 112) gives specific guidance for pedestrian and cyclist movements at PXO
near roundabouts
• Various design guidelines give direction on which street typologies are suitable for mid -block
crossings, and for minimum intersection spacing to warrant a mid -block crossing for each street
typology
Recommendations for Kitchener
PXOs may be more effective using a combination of pedestrian crossing features in conjunction
with PXO lighting and signage. Crossing features mentioned elsewhere in the report include:
short crossing distances, curb extensions, raised crosswalks, and refuge islands
The design guidelines should define where PXOs are to be used in terms of street typology and
intersection spacing
Protected bicycle infrastructure with sufficient buffer space can offer a waiting area for
pedestrians to negotiate with cyclists and motorists separately
Curb Radii
Highlights from Complete Streets Kitchener Guidelines
• Target curb radii provided for each street typology
• Freight and emergency vehicles considered for arterial streets, with guidance for different radii
depending on intersecting street typologies
• Gives guidance for curb radii when describing intersection design and extensively describes the
use of design vehicle and control vehicle
• Uses 6.0 m as preferred turning radii for most streets, and only larger as needed
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• Describes difference between corner radius and effective radius
Highlights from guidelines of similar sized cities
• City of London (104) recommends against right turn channels
• City of London (45, 50) suggests curb aprons can be used to provide extra space for the turning
sweep of larger vehicles
• City of London (46) states, "Determining a design and control vehicle should be based on the
street classification, place type, and observed counts of different vehicle classes"
• Niagara Region (70) states, "changes to curb radii should have a neutral impact on the operation
of cycling facilities"
• City of Saskatoon (70) states, "the actual curb radius design should be defined after considering
the effective curb radius"
• City of Calgary (79) provides lookup table of recommended turning radii in relation to different
street typologies
• The Complete Streets guidelines of similar sized cities do not provide ranges, lookup tables, or
formulas for curb radii
Recommendations for Kitchener
• Where appropriate, protected cycling infrastructure at intersections reduce the effective turning
radius compared to bike lanes. This can be integrated into future bicycle infrastructure designs.
• Truck aprons are mentioned once in the Kitchener document. May be effective to mention
throughout document if this point is important.
• Guidance may be needed in relation to right turn channels
• NACTO states, "While standard curb radii are 10-15 feet (3-4.5 metres), many cities use corner
radii as small as 2 feet (0.6 metres)."'
Accomondating Fire Trucks
Highlights from Complete Streets Kitchener Guidelines
• Fire truck dimensions given in draft guidelines alongside car, bus, and truck dimensions
• Makes the link between reducing collisions using Complete Streets design and reducing the
number and severity of collisions that emergency services have to respond to (48)
• Minimum 6.0 m clear width is needed to accommodate fire trucks on all city streets
• Fire trucks can serve as the control vehicle where using a smaller design vehicle is appropriate
Highlights from guidelines of similar sized cities
• City of London (44) points out that emergency vehicles can use bus -only lanes when needed
• City of London (89) states, "planted centre medians may be appropriate if they do not have an
undue negative impact on emergency services' response times or demand for left turns into /
from private property"
• City of London (94) states that for neighbourhood connectors, the needs of emergency vehicles
should be considered but also balanced against the benefits of managing motor vehicle speeds
and volumes in residential areas
• City of Calgary (10) states, "Emergency services, fire trucks to be accommodated on all street
classifications"
• City of Saskatoon (70) states, "The effective curb radius may be minimized by choosing the
z https:Hnacto.org/publication/urban-street-design-guide/intersection-design-elements/corner-radii/
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smallest design vehicle possible, allowing vehicles to cross-over beyond the nearest receiving
lane and permit emergency vehicles to utilize the full area of the intersection for making turns"
• Note: Fire departments in the City of Hamilton and City of Toronto have recognized that smaller
fire trucks better meet urban needs and are in the process of adding smaller fire trucks to their
fleet.'
Recommendations for Kitchener
• 6.0 m clear zone could be reduced if streets are one-way or if streets are designed with the
possibility that fire trucks may cross over to opposing lanes
• Bus -only lanes may benefit emergency response times
• On local streets, a trade-off will need to be made between emergency vehicle speeds and street
design, keeping in mind that slower speeds may reduce the number of collisions in the first
place.
4. Section -by -Section Review of Kitchener's draft Complete Streets
Guidelines
This section provides a chapter -by -chapter analysis of Kitchener's draft Complete Street Guidelines using
the similar cities as best practice references where applicable. Page references are provided matching
the July 15, 2019 draft version of the Kitchener Complete Streets Guidelines document.
Section 1: Vision
Complete Streets Kitchener contains a vision that "Every street in Kitchener is safe, comfortable and
convenient for all." It clearly indicates that every roadway reconstruction is an opportunity to improve
the design and functionality of a street for all users and contains three design goals to prioritize to assist
in prioritization: 1) design for safety, 2) improve transportation choice, and 3) advance sustainability.
Section 2: Street Classifications
The four -tier classification of streets is consistent with other Complete Streets guidelines in classifying
streets according to their "place" and "movement" functions. The woonerf alternative is innovative, and
here the 3D graphic is essential to communicating the pedestrian -centric design of the woonerf concept.
This section could benefit from:
• A visual introduction to the four street types, with a table or chart clearly stating the "place" and
"movement" functions that each typology satisfies. May be an addition to the table "summary
of street classifications" (19).
• Map of street classifications in the city, if readily available. See example City of Saskatoon (36)
• The pictures (to be added) should illustrate a variety of land -use environments within each
street typology. For example, "major community collectors" may struggle to serve their dual
function as connectors while providing access to shopping malls, gas stations, and residential
buildings. Pictures can illustrate various sub -environments.
• Consider: illustrating the land uses and travel modes that are targeted for each street type. See
example from City of Saskatoon (23)
Section 3: Street Design
Excellent demonstration of a user -centered approach to street design, and the illustrations of the
3 See City of Hamilton press release here and City of Toronto council minutes here
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"design user" is a key piece that makes this document stand apart from others.
• The "design user" can be referenced to justify the list of pedestrian zone enhancements that are
in the document. For example, pedestrian refuge islands can be seen as an extension of the
sidewalk, allowing the "design user" to negotiate one direction of traffic at a time, reducing
stress. Similar arguments can be made for PXOs, curb extensions, crosswalks, and others.
• Examples would be useful to illustrate how various treatments can be combined. For example,
raised crosswalk with PXO or cycle track clear zone combined with sidewalk clear zone.
• Ideally, all bicycle facilities should be designed to be low -stress, high quality routes that are safe
and comfortable for people of all ages and abilities, but different bicycle facilities can also be
categorized according to the "design user". For example, cycle tracks may be the least stressful
for slower cyclists and cargo bike users, whereas painted bike lanes accommodate faster travel
by more confident and vehicular cyclists.
• Transit facilities will benefit by designing in conjunction with pedestrian facilities. For example,
PXOs, refuge islands, and curb bump -outs will allow pedestrians to cross the street to catch
buses going the other way.
• The draft guidelines (46) states that, "vehicle lanes serve vehicular movement, including through
and turn movements". Note that cyclists are considered a vehicle under the Highway Traffic Act,
and as such vehicle lanes, regardless of whether or not there is separate bicycle infrastructure,
also serve cyclists.
• Parking on sidewalk level may enhance the streetscape, lending unused parking spaces to
pedestrian use as an extension of the sidewalk. Example: Bernard Ave in Kelowna, BC
Section 4: Emerging Trends
The emerging trends focuses on mobility hubs, micromobility, and curbside management. These trends
highlight important issues and pose open questions for cities as technology develops.
• Mobility hubs: Objectives 1 (minimize distance) & 3 (provide amenities) can be considered land -
use objectives that will require higher intensity land -use to achieve. Objectives 2 (reduce conflict
among travelers) & 4 (provide information) can also be considered as ways to improve travelers'
interaction with Kitchener's transportation system. "Conflict" in this case can also be framed as
"interactions".
• Micromobility: Bike -sharing systems (including e -bikes) are most effective when paired with
rapid transit with longer stop spacing to increase catchment area compared to walking. For a
compact city like Kitchener, micromobility options can be used for the entirety of commutes.
• Curbside management is an excellent opportunity to demonstrate that parking is often not the
most effective use of curbside space. Cycle tracks offer curbside access without creating
additional conflict between cyclists and drivers.
Section 5: Making it Happen
This section contains a five-step scorecard which is a useful tool for the project management team to
operationalize the principles within the guidelines and to evaluate the street before and after changes
have been made to improve the level of service for pedestrians, cyclists, and transit users. The scorecard
can place stronger emphasis on the placemaking function of local streets by making "what makes a
street recognizable, unique and enjoyable?" a mandatory scoring component.
This section also provides a comprehensive and detailed implementation and evaluation plan based on
guidance from the National Complete Streets Coalition. A list of 21 action items is included within five
sub -categories: 1) Alignment with city strategies, 2) Change management, 3) Community engagement,
4) Street design applications, and 5) Data collection, monitoring and evaluation.
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However, the guidelines do not include any direction regarding if and when exceptions to Complete
Streets may occur, or a process for how to handle those exceptions. Exceptions from similarly sized
cities are based on right-of-way constraints, and this guideline can include additional factors such as
street characteristics, funding, and community advisement. A report -back to Council is recommended
within five years (by 2024), but no other timelines are currently provided.
Section 6: Changing Kitchener — for the better
This section explains how community engagement has been performed for the current design manual,
which may be suited to an appendix. We recommend including process -focused guidelines in its place:
• A process guide for how the community should be consulted for specific Complete Streets
projects and timelines for this process
• A guide on how the community should be consulted about future updates to the Complete
Streets guidelines and timelines for this process
• Defining the objectives of community consultation in relation to Complete Streets design
5. Analyze guidelines to identify potential gaps and areas of
strength/weakness
Areas of Strength
• Inclusion of woonerf concept as a design alternative can be leveraged to enhance the character
and safety of residential areas with frequent pedestrian activity
• Simplified street typologies give clear direction to how existing and future streetscapes can be
enhanced according to the character of the built environment
• Sixty-four references from a diversity of local and international sources to support design
recommendations in this guideline
• Includes most elements of the ten elements of an ideal Complete Streets policy, especially
focusing on design best practices
• Presents comprehensive design guidance especially when compared to Complete Streets
guidelines of similar sized cities
• Innovative user -centered design approach mirrors the structure of well-known guidelines such
as the London Streetscape Guidance and CROW Design Manual for Bicycle Traffic
• Extensive and well-documented community engagement process with input from a diversity of
users
Areas of weakness
• For clearer communication, more graphics and visual examples can be given to support the
following elements: woonerfs and transit facilities
• Ambitious implementation plan includes a long list of specific items and short-term objectives,
though lacking timelines on when they will be accomplished
• Report back to council is recommended within five years, and this can be complemented by
recommending shorter -term, more specific implementation plans that are reviewed every year
to track progress and make adjustments as needed
• A map illustrating the location of current street typologies will highlight opportunities for
interventions based on the current layout of the city
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6. Recommendations
To promote futher development resulting in the implementation of Kitchener's Complete Street
Guidelines, we recommend the following steps to be taken:
1. Incorporate Complete Streets policy language into the next Official Plan update within the
sections of the plan that pertain most directly to streets and include direct references to this
design guideline where appropriate
2. Include Complete Streets policy language within the next Transportation Master Plan update
and include direct references to this design guideline where appropriate and to other applicable
policy documents (i.e. Official Plan)
3. Use every opportunity when a new plan or policy is being adopted to reinforce the City of
Kitchener's commitment to Complete Streets
4. Continue to foster collaboration between planning, design, and transportation staff, using
Complete Streets as a tool to improve both the transportation system and the quality of the
built environment
5. Incorporate timelines for the 21 action items within the implementation and evaluation plan
6. Consider including guidance within the implementation and evaluation plan regarding if and
when exceptions to Complete Streets may occur, and a process for how to handle these
exceptions.
7. On a five-year cycle, continue to review Kitchener's Complete Street Guidelines to include best
practices from national and international innovations in street design
8. Celebrate the completion of each Complete Streets project by clearly documenting and
highlighting the benefits to the community
9. Provide training opportunities for staff and contractors involved in street design and delivery
10. Seek Council support for incorporating the Complete Streets Kitchener guidelines, including the
implementation and evaluation plan, into any street reconstruction or new street build. Instilling
the Complete Streets Kitchener guidelines into daily practice is an opportunity to improve the
design and functionality of Kitchener's street network and to ensure that the needs and safety
of all road users are considered.
In conclusion, the City of Kitchener has demonstrated an interest in Complete Streets policy dating back
to 2013. In 2019 Kitchener strengthened its commitment to Complete Streets by developing a set of
Complete Streets guidelines and an implementation plan for integrating the guidelines into the City's
corporate culture and (re)construction projects. "Complete Streets Kitchener: Streets for all" is a well -
referenced and in-depth document that highlights how best practices in Complete Streets design can be
implemented in Kitchener. Kitchener's guidelines were developed in alignment with the ten elements of
an ideal Complete Streets policy as identified by the National Complete Streets Coalition, and use the
most recent and best design criteria for making streets safe, comfortable and convenient for all.
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Appendix A: The Centre for Active Transportation Team Bios
Nancy Smith Lea, MA
Nancy Smith Lea is the Director of TCAT. She has decades of project management experience and
specialized knowledge in applied research and policy analysis specific to Complete Streets, safe and
inclusive streets for walking and cycling. Nancy has published several articles and led numerous research
projects aimed at improving understanding and conditions for active transportation. In 2011, Nancy was
awarded the Toronto Foundation's Vital People grant for "Putting Active Transportation on the map". In
2016 she was featured in Spacing magazine as a "Safer Streets Crusader" and one of 12 extraordinary
women city builders. In 2018, she was featured in LocalLove.ca as one of eight top women change
makers in Toronto working hard to make the city a better place. Also in 2018, Nancy received a Wheels
of Change award presented to TCAT at the Ontario Bike Summit from the Share the Road Cycling
Coalition in the category of Community Collaboration for their important role in the success of the 2016-
17 Bloor Street Bike Lane Pilot Project. Nancy has led TCAT's Complete Streets work since 2009. She was
the conference director for six international Complete Streets Forums, held annually between 2000 and
2005, bringing together Complete Streets experts and practitioners. In 2013, Nancy worked on a team
commissioned by Toronto Public Health to identify and assess published evidence for how specific street
design choices influence health outcomes. This work influenced the development of Toronto's Complete
Street Guidelines. She was on the City of Toronto's Complete Streets Guidelines Stakeholder Advisory
Committee (2015-2016). Nancy has led the development of a series of publications about Complete
Streets including Complete Street Transformations (2016), Complete Streets Catalogue & Evaluation
Tool (2015), and Complete Streets by Design (2012). In 2015, she was commissioned by the Grey Bruce
Health Unit to develop a Complete Streets Policy & Implementation Guide for Grey and Bruce Counties.
In 2018 she led the development of the Complete Streets Game 2.0, an interactive tool to help
community members work together to redesign their streets. She is currently a collaborator on the
"Complete Streets in Chilean cities" research project (2018-2022). She is regularly invited to speak at
conferences and other public events about TCAT's Complete Streets work and has lectured at the
University of Toronto, Ryerson University and York University.
George Liu, MES PI., Ph.D. Candidate
George is a PhD researcher studying the design of cycle highways in the western European context
through the lens of user experience. He is cross -appointed at Eindhoven University of Technology and
University of Amsterdam as part of the The Netherlands Organisation for Scientific Research funded
Smart Cycling Futures project. Previously, he studied at the University of Toronto in Human Factors
Engineering and worked at U of T to analyze cycling patterns in suburban communities and evaluate the
effectiveness of cycling programs. George holds a Master in Environmental Studies (Planning) degree
from York University and an Honours Bachelor of Arts degree from University of Toronto. He is co-
organizer of the annual international Cycling Research Board conference and leads monthly bicycle
infrastructure learning tours in the Dutch city of Eindhoven. George offers expertise in:
• User -centered design of bicycle infrastructure
• Shared space traffic environments
• Application of Complete Streets, Vision Zero & Sustainable Safety principles
• Designing for e -bikes and micro electric vehicles
• Bicycle and pedestrian wayfinding
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Complete Streets:
Community
Engagement Report
April 2019
Wilfrid Laurier University
CM EG305/SE330B
By:
Morgan Gracey, Scott Hutter, Elie Jahshan, Jenna Maingot, Sabrina Moyer
Connor O'Brien, Kiera Quarrington, Tristan Stephen, Thurka Subendran
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Contents
Background........................................................................................................................................2
Summaryof Research...........................................................................................................................3
Complete Streets Approaches in Canadian Cities............................................................................4
ConsultationMethodology............................................................................................................................7
Engagement approach and participants............................................................................................7
Key -Stakeholder Interviews...............................................................................................................7
Online and In -Person Surveys...........................................................................................................8
DesignCharrettes............................................................................................................................10
ConsultationAnalysis...........................................................................................................................14
InterviewAnalysis............................................................................................................................14
SurveyAnalysis...............................................................................................................................14
Case Study Analysis of Design Charrettes....................................................................................................
23
CaseStudy 1: Joseph St.................................................................................................................23
Case Study 2: Connaught Street and Traynor Avenue...................................................................26
Case Study 3: Wilson Avenue.........................................................................................................28
Overall Complete Streets Recommendations................................................................................................
29
Improve Complete Streets Principles..............................................................................................29
Street Design Recommendations....................................................................................................29
Acknowledgements..................................................................................................................................
32
References...........................................................................................................................................33
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Background
In early 2019, the City of Kitchener partnered with Wilfrid Laurier University's CMEG 305
and SE 3306 classes to conduct community engagement on the topic of Complete Streets. This
report, prepared by Laurier students, provides a summary of research, engagement tactics,
analysis and recommendations for the city to consider in the creation of new Complete Streets
guidelines.
Complete Streets for Canada defines Complete Streets as "streets that are designed to
be safe for everyone: people who walk, cycle, take transit, or drive, and people of all ages and
abilities" (Complete Streets for Canada, 2019). Like most cities in Canada over the past several
decades, streets in Kitchener have been mostly built to prioritize motor vehicles. However, the
city is currently developing Complete Streets principles in order to begin working towards
redesigning streets to accommodate all users and provide transportation choices in a safe and
comfortable manner. The City has developed 10 principles to guide the designing process of
Complete Streets, which include:
• Prioritizing safety of vulnerable users
• Providing transportation choices
• Improving comfort
• Delivering services
• Fostering a sense of place and social connections
• Improving health
• Generating economic development
• Strengthening environmental sustainability
• Planning for all seasons
• Preparing for temporary conditions
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These principles summarize the goals of Complete Streets, however, it is unlikely that all
10 principles will be met equally. Thus, the priorities of the community and those who use the
street must be determined in order to create an effective street design.
With these 10 principles in mind, as well as the need to get community input, we, a group
from Laurier's Community Engagement class, carried out extensive primary and secondary
research to gather information about Complete Streets and the priorities and experiences of
Kitchener residents. Using what we learned we have come up with various proposals and
recommendations for how to effectively design streets in Kitchener with all users in mind. The
following report explores in detail our research and engagement process. Then, following an in-
depth analysis of the data collected we outline the various recommendations for designing
effective complete streets.
Summary of Research
The modern Complete Streets idea cannot be attributed to a single event or municipality.
Instead, it has been a philosophy that has evolved from communities of people who seek to
improve road safety for all users. In December 2003, the phrase "Complete Streets" was used for
the first time by the American Bikes and League of American Cyclists to describe inclusive
transportation planning for pedestrians, cyclists, public transit riders, motorists and other road
users (Dodson, Langston, Cardick, Johnson, Clayton & Brownson, 2014). Since 2003 the
movement has gained significant traction with approximately 1,400 policies implemented across
the United States that resemble some form of complete streets theory (Complete Streets for
Canada, 2019). The impact of the movement in Canadian cities is also growing with over 80 cities
taking a Complete Streets approach, and over 20 cities adopting formalized Complete Streets
guidelines or policies. Waterloo, London, Mississauga, Markham, Guelph, Ottawa, Montreal,
Vancouver, Toronto, Saanich and Edmonton are examples of communities that have done this
with varying degrees of success (Complete Streets for Canada, 2019).
Along with providing greater transportation choices, Complete Streets aims to create
public spaces that facilitate interaction and contribute to a community's social, civic and economic
life ("Streets as Places Toolkit", 2015). In order to create such streets as public spaces, planners
must consider transportation modes as well as other uses for streets such as sidewalk cafes,
street furniture, trees, utilities, and stormwater management (City of Toronto, 2019). In addition
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to creating public spaces where people spend time, Complete Streets also improve public health
by promoting physical activity and reducing traffic related injuries and contribute to the resilience
of a city to climate change by integrating green infrastructure (City of Toronto, 2019; Schneider,
2018). One of the most important aspects of creating an effective street is the process of
community engagement which allows people to express their priorities for street design (Dodson
et al., 2014).
Another important aspect of Complete Streets is that the performance of the street is
evaluated based on the availability of transportation options, economic impacts, sense of place,
safety, comfort and convenience. Also, it is important to take note of any lessons that are learned
in order to consider these in future projects (Smart Growth America, 2015; City of London, 2018).
Complete Streets Approaches in
Canadian Cities
Although the basic philosophy of Complete Streets is universal, each city develops its own
policies regarding street design based on the needs of the community. Various cities in Canada
have developed principles for designing Complete Streets, which often emphasize safety,
increase transportation choices, create a sense of place and ensure environmental sustainability.
London prioritizes pedestrians
In London, Ontario, key policy priorities for Complete Streets include prioritizing
pedestrians, considering all users and functions and engaging residents and stakeholders in the
design and decision-making process (City of London, 2018). The City of London has engaged in
a complete streets program to achieve four key objectives which include improving health and
activity levels, reducing traffic congestion, and supporting the character of London's
neighbourhoods (City of London, 2018). The City also outlines design guidelines and
considerations for each realm of the street. These considerations include the pedestrian realm,
cycling facilities, transit facilities, the motor vehicle realm, green infrastructure, and utilities and
municipal services (City of London, 2018). In general, the policies focus on the movement of
people rather than just the movement of vehicles as well as the importance of creating strong and
healthy neighbourhoods.
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Edmonton's equitable street use
Similarly, Edmonton, Alberta is another Canadian city that has adopted Complete Streets
policies and principles. Edmonton has principles that declare that streets must be of "equitable
use, flexible in use, simple and intuitive to use, as well as have perceptible information, tolerance
for error, [and] low physical effort" ("Complete Streets for Edmonton", n.d., p. 15). Additionally,
these principles include that Complete Streets accommodate to the needs of the present and
future, contribute to environmental sustainability and are vibrant and attractive in order to
contribute to improved quality of life. Edmonton also adopted a Vision Zero policy as a part of the
global initiative to eliminate serious injuries and fatalities due to traffic collisions ("Complete
Streets for Edmonton", n.d.).
Mount -Saint Hilaire transit hub
Additionally, Mount -Saint Hilaire, Quebec decided to build a residential development
around a train station that connects the community to Montreal (Transport Canada, 2012). As a
result, housing values in the area rose 30-40% and annual ridership at the previously unused train
station increased by almost 30,000 (Transport Canada, 2012). The idea of building around a
transit hub can be compared to Downtown Kitchener (DTK) as the city plans to implement their
new transit hub at King and Victoria. Much of the development on DTK streets are already more
complete than their prior versions, meaning they now have certain features and amenities that
cater to all transportation method types. As Kitchener continues to create economic opportunities
around the new transit hub, Mount -Saint Hilaire, Quebec will be an important model.
Saanich transit pass incentives
Another example that Kitchener can learn from is Saanich, British Columbia. The
municipality added complete street features to a heavy retail/condominium area to entice more
local commerce/street use (Transport Canada, 2012). The town also granted a 2 -year bus pass
to residents of certain condominium buildings during this period (Transport Canada, 2012). While
Kitchener looks to create a more complete downtown the idea of transit pass incentives could
create excitement around prioritizing public transit as their main method of transportation.
Markham pedestrian community
Markham, Ontario is also an example of a community that has implemented Complete
Streets. The city developed municipal guidelines to turn Markham Centre into a more walkable
community (Transport Canada, 2012). These developments included efficient street networks,
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better street landscaping, and connections to different trails/pathways in the area (Transport
Canada). As Downtown Kitchener plays host to many festivals throughout the year, it would be
wise to include streetscape changes that have the potential for connectivity with other streets. An
example is turning a small side street into a pedestrian only area where residents could flow freely
from businesses and more major roads without feeling unsafe.
Toronto Complete Streets Policy
Furthermore, in 2014, Toronto amended its official plan to include a Complete Streets
Policy based on a comprehensive review and public consultation. Sixteen new street types were
created and chosen based on the combination of the two fundamental roles that the street plays,
mobility and placemaking (Toronto Complete Streets Guidelines, 2017). According to Toronto's
Complete Streets Guidelines, it aims to: provide a clear street design process that enables
collaboration on city street projects; encourages every opportunity to apply city complete streets
guidelines, and to provide city and agency staff, consultants, private developers, and community
groups with information on how to design streets that meet city-wide objectives (Toronto Complete
Streets Guidelines, 2017). There are a number of obstacles that can impede accomplishing these
objectives, such as finding clarity in the guidelines so that staff can be trained properly in serving
modules and collecting data on all users and transportation modes on various streets.
Toronto plans to apply its Complete Streets guidelines through a number of project -based
approaches: major plans including transportation master plans and avenue studies; revitalization
and business improvement area projects; and finally though small-scale ventures such as new
bicycle or pedestrian lanes and more beautiful and accessible streetscapes. Toronto's Complete
Streets Guidelines aim to create streets for people, placemaking and prosperity. When
considering the prosperity objective, Toronto wants to implement infrastructure that can support
organic growth (Toronto Complete Streets Guidelines, 2017), which is an important form of
economic and social sustainability that is well documented in the urban planning realm
(Greenburg, 2012). For example, places such as College Street and John Street in Downtown
Toronto have seen economic influx by replacing vehicular lanes with patio seating and bike
parking (Complete Streets Overview, 2017). Toronto is emerging as a leader in the Complete
Streets movement and their understandable and effective guidelines can act as a model for
Kitchener's Complete Streets framework.
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Consultation Methodology
Engagement approach and participants
A variety of engagement tactics were conducted to reach a broad cross-section of our
community and hear from a variety of perspectives.
Engagement approach
Number of participants
Key Stakeholder Interviews
3
Online survey
230
Street team in person surveys
56
Design Charrettes
53
Total
339
Key -Stakeholder Interviews
Among the stakeholders interviewed were: a landscape architect and a PhD Candidate at
Wilfrid Laurier University who both assisted the City of Ottawa with a Complete Streets Project,
as well as the owner/operator of a bike shop in downtown Kitchener. Part of our process of
choosing our key stakeholders was looking into individuals that had significant experiencing
working with Complete Streets approaches, community engagement or conceptual design.
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Online and In -Person Surveys
Mi
SALE
Our consultation methodology consisted of creating a survey that was delivered to
Kitchener residents online and in-person. Both of these strategies used a combination of
questions that explored 10 pre -identified design principles, demographic information (i.e. age
group, area of residence), and specific questions about bettering streets in Kitchener. Our 10-
15 minute online surveys were posted on the Engage Kitchener website and used during our
in-person surveys, called street teams. The primary purpose of the survey was to help rank
the importance of various complete streets components.
The city's proposed Complete Streets principles were evaluated on the basis of
whether they were: clear and easy to understand, of high priority and positively contributed
to a vibrant community. For the street team surveys, we used feedback and answers from the
online survey to expand on questions that were close -ended, this time asking an open-ended
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question on the same topic to get more in-depth information. We then went out to various
locations in Kitchener to complete in-person surveys. The purpose of completing the street
team surveys was to consult the community on their experiences of different street types and
complete streets in general.
Street team locations were selected to hear from a variety of street users, modes of
transportation and geographic areas of the city. We conducted street team surveys at each the
following locations:
• Cafe O Steve Scherer Fairway Auto Mall
• Recycle Cycles Lions Arena Country Hills
• Iron Horse Trail Highland Hills GRT iXpress Stops
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Design Charrettes
Ap
We also used the design charrettes approach to conduct consultations and hear from
residents. We conducted design charrettes at three locations with three different streets of focus.
These streets were selected by the City of Kitchener in order to reach different demographics,
including children, older adults and the general public. With the exception of Joseph Street, these
streets are also up for reconstruction in the coming years, so there is an opportunity to apply what was
learned in the engagement to future road designs. The locations and streets of focus were the
following:
1. 44 Gaukel: Joseph Street
2. Trinity Village Care Centre: Connaught Street and Traynor Avenue
3. Wilson Avenue Public School: Wilson Avenue
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The design charrettes were split up into two or three sessions at each location with three
distinct sections: the complete streets game, the walk -about and "works hopping" ideas.
The Complete Streets Game
The first session began with an activity which involved writing or drawing the mode of
transportation participants used, to get to the charrette. We facilitated a 5 -minute discussion on
these answers to allow participants to reflect on their own travel habits. Then, splitting the
participants up into small groups we played the complete streets game and allowed each group
to build their own street according to different specific right of ways (ROW). The first 10 minutes
all groups built their own street with a 26m ROW. Then the groups were given the task of
designing a streetscape with a reduced ROW that was representative of the respective streets of
focus. The ROW given to the groups for the second round of the game ranged from 19m to 12m,
depending on the street. This approach allowed participants to visualize their preferences and
better understand space constraints.
The Walk -about
Following this was the walkabout portion of the charrette where we split the community
members into groups and explored different sections of the street. Participants observed the
street and reflected on their experience of it. Afterwards, participants were prompted to share their
opinions of the current state of streets, along with identifying the strengths and improvements.
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"Workshopping" Ideas
Finally, the last section of the design charrettes was used as a way to establish the community's
preferences (i.e. likes and dislikes) of specific design aspects. We did this by creating a
`dotmocracy' activity where we chose images that illustrated some of the ideas of the participants.
Four design principles that were distinguished as being of high priority among the 10. Participants
were prompted to identify using green stickers which amenity/feature they wanted to see more of
and marking with red stickers the amenity/feature they wanted to see less of. Some of the
Improvement ideas included:
• Prioritize safety of vulnerable users
• Traffic calming curb extensions
• Segregated bike lanes
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• Increased lighting
• Curb cutouts / Tactile Plates
• Voice activated crossing
• Provide transportation options
• Segregated bike lanes
• Maintain use of sharrows
• Improve connectivity to major destinations
• Increase parking supply
• Add cross rides
• Improve user comfort
• Places to rest — i.e Benches
• Wider sidewalks
• Bike benches
• More trees/increase shade
• Wayfinding signs
• Improve bus stops
• Foster a sense of place and social connections
• Add more greenery
• Woonerf ("Living Street" emphasizing shared space and pedestrian priority)
• Enhance Victoria Park & trailhead entrance features
• Increase public art
• Create things to do at key gathering places
• Painted games on sidewalks
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Consultation Analysis
Interview Analysis
It is important during the engagement and design process that there is a critical view of
previous and pre-existing designs and approaches. As well, consultation with various city groups
and community members is necessary to get information about the needs and experiences of all
people. One way to achieve effective engagement is by bringing research to the community,
asking people what they want to see and ensuring they feel heard.
We found common themes highlighting what was important to communities in each of the
interviews. Designing streets to encourage alternative forms of transportation was often
discussed. The bike shop owner described streets as being "car -centric" where cyclists and
pedestrians were "second-hand citizens to roads." A change of attitudes and "making it more
challenging to drive" were identified as key ways that streets can be improved to encourage
alternative transportation. As well, walking and cycling must be presented as legitimate forms of
transportation, by making them equally as comfortable and convenient as automobile use.
Overall, the interviews played a fundamental role in introducing effective processes for
carrying out complete streets projects with the community. The interviews also gave us sufficient
information about various concerns about alternative modes of transportation and how they can
be addressed.
Survey Analysis
There was a total of 286 survey respondents. The majority of survey participants were
aged 30 to 54, followed by participants in the age ranges of 55 to 64, 18 to 25, 65 and above, and
finally under 18. The majority of respondents, 158 of 286 in total, regularly use motor vehicles,
with walking being the second most common form of transportation. Only 25 participants use
public transit, and more people actively use bikes and walking as their main mode of
transportation over public transit.
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Survey results: age chart
Q18 'What i s your age?
asp (1 %,'
Question o phone
0 Under 18 la -29 la -29 0 5 0 55*
Oplk�naf quas6on (267 Tres, 19 sem)
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Survey results: transportation use chart
017 How often do you use each type of transportation?
36[1
S
27S
22
250
225
204
175
104
126
100
75
51l
25
Wal dng
CyClrn9
Pvhfia'tranaii (ma, ftn)
16
Ma1Cf WOMOO (Oiv npl
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Question apt ions
Nevar Rarely (a coaple times a ye,-.,,: Sometimes (a couple times a month) Oben (w k%y)
RegArly (daily)
OpEWMI gAstzrr (286 responses, 0 skipped
Survey results: distribution of survey participants by location
Distribution of Survey Participants by
Location
Complete Streets Principles
■ Other
■ Wards 1. 2
Wards 3, 4, 5, 6
Wards 9, 10
a Wards 7, 8
A majority of respondents indicated that the principles are understandable, will create a
vibrant community, and are a priority for them. However, 13% of survey participants said in the
comments that the Complete Streets principles are too vague and hard to understand. The
principles do not have any description of what they specifically aim to accomplish, nor is there
an explanation how the principles will actually affect the street. The principles are therefore
understandable, but do not provide enough information on what they aim to accomplish.
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The principles that were harder to understand generally received higher disagreement
from participants. Some principles were harder to understand than others, primarily Deliver
Services, Generating Economic Development, Improve Comfort and Improve Health. Deliver
Services was unclear for some participants. In Generating Economic Development, two
participants have related this to increased truck traffic, while one person said that it is redundant
because it is inevitable that economic development will increase when foot traffic and other
modes of active transportation are increased. Another participant said that this principle can be
approached to provide car users more priority. Improve Comfort is not specific enough, it can
mean many different things when considering street design, such as benches to even type of
material used on the ground. There are general clarification problems with Improve Health,
many participants commented that it can mean anything.
What Makes a Street Great?
Question 14 asked respondents to "Identify a street that works well." The most popular answer
related to the pedestrian realm, with 48% of respondents described streets that are safe and
comfortable for walking and either gave high priority to pedestrians or were closed to cars entirely.
Specific examples that were listed many foreign streets, many of which are located throughout
city centers in Europe, with King Street and Belmont Avenue being the most popular example in
Kitchener. Below is a list of streets within Canada and within Kitchener specifically that were
mentioned by participants in the Complete Streets Survey:
Canadian Streets
• Queen St. (St. Mary's, Ontario)
• Main St., Hess Village (Hamilton, Ontario)
• Yonge St., Bloor St (Toronto, Ontario)
• Maisonneuve Blvd., (Montreal, Quebec)
• Sparks St. (Ottawa, Ontario)
• King St. (Uptown Waterloo, Ontario)
Kitchener Streets
• King St.
• Belmont Ave.
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• Mill St.
• Greenbrook Dr.
• Ira Needles Blvd.
• Fischer Hallman Rd.
• Manitou Dr.
In general, streets that people identified as working well were pedestrian centric and
provided separated space to use alternative forms of transportation, especially walking or biking.
However, the identification of some major arterial roads that are primarily designed to move high
volumes of vehicles demonstrates that some members of the public put a high value on direct
and convenient automobile travel.
Safety and Accessibility
Question 13 on our survey asks "Please describe a time when you experienced or
witnessed a "close call", or felt unsafe or uncomfortable on a street in Kitchener. Why did you feel
this way? Did some aspect of the street design contribute to your negative experience?"
Major themes of this question included close calls while riding bikes, walking at night, and
in roundabouts. Many respondents highlighted times when they had nearly been struck while
riding their bicycle. It is repeatedly noted that people believe that others do not understand the
proper use of bike lanes from a driver's perspective. Cars tend to ignore the use of sharrows, and
dominate them with speed. As a result of the unconnected bike paths, and people afraid to use
the sharrows, cyclists are taking to the sidewalks. It was mentioned by a few people that as a
pedestrian, cyclists can be dangerous to someone using the sidewalk.
In addition to this, it was mentioned many times that intersections are dangerous to both
cyclists and pedestrians. One person mentioned that "Cycle tracks serve little purpose if the most
dangerous part of a journey (the intersection) is ignored" Walking at night also came up as a
concern, rather than a "close call". No one was actually hurt or injured, although they felt as if their
overall safety was at risk when outside in the evening. Some respondents suggested increased
lighting to ensure a greater `eyes on the street' feel. Roundabouts are also a theme of concern.
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Many respondents stated that there is a lack of yield to pedestrians from cars at the crosswalks
within the roundabouts. Motorists are aware of other cars, and often overlook pedestrians.
Additionally, safety in terms of speeding cars was a common theme throughout many
survey responses. Among survey responses, traffic speed was mentioned in 35% of responses,
often in the context where such speed resulted in respondents feeling unsafe on streets. The
following quotes from survey responses highlight how speeding traffic contributes to unsafe
streets:
'Drivers drive very fast, so 1 feel unsafe, the speed should be limited. '
"It's horrible cycling on wide streets, because the design encourages cars to exceed
speed limit. "
As well, some respondents stated that they like streets with slower traffic speeds and traffic
calming amenities. For instance one respondent stated,
"They were open to cars and small vans for deliveries to shops and for accessible
individuals, but through traffic was extremely limited, and speeds were low. "
Although much of the survey was focused around pedestrian/cyclist safety, some results
showed that respondents were concerned about the flow of traffic on city streets. Traffic flow and
overall efficiency of vehicular movement was mentioned by respondents 18 different times
throughout the survey, expressing the desire for streets that keep traffic moving at a steady pace.
A commonly cited solution was separated bike lanes, not only to make streets safer and
encourage greater use by cyclists, but also to separate automobiles from cyclists and keep traffic
flow constant.
Pedestrian Comfort and Enjoyment
The survey results highlight that pedestrian comfort on streets is a high priority for
Kitchener residents. For instance, 215 survey respondents stated that street amenities such as
trees and greenery would make them feel more comfortable and spend more time on streets. As
well, many people want to see public seating (180 respondents) and wider sidewalks (164
respondents) along their streets. Other options some respondents mentioned included
pedestrian -only roads and better lighting. These amenities and aspects of a street would entice
them to spend time on a street rather than to just use the street to travel from point A to point B.
The amenities mentioned above contribute to a sense of place on the street. Finally, some
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interesting outliers mentioned include having garbage cans, wifi and washrooms to improve
street use and pedestrian comfort. In general, most survey respondents emphasized that they
want streets that prioritize pedestrians over motor vehicles. When commenting about safety
amenities that would make them spend more time on a street, respondents said:
"Narrowed lanes to naturally encourage slower vehicle speeds would make streets
more comfortable to be on. Trying to spend time beside a wide road with fast moving
vehicles (regardless of posted speed limit) is less than desirable
"streets where motor vehicles are not permitted are more comfortable to spend time
on. "
"1 really like the prioritizing of road users starting with pedestrians first and motor
vehicles last. "
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Streets as places
014 Some streets are designed to move people from point A to point B, while other streets
are designed as a public space that encourages people to enjoy the space. What street
amenities would make you want to spend more time on Kitchener's streets
250
225
2no
175
147
180
215
164
154 W M 132 ■ ■ 134
125
1 ty7
100
75
48
so
25
71
151
39
Question options
# Public art Wayfinding signs to major destinations or transit slations 0 9icycle fix -1t stations
;s Safe places to lock your hike iftli Public seating areas (street benches, picnic tables, etc.) ! Mini-parkettes
Trees and greenery i Wider sidewalks $ interesting storefronts * Restaurant patios • Street parties and events
Oher
Optfonalefyesteon (266 responses, 20 snipped)
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Case Study Analysis of
Design Charrettes
Case Study 1: Joseph St.
..
Our design charrette at 44 Gaukel Street provided an opportunity for community
members to give their opinions on a case study, in this case, possible future transformations of
Joseph St. Our team's main focus during this process was Joseph's strengths and weaknesses
as identified by the 15 community members present.
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Pedestrian Safety
As far as safety was concerned, most people identified Joseph as a safe street with few
concerns about using it, even at night. The only concern that was discussed regarding safety was
at the section of Joseph west of Victoria where the Region plans to connect the Iron Horse Trail
to the site of the new transit hub at King and Victoria. The area is quite secluded and community
members rose concerns about the safety of using such a trail at night. The main suggestion that
participants gave in fixing this issue was for the city to put an emphasis on redevelopment
opportunities to bring more people to the space, as well as great lighting in the area during future
changes. Another potential solution that was discussed was implementing (an) `emergency help'
button(s) along the trail, however this was debated among community members for fear of slow
response times and misuse of the service.
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Pedestrian Accessibility
Accessibility on Joseph street was found to be fairly good by community members on the
walk about. Many felt able to walk the street with moderately sized sidewalks on both sides. The
only part of Joseph that raised any sort of concern over accessibility was again the dead end
portion west of Victoria. Due to the street's small ROW in this section of Joseph (11 m) the options
for pedestrian accessibility are limited.
The current streetscape includes a fairly narrow stretch with no sidewalks for pedestrians.
The participants that saw this portion of Joseph on the walk about discussed at length the idea of
trying to make the area more pedestrian friendly. With plans for the multi -use pathway coming
through the area in the near future one of the ideas discussed by community members was to
make this stretch of Joseph pedestrian/cyclist only. What was agreed upon was that this section
of Joseph St. needed a great deal of work to become more accessible for pedestrians and cyclists.
During the dotmocracy activity, maps were included to allow for people to express which
elements should be placed in areas along Joseph Street. Items that were mentioned included the
implementation of trees on one side of the street and more wayfinding signs along both Water St.
and Joseph St. for connectivity to the Iron Horse Trail. It was also mentioned that if there was
one larger sidewalk along the south side of Joseph, a greater sense of place would be introduced
as the park would be more accessible and become a more meaningful place to community
members.
Street Beautification
The feedback we received on the beautification of Joseph St. was not as extensive as
feedback regarding safety and accessibility but there were some comments on improving the
number of trees and plants. During the dotmocracy activity all participants enjoyed the idea of
trees, however they thought that the use of greenery should remain on Joseph's south side to
better blend the streetscape into the park. Some of the red dots, indicating negative feelings,
showed that the city should not implement more parking within Downtown Kitchener as it would
only increase the number of people that drive within the city. Other opinions noted that
participants did not like the idea of using a road for activities like yoga because the space is too
temporary. The introduction of benches closer to the Tannery was another suggestion that could
create a sense of place within the downtown. It was also mentioned that the introduction of a
woonerf would greatly increase the use of Joseph St. between the new Iron Horse Trail connection
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and Victoria St. A woonerf is a "living street" that prioritizes pedestrians and where devices to
slow traffic such as shared space, traffic calming, and low speed limits have been installed (Giallo,
2013). This would be a space mostly for pedestrians and could create a more welcoming
environment. It was noted during the charrette, that participants were already using the space as
a pedestrian only zone by walking in the middle of the street. It is not a street that is heavily used
for mother vehicles, and would be great space for a woonerf.
Overall much of Joseph St. was found to be accessible and safe by community members
at our first design charrette meeting. The main stretch that was identified as needing work in both
safety and accessibility categories was the dead end section of Joseph west of Victoria.
Case Study 2: Connaught Street and
Traynor Avenue
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Currently, both Connaught and Traynor have a 19m Right of Way. There is one bus stop
on the streets as well as an elementary school, church and park entrance. The residents of Trinity
Village Care Center use the streets to access Fairview Mall and as an opportunity for exercise.
The street has no bike lanes, no tactile plates, and crosswalks that are not well marked. There is
a sidewalk on both sides of the road and trees and greenery on the street. After our design
charrette with residents of the Care Center these were the main recommendations they had.
Trees and Greenery
During the design charrettes participants often prioritized greenery and trees along the
streets. They identified the trees currently on the street as a clear strength that should be kept.
As well, they wanted to see greenery and trees on the street as a spot for shade where they can
rest and as a separation between the street and sidewalks. Participants also expressed clear fear
of cyclists, both as pedestrians and drivers. One participant described how she is always afraid
of not hearing or seeing cyclists coming up behind her while walking and driving. As a result, when
given the option they wanted wider and segregated bike lanes. However, when choosing between
bike lanes and parking, all the participants expressed that street parking was more important and
useful for them.
Benches
Many of the participants expressed a need for benches along the streets, so that they
could spend more time outside walking as they would have a spot to rest if they got tired. Most of
the participants expressed that they often used the sidewalks for exercise and socialization and
adding in benches would entice them to use the street more often.
Wider Sidewalks and lighting
Smooth and wide sidewalks are especially important for the participants because they
identified that having wide and even sidewalks make them more accessible, especially for those
with walkers or in wheelchairs. Good lighting along the street was also highlighted by the group
as being essential for making a street where they would feel safe. The participants liked the
neighbourhood little library idea, however, they stated that street art and painted crosswalks could
be distracting and they preferred clear white lines for crosswalks. In general, the participants
wanted to see more pedestrian friendly amenities on the street, but still highlighted the importance
of driving on the street to get to farther locations. Accessible streets and feeling safe walking and
driving on the street were most important for all of the participants.
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Separated Bike Lanes
The final request the participants had for creating a street that felt safe and accessible
was to create separated bike lanes from the sidewalk and street. They expressed a concern for
safety when bikers sped past them on sidewalk or road to close then they were driving. Having
separated bike lanes they said would encourage they to use the sidewalk without fearing being
hit from behind or knocked off balance.
Case Study 3: Wilson Avenue
The final set of design charrettes were conducted with students in a grade 5/6 class at
Wilson Avenue Public School in order to gain insight about the students' priorities and
experiences on Wilson Avenue. Currently Wilson Ave. has a 19m Right of Way and is frequently
used by cars to access the community center, school, park and surrounding neighbourhood.
There is also on street parking, bike lanes and 3 bus stops along the span of the street that we
focused on. There are sidewalks on both sides of the street, however they end abruptly on one
side. The main priority for the students was safety when walking, riding a bike or playing as well
as having art and greenery along the street and garbage bins to decrease litter. During the design
charrette sessions the students expressed that they wanted more trees and greenery on the street
to make it look nicer and more inviting. They also stated that trees and greenery would provide
more shade on the street during the summer. The students also continuously pointed out that the
sidewalks were too small and wanted wider and smoother sidewalks.
Traffic calming
The students described wanting amenities that would make cars go slower so that they
would feel safer walking or riding their bikes on the street. Some ideas they came up with were
speed bumps or traffic lights. The painted crosswalks the students helped install was very
important to the students and they would like to see it redone when Wilson Avenue is
reconstructed.
Separated bike lanes
The students expressed that separated or protected bike lanes would also help them feel
safer when riding their bikes to school or to the park. Biking to school and around the
neighbourhood was something that many of the students did. However, many felt unsafe biking
on Wilson Avenue due to cars parked on the bike lanes and speeding cars on the road. Many
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students described times they had close calls or felt unsafe because they were riding their bike
and a car got too close.
Public Seating and Beautification
The students also mentioned that having benches at the bus stops and having benches
with places to leave your bike would be very helpful for them. During the walk -about many also
pointed out the garbage along the street and wanted to see garbage, recycling and compost bins
along the street and especially in the park.
Overall Complete Streets
Recommendations
Improve Complete Streets Principles
Based on analysis of survey results and case -studies, we recommend that the City of
Kitchener improve the Complete Streets principles. The major problems with the current principles
are understandability and specificity. Principles can become easier to understand by providing
comprehensive descriptions of what they exactly aim to achieve, or by using more informative
language accompanied by visual aids. They can also become more understandable by simplifying
wording or removing overlapping principles. Toronto's "People, placemaking, and prosperity" are
an example of understandable and short principles that can be further broken down into a number
of other principles. Therefore, Kitchener can enhance their Complete Streets principles by either
providing more informative descriptions of each principle, or by removing or simplifying principles.
Street Design Recommendations
Wider Sidewalks
Streets that prioritize pedestrians was a common request consistent across all
engagement methods. Wider sidewalks allow for a more natural flow of pedestrians and make
navigation by individuals in a wheelchair or with a stroller more manageable.
Research suggests that to accommodate all users, sidewalks must be 1.8 meters wide
(Cummins, 2018). Extra room on sidewalks has also been proven to increase economic value of
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a neighbourhood as pedestrian friendly areas as people are willing to pay more for walkable
neighbourhoods (Eyler, Brownson, Bacak, & Housemann, 2003). Another benefit was a decrease
in crime rate as the more walkable a neighbourhood is the more people are out which means
more surveillance over the neighbourhood (Eyler, Brownson, Bacak, & Housemann, 2003).
Walking is one of the easiest ways to get the recommended amount of daily physical exercise,
which improves physical and mental well-being (US Department of Transportation, 2013).
Separated bike lanes
Cyclist and pedestrian safety is a common concern among many people due to a lack of
bike infrastructure, inconsistent bike infrastructure or inadequate bike lanes. We recommend that
separated bike lanes are implemented on streets wherever possible to ensure the safety of
cyclists and pedestrians and improve the flow of traffic on streets. Separated bike lanes would
increase the safety for bikers, pedestrians and motorists. It would increase connectivity in the city
and encourage more people to bike as a way to gain physical activity.
Studies have also shown that bike lanes have wide individual and community benefits
The first and main reason for separated bike lanes is to protect bike users and reduce collisions.
A recent study shows that separated bike lanes increase safety and reduce injuries by 89% (Cast,
2018). The second reason to implement separated bike lanes is to increase the safety and
walkability of the street for pedestrians. Separated bike lanes discourage bikers from using
sidewalks.
Additionally, bike lanes encourage more biking throughout the city and biking in downtown
increases storefront shopping because it is much easier for people to stop in to a store when they
are on their bike versus driving a car. The final reason for adding separated bike lanes is that it
promotes biking as a safe mode of transportation. If people feel that biking is a safe option for
themselves or their family, they may choose it over driving. Bike lanes therefore increase the
health of the community and diversifies the transportation options.
Traffic Calming and Slower Speeds
We recommend that the city continues to implement traffic calming and slower speeds on
streets. These improvements will help address the safety concerns due to speeding cars that was
expressed on multiple occasions throughout our engagement.
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Greenery
Having street trees will increase safety by acting as a barrier between cars and the
sidewalk, contribute to improved aesthetics of the street and will have various individual and
community benefits. Trees also add property value, increase a community's sense of place and
encourage people, especially the elderly population, to walk.
Furthermore, according to The Heart Foundation, street greenery can,
• Create a safety barrier between pedestrian and cars
• Reduce the temperature in its shade by up to 10 degrees
• Increase nearby property value by up to 30%
• Promote a communities physical, psychological, cognitive and social health.
The Heart Foundation also estimates that trees increase property value by $3.81 per 1$
spent (Street trees and planting, n.d.). Research also shows that street trees contribute the health
and longevity of older age groups because they encourage strolling outside and provide spots of
shade for them to rest (Dover, 2015).
The City of Toronto has developed a green streets initiative to add more trees, green walls
and greenery to their streetscapes. This was done because it mitigates the urban heat island
effect, manages stormwater runoff and enhances water quality, and increases air quality (Green
Streets, n.d.).
Street Benches & Lighting
Implementing benches and seating along streets in Kitchener was identified as an
important amenity for the community. Residents clearly stated that benches at bus stops were
especially important to increase comfort and make them more likely to use public transportation.
Benches and seating along a street have important community and individual benefits.
Benches allow people to find a sense of belonging, which is linked to higher life satisfaction and
can have a positive effect on health and wellbeing (Radhika & Rishbeth, 2015). Public benches
also allow people to participate in society, which is especially important for those at the margins
of society (Radhika & Rishbeth, 2015). Research shows that benches encourage local walking
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and allow people to spend longer outside, which improves physical and mental health and is
especially important for older people and people with disabilities (Radhika & Rishbeth, 2015). As
well, benches are an important social resource as they are free and flexible places to spend time
and are good for socialization (Radhika & Rishbeth, 2015). Putting benches along Kitchener's
streets would encourage greater use of the street for pedestrians, encourage physical activity and
help create a sense of place and belonging in the neighbourhood.
We also recommend that lighting is improved on streets to help with feelings of safety on
the street and attract more people to use streets at night. Lighting was a common topic discussed
in both the survey responses and the design charrettes.
Acknowledgements
Thank you to the City of Kitchener for partnering with the CMEG-305 and SE330 at Wilfrid
Laurier University and providing our teams with the unique opportunity to engage and make a
difference within our local community. We have gained invaluable experience and knowledge
through this process and have enjoyed working collaboratively on this project throughout the
semester. We hope the insights and research included in this report is useful in implementing
more complete streets within the City of Kitchener and look forward to seeing future complete
street additions.
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Survey Report
15 August 2018 - 25 March 2019
Complete streets survey
PROJECT: Safe Speeds & Complete Streets
EngageWR
engagement�i
by Bang the Table
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Complete streets survey : Survey Report for 15 August 2018 to 25 March 2019
01 Principle 1: Prioritize safety of vulnerable users
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This principleis clear antl This principle positively This principleis o high
easy m"der -d. comrib—to oark- priority for me.
cemmon ty.
Question options
0 Agree 0 Disagree 49 Not sure
Optional question (286 responses, 0 skipped)
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Complete streets survey : Survey Report for 15 August 2018 to 25 March 2019
02 Principle 2: Provide transportation choices
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iso
its
100
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50
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cemmon ty.
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0 Agree 0 Disagree 49 Not sure
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03 Principle 3: Improve user comfort
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0 Agree 0 Disagree 0 Not sure
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Complete streets survey : Survey Report for 15 August 2018 to 25 March 2019
04 Principle 4: Deliver services
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0 Agree 0 Disagree 0 Not sure
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Complete streets survey : Survey Report for 15 August 2018 to 25 March 2019
05 Principle 5: Foster a sense of place and social connections
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06 Principle 6: Improve health
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Complete streets survey : Survey Report for 15 August 2018 to 25 March 2019
07 Principle 7: Generate economic development
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Complete streets survey : Survey Report for 15 August 2018 to 25 March 2019
08 Principle 8: Strengthen environmental sustainability
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0 Agree 0 Disagree 49 Not sure
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09 Principle 9: Plan for all seasons
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0 Agree 0 Disagree 49 Not sure
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010 Principle 10: Prepare for temporary conditions
300
275
250
225
zoo
ns
iso
tzs
too
7s
so
zs
This principleis clear and This principle positively This principleis o high
easy m undersand. comrib—to oark- priority for me.
cemmon ty.
Question options
0 Agree 0 Disagree 49 Not sure
Optional question (286 responses, 0 skipped)
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011 If you could add, change, clarify, or remove any of these principles, what would you
change?
danbrotherston
Economic development is usually linked with "ensure roads can carry 60km/h
2/26,201904:49 PM
truck traffic".... Bikes, transit riders, and walkers all generate economic
benefits, we should ensure they are included.
Anonymous
Greater economic development is ridiculous. We are moving to an on-line
2/26/201905:06 PM
world and street retailers are having a hard time. Foster a sense of place and
social conditions is similar. people don't want to know their neighbours. More
emphasis should be placed on creating bike paths off streets. The city needs
Anonymous
to expropriate land (and existing housing) to build appropriate bike paths.
Anonymous
2,/26/2619 65:16 PM
Where you say 'click here' at the beginning of the survey, there's no link.
Anonymous
2/26/2619 65:49 PM
Clarify meaning
Anonymous
Nobody I know wants KW to turn into Toronto. We don't like high-rise
2/26/20190639 PM
buildings, built right to the curb. We don't want overhead wires with street
lights every block (1t;s an eye sore, and a traffic danger). We want roads and
Pheidippides
sidewalks repaired. We don't want an LRT that caters to <10% of the
2/26/2019006 PM
population.
Anonymous
There is no active link to the full design principles. These are not " design
2/26/261906:46 PM
principles" and should not be called such. 1. Look at scale. 2. Movement. 3.
Rhythm, 4. variety 5. balance 6. emphasis 7. unity 8 harmony please send a
link to the principles explanation to urok123@gmaiLcom
jklass68
2/26/2019 07: LID PM
Change Principle 7 to "Generate Social and Economic Equality"
Anonymous
Take out economic development principle or at least explain it. In terms of
2/26/20190:26 PM
speed limits the key is enforcement. Never had a chance to say this in the
speed limit survey. 50 is now 70 so 40 becomes 60.
AMustard1980
1 think all of these principles are good and have the potential to make
2/20"/26190, 27 PM
Kitchener truly a walkable city. I'd like to mention that the eradication of "beg
buttons" fits in with both principle 1 and principle 3. 1 hope that this is part of
the plan for Complete Streets.
Anonymous
This vague feel good statement tells me nothing, and can only be
..,..5/201909:02 PM
Implemented with unlimited funding. Funding Is limited, so choices have to be
made. Feel good statements raise expectations and then deflate them when
it becomes apparent that funding will not cover all the expectations, or it
results in borrowing and expecting future users and generations to pay the
costs.
Pheidippides
Principle of deliver services should consider right -sizing vehicles to fit better
2/26/2019006 PM
In a redesigned transportation network (e.g. smaller fire trucks, using delivery
bikes, etc.) and right -sizing lane widths (narrower) getting rid of on -street
parking (no more public subsidizing of private vehicle storage. Principle of
economic development seems redundant. If you have all the other principles
in place and do them well economic development will flow from that; it does
not need to be a goal in and of itself. Principle of a plan for all seasons
should include planning for snow storage that is not on the sidewalk.
Anonymous
The principal is very generic and does not clarify or give concrete statements.
2/27!261968:43 AM
This principal reads like an opening into "anything we say will be done to
Improve (In our opinion) not necessarily asking for public opinion".
Anonymous
2/27/2619 69:19 AM
N/A
DaveK
They sound idealistic. If they could be put into reality (and there is a long way
2/27/201909:21 AM
to go), that would be great!
GeoffK2015
Priority: Safety, Accessibility. These are not equal. Thinking here about
2/27/2019 10 21 AM
sidewalk snow clearing. A shovelled walk with sand on slippery surfaces is
more important than following a rule about scraping to the concrete.
Anonymous
like to see improvements on King street all I see is wires and lights no trees
2/27/2019 12 40 PM
or beauty anymore
amber.wool
CHOICES: Sentence two is unclear. Consider removing technical language
2/27/201903:00 PM
lke'lntermodal connectivity' and use the simple terms Instead so It Is easily
understood. HEALTH: the first sentence is confusing as it touches on many
Important topics; consider shortening this and grouping together similar Ideas.
Consider clarifying what'equitable access' means as it is used in the
sentence. I think I understand what you mean, but it's not entirely clear to
me. SEASONS: I don't understand what the last sentence is trying to convey;
the part about inspections of infrastructure is confusing. Could simplified
language be used here?
Anonymous
Generate Economic Development seems to be worded in a way that could
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2J27 201904:15 PM prioritize car users over all.
Erin J
#4 and 7 are a bit vague as standalone principles and could use a little more
clarification. It's not immediately obvious what is meant by "services" and
how they are delivered and it is also not clear what kind of "economic
development" these streets are meant to promote (since one could argue
that different street designs target different economic sectors/goals). I had
flagged #8 as "not clear" because sometimes environmental sustainability
(which for roads I would largely interpret as having green space/plants and
providing better distributed flood control & water quality) Is In competition (i.e.
space constraints) with other goals like walkable scale/economic
developmenUroom for everyone. But, I suppose it still makes sense to
include as a principle to try hard to find complementary solutions.... sol
guess it's fine to include as is...
kwsl560
2/28,2o1909: 43 AM
P4 seems important, but I don't understand how it fits into the plan.
jakay
Incorporate the feedback from local community organization such as
2/23/2019 32 AM
KldsAblllty, KW Habilitation etc. Utilize these groups and their members
more!
Anonymous
This survey is a wast of time. No real issues or solutions are provided. You
2;23,2019 11 5b AM
want feedback on nothing.
Aaron
Plan for All Seasons should include a reference to accommodating all forms
223/201902:41 PM
of transit in all seasons equally, including snow clearing of spaces used by
pedestrians, cyclists, public transit users and automobiles, in that order.
Anonymous
in my opinion these principles do not take into account that most people have
2/23/201903:94 PM
to drive to reach their employment, shopping and extra curricular activities.
our roads in sw ontario are over capacity and will get worse as our population
increases. These principles are very nice if the road system is taken care of
but at this point our government should be focusing on roads and thinking
about where people actually work and play compared to where they live. 1 am
disappointed that our government is wasting our hard earned money on
initiatives like this when there are so many more important issues
Anonymous
The reference to park seating on transit routes. Although I like this idea, 1
3101201 9 12 29 PPA
would want to know that it also takes Winter into account. Park settings
aren't much use in Winter ice conditions, rather the transit user needs
somewhere to stay warm and out of the elements.
Anonymous
The environmental subject is covered and is a result of the providing choices
and health options. It's redundant.
Senior oharlie
I like the idea of an added lane for bike use but find it completely idiotic when
310220190427 PM
an oversized island is put in the center of the road and causes traffic to
swerve to the curb and severely restrict space between traffic and the bike
lane. Larger vehicles like busses or trucks would likely hit anyone riding
beside the island. A good example would be on Pioneer Drive near the
community center. Also traffic lights only for bikes is a complete waste of
taxpayers money. They should be aware of traffic conditions or not be on the
roads.
Skinny
This survey is bogus as it does not ask us what we want it only gives us 3
3/04/201903:09 PM
options for who ever wrote the survey wants! This is not a discussion this is a
farce. IT IS ONE SIDED AND DOES NOT INCLUDE THE TRUE VIEWS OF
OUR CITIZENS. If this is to replicate what thew city has already done by
spending tax dollars to constrict roadways I am against it as these new
constricted streets are totally unnecessary. What is need is to actually spend
money to improve traffic flow on our main arterial roads so people do not
need to use neighbourhood roads. Beside a road is a road is a road and our
taxes pay for all roads so why shouldn't we be allowed to use them. People
us my street all the time and I see no problem with that. What I do have a
problem is the city being a nanny state and wasting our tax dollars to
appease certain neighbourhoods because they do not like traffic on their
street when we should be using to improve flow not restrict it!
Mel B
Although 'deliver services' is important - we should design our vehicles
3./04/201906:42 PM
around our streets not design our streets around our vehicles. Many cities
are opting for smaller emergency vehicles in order to allow construction of
smaller, slower, safer streets.
Anonymous
3,0512019 12:93. PPJI
Under Deliver services - add Fire
Anonymous These goals are great but these should be what we are striving to do already
+ris/zo191�:2� PM but our sidewalks are not safe to walk on and we pay little to no attention to
how our small green spaces could affect connectivity of the habitats within
our cities (which is actually the subject of my masters thesis - I am producing
connectivity maps for Waterloo Region and hopefully looking at how we
could do better). Every time I walk anywhere I notice that a wheelchair could
not have taken my path, that the bike paths are used as areas for snowplows
to dump snow, there is a sidewalk that has been closed for far too long so
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construction workers can park where it used to be and I think about how
when I have children I would consider moving away because they are not
safe crossing the streets I cross everyday. I have a hard time thinking that
these pie in the sky goals are going to help the problems that are currently
putting my life and many others in danger every time we walk somewhere. At
least I have the ability to buy a car if I want to stop risking my life, not
everyone does.
Anonymous The "Deliver SERVICES' principle has a high potential for being used to
3/06/20190,:,2 PM usurp the other tenets here. As one example, wide roads and lanes are
widely shown to contribute to faster vehicular speeds, which in turn contribute
to road injuries and fatalities. In spite of this, it is common for fire officials to
Page 13 of 68
2-237
lobby for wider roads to accommodate their vehicles. Though this is self
defeating (as their role is to prevent emergencies as much as it is to respond
to them) and untrue (European fire safety is in on par with ours despite much
narrower roads) this Illustrates how this principle can easily be used to usurp
all others here and so should be revised to assure this does not occur.
Anonymous
I think these are great. I would love to see much more narrow roads allowing
3.07120190,:08 PM
for ample pedestrian, cycling, and public transit space.
Anonymous
A focus on making things better for drivers first and foremost. Most of these
3/m/201908:,3 PM
things make my dally life worse, not better.
Anonymous
I can't think of anything I would change or add. This is an exciting plan and I
can hardly wait to see It Implemented!
Anonymous
I think that the comfort of user should be related inversely to the vulnerability
3/08/201912:1, AM
of the user.
Sam N
replace "environmental sustainability" with more specific language, e.g.
308,201912:42 AM
"active transportation" or "reduce GHG emissions". "transportation choices":
we need to start from the baseline that the automobile is already offered as a
choice everywhere, and that it is other modes we're trying to encourage more
of.
Anonymous
Clearly state that many of these principles include or require reducing car
3/08/201901:23 AM
use and vehicle speed.
Anonymous
I would want to see permanent change over temporary change. Unless
3/08/201907:37 AM
temporary is a transition to permanent
Anonymous
This idea is as ridiculous as the LRT. With more cars & residents why would
3/08/201909:02 AM
we want narrower streets? When a bus has to stop, EVERYONE behind it
must stop because the roads are too narrow. This city is constantly going
down hill by removing street parking on King Street, no turn signs
everywhere, the LRT which will never be profitable & the best part: thousands
of miles of ugly overhead wires for the LRT. Pure insanity!
Anonymous
"Generate economic development' seems to me beside the point The point
308/201909:03 AM
of complete streets is increased fairness to non motorists, and an improved
quality of life in our neighbourhoods and on our planet. Not everything is
about economic growth.
Anonymous
Pay more attention on inclusivity so as to best integrate all including
3/08/201909: 04 AM
handicapped, refugees etc.
Anonymous
3/08/2019 12 12 PM
How much is all of this going to cost me? 1 do not see any mention of this.
Anonymous
Priority should be to routes, especially for bikes, not bike lanes on every
3,08/201963:62 P1,1.
street, design main corridors. Cars should not be the lowest priority in every
instance
Anonymous
3/68/2619 63:46 PM
30km/h speed limit on all residential streets would make it safe for all users.
Anonymous
The only principle that is not immediately clear to me is "deliver services." 1
3-16;261962:43 PM
understand that as the provision of infrastructure for mobility, but I think it is
less than completely clear on its face. As for the others, I think they are very
clear as stated and worthy principles to apply.
Anonymous
3/16;2619 63:37 PM
Stress safety respect and cooperation between road users more.
Anonymous
For principle 1, could expand not just to be about vulnerable populations but
3/10201910:,3 PM
also equity. Great example is Gender balanced budget leading to sidewalk
clearing taking precedent over road clearing in Sweden
(https://usa. streetsblog.org/2018/01 /24/why-sweden-clears-walkways-before-
roads/)
Anonymous
3/12/2619 69:33 AM
IMPROVE USER COMFORT
Anonymous
NO
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Anonymous NONE- THEY ARE ALL IMPORTANT
3,12/2019 99:49 AM
Anonymous
3,/12,/201910: 06 AM
Plan for all seasons Deliver services
Anonymous
3/12,/201910: 28 AM
I WANT TO LOWER CHILDREN'S TICKETS PRICE
Anonymous
3/12/2019 10 35 AM
NONE
Anonymous
3/12/2019 10 51 AM
temporary conditions
Anonymous
IMPROVE -DELIVER SERVICES -IS ABOUT CITY GIVING SERVICES.
3/12/2019 11:41 AM
ELABORATE ON (Generate economic development) OR BE MORE
Anonymous
SPECIFIC
Anonymous
3,12/2019 12 43 PM
don't know
Anonymous
1x121201901-12 PM
MOBILITY AND FAMILY FRIENDLY OPTIONS
Anonymous
3/12,2019 04:13 F
ALL ARE GOOD
Anonymous
3,/12/2019 04:18 PM
PROVIDE TRANSPORTATION OPTION
Anonymous
Fix what we have first! Some of Kitchener roads are poor excuses for goat
3/12,/291995: 50 PM
tracks. Potholes, manholes, cracks, debris, etc., etc. The roads are made of
poor quality materials by inadequately trained personnel who seem not to
give a fig about quality. Once a new road starts falling apart it is fixed with
patchwork which, again, is of poor quality and quickly deteriorates. The cycle
continues. Seems like a jobs program to me. Why aren't bus stops recessed
into the sidewalks? Why are so many so close to intersections? They just
impede traffic flow. Why are there so many manholes? Why are the
manholes not properly installed so that it's not like hitting a pothole? Why are
manholes located in the areas of the lanes where tires roll? Shouldn't they be
in the middle of the road? Better yet, off the road entirely. Good quality roads
are achievable in climate conditions like our, just go check northern
European roads.Fix what we have. Stop the never-ending jobs program for
Tim Hortons sipping flunkies who couldn't give a crap about doing a good
job. Quality! Stop wasting tax payers money with half -ass measures.
Anonymous
I would change principle 1 to "prioritize safety of all users". I don't think it is
3;12;201998:30 i it7
necessary to shine a spotlight on vulnerable users here. I would change
principle 2 to "provide transportation options" Principle 3 refers to comfort -
my initial inclination is that comfort and safety go hand-in-hand as well as
comfort and "all seasons'. I would be curious to know how each are
distinguished here. I am curious if it is necessary to have a principle related
to specifically to comfort or if the concepts in this principle can be collapsed
in to other principles. That being said comfort can also refer to sound/noise
and I am not sure where that would fit if a principle related to comfort didn't
exist. Principle 4 is not clear to me. I would change principle 7 to something
like "allow our local economy to thrive" or "support a thriving economy" I
would change principle 8 to "increase environmental sustainability" Principle
10 is not clear to me.
Anonymous
#9. Design is one thing & it is important. That said if sidewalks are not
-R/ 13/2019 11:37 AM
shoveled and streets cleared in a timely fashion, what is the value of a great
street design.
Anonymous
Clarify principle 4 - services should or should not be delivered through the
3/13/291911:38 AM
right-of-way? Will this be in the way of transportation?
Anonymous
Develop more the principle it is too general
Anonymous
Improve health (Image flipped) vulnerable users prepare for temporary
-
conditions (not clear)
Anonymous
-REMOVE NONE - MAKE SENSE
3' "x:291991'.3 I'M
Anonymous
GENERATE ECONOMIC DEVELOPMENT CLARIFY WHICH SPECIFIC
3/13/291991: 49 PM
INSTANCE
Anonymous
PLAN FOR ALL SEASONS } PLAN FOR TEMPORARY CONDITIONS }
3,/13/201902: 08 PM
SIMILAR.
Anonymous
SOMETHING THAT CONCENTRATE ON PATHWAYS TRAILWAYS
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Anonymous DELIVER SERVICE, CLARIFY? IMPROVE HEALTH?
Anonymous NO
Anonymous PRIORITIZE WALKING SAFETY
3/13/2919 63:45 PM
Anonymous NOTHING
3/13/2019 64:66 PM
Anonymous WE WANT MORE SHELTER BUS
3/13/261964:11 PM
Anonymous BUILD LRT AWARENESS + VALUES
Anonymous
NO. CHANGE ORDER - IMPROVE HEALTH (PROBLEMS WITH KIDS
3/420"908,58 AM
BEING HEALTHY) ENGAGED -BECOME ACTIVE CITIZENS WHEN
WALKING AROUND
Anonymous
TIMING ON STREETS, MAKE LONGER FOR SEASONS & ELDERLY FOR
3,14,261969:19 A.rl
WALKING CALM AWARENESS SPEED BUMPS -POTHOLES -WATER IS A
PROBLEM
Anonymous
TEMPORARY CONDITIONS RELATE TO ALL SEASONS ICONS WEREN'T
3/14/201 9 10 11 AM
VISIBLE USER COMFORT USE THE WORD ENJOYABLE.
Anonymous
NO
3/4/2019 111:18 APA
Anonymous
NO COVERED QUITE WELL
3,,14/201916:44 AM
Anonymous
MULTIPLE USE
3/14/2019 11:56 AM
Anonymous
I would add a universal design component - focusing on the needs of the
3/14/2019 10 27 PM
outliers or extreme user cases fills needs for the average user too. Physical
accessibility for people with mobility issues is an important example.
Anonymous
I am sick and tired of automobiles and drivers being on the short end of this
3/15/29190:63 PM
nonsensical movement in KW. Roads are for vehicles first and foremost.
Until cyclists are required to be licensed and insured and are held in the
same regard that motorists are as far as traffic laws go then they can stay off
the streets. I see so many bicycles on the road in the winter which is even
more ridiculous. If they hit some ice and their bike goes out from under them,
then what? Absolutely ridiculous!
Anonymous
Specifically including people with disabilities as a vulnerable user, including
3/15/291968:47 PM
intellectual/developmental disabilities as well as physical. E.g. currently
crossing at a roundabout is very difficult if you have a cognitive impairment or
slower processing speed, or if you have mobility challenges
Anonymous
Be more specific on a few. For example, what services? By temporary
3,16'291969:13 AM
conditions do you mean short term events?
Anonymous
"Improve user comfort" is ambiguous and likely very broad.
3/16/261969:21 AM
Anonymous
I would clarify who is deciding what is needed. Sometimes changes are
3/16/261969:29 AM
made that those making the changes think are great but those living them
aren't happy.
Anonymous
Scrap it all. Complete waste.
3/16/2019 12 15 PM
Anonymous
all bike lanes for safety for both cyclists and drivers should be
3/16/2019 12 53 PM
separated.... bikes on sidewalks in a specified lane, or make roads wider take
space from pedestrians..... improve all pedestrian corridors to have lighted
crosswalk signals. stronger police enforcement of cyclists obeying road rules
and licensing of bikes. add road calming measure in more locations... This
report is so watered down with no recommendations it is just a waste of
time add more details if you want a true opinion
Anonymous
3/16/2619 61:24 PM
All good for me. Makes sense and really looks at all angles.
Anonymous Some are just to generic and vague
3/16/2619 62:97 PM
Anonymous Connect each community with the frequent city suprted transportation 10 to
3/16/261962:46 PM 15 min frequency should work. No one is going to wait 1/2h outside a
specialy when is cold.
Anonymous More environmental and sustainability focus.
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Anonymous Prepare for temporary conditions
Anonymous
To be honest, all of the changes I have seen on streets lately has made me
angry and frustrated. Road "calming" measures. No turning on red signs.
"bumped out" sidewalks at intersections, and super wide bike lanes replacing
a whole lane of traffic - all of these things have basically turned my
neighbourhood into a parking lot (Active). GIANT WASTE OF MONEY that
could go towards road repair and plowing. What is missing is any form of
alternative transportation options - roads should be built with trails that run
parallel to, (but not on) roads. They should be paved, for strollers and roller
bladers. If that infrastructure were better, the rest would take care of itself.
As it stands, bike lanes on roads are way too dangerous. Even extra wide
sidewalks would solve most issues. As it stands, walking to school is
impossibly congested (not enough room for people to walk in both
directions). We need roads for cars, and super -wide sidewalks for walkers,
bladers, bikes and roller bladers. These superwalks could have benches and
other amenities.
Anonymous
Better clearing of snow at intersections for wheelchair users and it would
3/16'201511:58 PM
others too.
Anonymous
I'm not sure if the priorities are ordered by importance, but if they were, I'd
3,17,201912:00 AM
suggest that priority 9 "plan for all seasons" should be much higher on the
list. Note that we have almost half of the year of harsh weather like storm
and snow, during which walking and cycling aren't really feasible. We need to
make sure we don't over -prioritize for just half of the year.
Anonymous
3 I''2015 C.- 4=1 .Aryl
I
Anonymous
Clarify which services "Deliver services Is referring to. Be safe for all ages
j; 7!2n=9 `2:98 PM
(young and old) - this would be covered by vulnerable peoples.
Anonymous
I'd make clearing snow from pedestrian walkways and bus stops a priority.
3/i 71201505:37 PM
Also, as far as connectivity of transportation goes: some areas are not well
connected to the main core of Uptown Waterloo. For example, from Belmont
Ave W to get to King Street, or the LRT there is no bus connection. You
either have to walk at least 15 minutes to get a bus to get to King St, or walk
20 minutes to get to King St (which you might as well). but this is not possible
in inclement weather. Bus 8 that runs on Belmont Ave runs in the opposite
direction (Union to Westmount) towards the University. We need another
option which runs on Union to King, thus allowing people to connect to
Uptown area.
Anonymous
Dense, walkable city. Stop developing useless plazas and acres upon acres
318,20i993:19 Prn
of parking lots. Allow and promote mixed use buildings. Car free city centre.
Anonymous
Plan for all seasons should include planning for snow placement - many new
3,191201912:16 PM
neighbourhoods have small or poorly planned boulevards, making it nearly
impossible to properly remove snow during big or sustained snowfalls.
Anonymous
The temporary conditions thing is pretty interesting but not sure I get it.
319'201912:43 PM
Please put vulnerable road users first in all situations. Would also love to see
something around more trees on our streets.
Anonymous
The first item, Prioritizing Safety for Vulnerable Users is the most important
3'19'201901:01 PM
to me. All other principals should be designed with that in mind.
Anonymous
I would go back to the drawingboard on Surveys . Not sure what this survey
319'201910:18 PM
is mining for but to give vehicular traffic the lowest importance is like very
urban granola. Maybe hire some hazel macallions wannabe to even out the
bicycle mindfulness. Seriously bikes and healthy lifestyles are Al but in the
money mindfulness of paying taxes to the city we need to get the plumbers
the shoppers with big trunks to fill, where they need to be. at least we didn't
stick the In down king st downtown make your pet project that not the main
arteries we all depend on. So ...unless we come up with someway to get
everything done without cars( A1) transportation isn't pedaling when you
need stuff. Earn stuff. Make stuff. Stay away from what we are all depend
on.S dugan
Anonymous
I would one more and it should be Principle #1 - Reality! These principles are
3/19,/201910:2 PM
all well and good, but the reality is the municipal right-of-way can't be
everything to everyone. There simply isn't enough room to store all these
priorities into a 20m ROW. With respect to maintenance, the city (like many
others) struggled maintaining roads free and clear of ice but placed that
same expectation to their citizens to make sidewalks free and clear of ice? I
think mother nature exposed greater weaknesses in maintenance standards
this past winter. However, if you make the ROW inclusive to everything, good
luck being able to afford to maintain it, or it will crumble away just like many
roads this time of the year. If you want to achieve these principles, than I
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Anonymous
suggest you identify which corridors are ideal for a selected few instead of
3,20;201902:41 PM
cramming they all into every corridor. Otherwise, you'll run out of poles to
3/25/201908:59 AM
place all those signsIll
Anonymous
Clarify prioritization / how to decide between offering wide streets for
..e : 1 22 AM
emergency vehicles and safe streets for pedestrians. Economic development
3/25/20190929 AM
- "efficient movement of goods" is troubling and largely counter to safety of
pedestrians.
Anonymous
3/21)2014 0236 PM
Add more trees to parks and streets
Anonymous
Be *specific*. Phrases like "Improve user comfort", "Deliver services", and
3,20;201902:41 PM
"Prepare for temporary conditions" are so vague as to be meaningless. If
3/25/201908:59 AM
you're improving user comfort, are you planning on installing chaise loungers
on the new LRT? Which services are you delivering - are you going to
Anonymous
provide street -side first aid stations, similar to those on the side of marathon
3/25/20190929 AM
routes, except these dispense library books? For temporary conditions, are
you building bomb shelters to house people during a'temporary' war, like
they did in the 50s? Come on, get someone who knows how to formulate
plans (and knows what SMART goals are), and how to communicate them.
Anonymous
Add providing complete transportation options - meaning that a single trip can
32v20190i:36 PM
be completed using a single option. Ex. make sure bike lanes are connected,
make sure a pedestrian doesn't encounter an area without sidewalks, etc.
Anonymous
I agree with the aims of the program. I disagree with some ways in which it
321;21)1901:.16 eta
may be applied - especially In pressuring residents to pay for their own traffic
325,201909:44 Ak!
calming measures, as is done currently. Residents are generally not the
cause of a need for traffic calming and should not be obliged to pay a large
proportion of the bill (which Is fundamentally Inequitable). If they are, this will
not be implemented on a regular basis.
Anonymous
Prioritize safety of vulnerable users - I would include that this also applies to
321201902:04 PM
crossing road ways. I would like to see more effort made on having safe
crosswalks, especially near neighbourhood parks.
Anonymous
Re Safety - regardless of road classification ?I? - This is not practical. Re
3/2120190F, 21 PM
Plan for all seasons - again, Impractical I am concerned that "nice to haves"
impinge upon economic realities and would in effect detract from the life-
blood of the community
Anonymous
Remove social connections. It's a very extrovert centric principle. It doesn't
_..22 201:,08:22 "M
take into account the introverts in the community.
Anonymous
Why are you planning and accommodating for the lesser/smaller group? If
3%3.20190759 Pri
you want us all on the bus disallow cars in specific areas and have better
coverage (bus, cab, bike) in that area. There are countries that restrict city
car traffic in downtown during business hours. Do it 100% or quit.
Anonymous
I would like more examples on what would actually be done for most of these
3/2,3;21)1909:'- Prn
principles.
Anonymous
Delivery of services and goods as well as movement of people from place
3,24/2019O8:48.4M
depends on effective vehicular Infrastructure. Forced reduction of modern
and technological evolutions to make life more inconvenient and difficult is
not forward thinking and makes daily life difficult and stressful for those of us
who have diligently paid our taxes and have earned the right to choose the
automobile as our preferred means of transportation. I feel the silent 99.9
of the population is being disrespected, disregarded, and offended.
dtk
I would add even more emphasis to protecting vulnerable road users, even
3/24/201904:50 PM
at the expense of cars
Anonymous
The principles should have a prioritized order for when they conflict. Streets
3/24/201905:11 PM
as a social space is a nice idea but not something I've seen done well in
Canada. I'd rather see something like this implemented by allowing and
encouraging buskers and sidewalk vendors rather than top-down
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bureaucracy.
Anonymous
'.providing options" is too weak. We need to actively favour transportation
3/25/201908:59 AM
choices that have a positive effect on our community. Simply adding
"choices" is a recipe to leave the status quo largely intact.
Anonymous
Vulnerable users is not well understood. Safety is important but not to
3/25/20190929 AM
prioritize by way of removing those users or drastically restricting them in the
name of vehicular LOS. User comfort for VRUs is important, but for cars
should be the opposite. Comfort in cars is what creates inattentive drivers,
speeding, and lack of care for VRUs. Services and economic development
are often thought of, wrongly, as more cars. If serving these priorities,
emphasize statistics showing higher consumer spending from VRUs than
drivers, higher economic development from things like LRT or BRT systems
than from more single occupant vehicles.
Anonymous
all of these principles sound good, but are vague, and don't accurately reflect
325,201909:44 Ak!
the current situation. The things you are talking about ought to have been
considered before putting in LRT tracks. For instance LRT tracks will add
hazzard to mobility challenged citizenscitizens crossing streets.. Separating
eastbound/westbound and northbound/southbound LRT tracks by 3 blocks is
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Anonymous
another serious challenge for our most vulnerable. Kitchener's failure to clear
3/25/201911:09 Ars
its own city sidewalks of ice and snow is another big problem that will make
many of these goals impossible. Protected bike lanes is imperative. Car free
zones would be helpful, as would zero fare transit. LRT is just a first step in
Anonymous
averting a climate catastrophe... when will Kitchener make the transition to
3/25/201911 50 AM
Electric buses?
Anonymous
All of these things are important! I would just emphasise that for me the most
3/25/201909:59 AM
important things are prioritising safety of pedestrians and cyclists through
designated and separated infrastructure, strengthening environmental
sustainability, and planning for all seasons (including making sure that
sidewalks and bicycle lanes are well cleared of snow during winter time!). I
am curious to know what "crime prevention design techniques" involve as I
Anonymous
do not think this is as clear as it could be in the description of the principles. It
3/25;201912:17 PM
also seems to me that it fits in a very different category than the discussion of
safety of different kinds of road users so lumping it together doesn't seem
ideal to me. On another note, I'm not sure which design principle this would
fall under, but I'd like to highlight my frustration with the fact that currently
intersections which rely on sensing a vehicle's presence in order for the light
Anonymous
to turn green, do not recognize the presence of a bicycle. This means that at
3/25/201901:13 PM
such intersections I need to get off my bicycle, go to the sidewalk, press the
walk button, return to the road, and get back on my bicycle, in order to get
through the intersection. This is distinctly not bicycle friendly!
Odk
The "Generate Economic Development" section doesn't really say anything
3/25/2019 10 35 AM
meaningful. What is the principle?
Anonymous
More electric vehicles including buses and more road or sidewalk room
3/25/201911:09 Ars
dedicated to people choosing to ride their bikes. People who choose to walk
or ride their bike are often more aware, less enraged, less of a hurry causing
speed and distracted driving. We should Support them.
Anonymous
for Principle #4, not everyone knows what a "right of way" is. also, would be
3/25/201911 50 AM
good to tie in the fact that services under or along the roadway with making
sure that any changes or updates to services will have minimal impact on
travel, or some other link to the way users use the roadway as appropriate -
this one just seems out of place along with the other principles. Also, it would
be nice to see some level of commitment to the quality of the road, trail,
sidewalk... systems and surfaces - can maintenance and or standards be
brought into this some how?
Anonymous
Principle 7: Generate economic development / "This principle is clear and
3/25;201912:17 PM
easy to understand." I understand the principal but I think there needs to be
clarification if this is shared publicly. From a driver's perspective there should
be some reasoning as to why active/public transportation - economy
development. For example, the previous priniciple "Improve Health" includes
some reasoning to justify the point.
Anonymous
1) Change the name of the Principles - using the word "streets" already to
3/25/201901:13 PM
most implies vehicles that use streets - the term should be expanded
somehow. Maybe something like "Moving Waterloo Region"... 2) The
"Generating Economic Development" should be premised on economic
development that fosters environmental, social and economic benefits. It
should be specific about this otherwise we are saying that any economic
activities are welcome which goes against some of the other principles. 3) In
"Prioritize Safety of Vulnerable User" a mention about this being the principle
that guides decision-making aspects of all other principles should be
Included. This Is not clear In some of the other principles. 4) In "Provide
Transportation Options" could it change to "Prioritize Active Transportation
Options" or something like this. Otherwise the emphasis on the active feels
less important even though it is in the detail.
Anonymous
"Deliver Services" - not clear what is meant here, who is delivering what
3/25/201904: 08 PM
services?
Anonymous
I feel like you're using catch phrases rather than actual language. Speak
3/25/20100:23 PM
plainly, tell me what you're going to do.
Anonymous
Prioritize sustainable and active transportation in such a way that encourages
3/25/2019 10 42 PM
people to participate in these methods of transport whenever possible.
Optional question (132 responses,
154 skipped)
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012 Identify a street that works really well -it could be anywhere in the world! Perhaps it
makes you feel safe or you enjoy using it. What works well on this street, and why do you like
it?
danbrotherston
Shopping streets in the Netherlands. They were very safe to use, and
2/26/201904:49 PM
encouraged browsing from windowtowindow. What worked well: They didn't
have very much traffic. They were open to cars and small vans for deliveries
Skating Mom
to shops and for accessible individuals, but through traffic was extremely
2/26/201908:45 PM
limited, and speeds were low. Middle of the road had a cobbled surface, so
to slow down drivers, while cyclists used the smooth areas at the side, lanes
were extremely narrow, both of these contributed to very low speeds of the
few motor vehicles there were. It also goes beyond the roads themselves,
the built form is critical, no amount of traffic calming or limited motor vehicle
volume will make the backs of houses interesting to walk past, nor should it,
some roads require a different approach to be complete. But in general, we
should also design smartly to ensure we do have more of these pleasant
active shopping streets.
M. P.
It's not a street. It's the Iron Horse trail. I'm not a fan of the intersection
2/26/20190455 PM
design, but the Iron Horse is: - direct & central - flat - away from car traffic -
reasonably well maintained in winter. In contrast to many other trails, this is a
beautiful, direct, and efficient route. Other trails, such as the Laurel trail
(Weber to northern Waterloo) are winding trails that are very nice but don't
really lead anywhere without looping around a lot. I'll fill this survey out again,
if I have a better answer to this question.
Jim Meyer
Mill Street in Kitchener. Just one lane each way, 50 km/hr speed limit, no
2/26/201906:00 PM
bike lanes.
Anonymous
Sparks St, lots of people, interesting things to do, no cars
2/26/2019 05:16 PM
Anonymous
Ira Needles is fast with little traffic interruption. However pedestrian
2/26/201905:23 PM
crosswalks should not be at the round -abouts
Anonymous
King street uptown waterloo. Safe, large, bright, spaces for being around,
2/26/201906:03 PM
vibrant, safe
Anonymous
No street is ideal,we still have dis jointed bike and pedestrian trails
2/26/2019 06:30 PM
Anonymous
I like straight roads. You can see up and down them making them much safer
2/26/201906:39 PM
for drivers, cyclists and pedestrians. I like STOP signs, not traffic calming. I
like crosswalks that light up to warn drivers. I like traffic LIGHTS, not
roundabouts.
Anonymous
walking streets... no cars. Water streets.... to stop flooding in basements... in
2/26/201906:40 PM
Corvallis Oregon bus system is free so far less cars.
jklass68
Any street where there are no cars
2/26/2019 07:00 PM
Anonymous
Queen st. In St. Mary's Ontario. Pedestrian friendly, slower drivers, locslly
..
owned shops, library, accessible linked to nature paths. Heritage buildings,
Anonymous
King st in Kitchener is pretty decent, except for the psycho cyclists that race
... ..
down the sidewalk.
Diggerjim
Easy to walk on year round, free of ice and snow No low branches to get you
2/26,20190:16 PM
in eye
AMustard1980
I don't know that the perfect street exists. I do find that as someone who is
2/26/20190:27 PM
primarily a pedestrian and transit user moving around in the City of Toronto is
far easier and I feel safer than I do in Kitchener. I particularly like the
intersection of Yonge and Dundas and the pedestrian scramble that allows
for a period of time where no vehicle traffic is permitted in the intersection
and pedestrians can cross in any direction. Toronto also has a lack of beg
buttons at intersections meaning that pedestrians do not need to be at the
intersection they wish to cross early enough in a light cycle to activate a
button that unless pushed will force them to wait longer.
Anonymous
Youge Steet in Toronto. The road moves traffic as well as allowing for people
2/26,20140:55 PM
to walk.
Anonymous
there are great streets in downtown Guelph that work well for pedestrians,
2/26/201908:27 PM
bikers, and cars alike. There is a large marketing zone and pedestrians can
walk there far from cars incase of emergency.
Skating Mom
I can't think of a specific street offhand, but I do know, both as a cyclist and a
2/26/201908:45 PM
motorist, I prefer using streets that have dedicated bike lanes, preferably
separated. Painting sharrows on King Street , which is already very narrow
due to its streetscaping, does not make it safe for any users.... and
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consequently, we have cyclists on the sidewalk, which then jeopardizes the
safety of pedestrians.
Pheidippides Maisonneuve Blvd, Montreal OC. Every mode has its place and is prioritized
2/26/201909:06 PKI appropriately. Is flexible for all seasons and events. Buildings good scale.
Narrow vehicle lanes. Interesting buildings.
Anonymous Pedestrian streets like those of Spandau -Berlin
1: 26,,iu 9 i
Anonymous
I don't remember any of the names, but the streets in Oslo seem to work well
,1117/:20190,27 A>N
for all modes of transportation as well as retail.
Anonymous
This doesn't apply to Cambridge?
2,27/ 01 9 08:43 AM
responded quickly to demand from users.
Anonymous
Bloor Street Bike Lanes. I enjoy using this street as a cyclist and pedestrian
2/27/201909:19 AM
because of the connection between sidewalks, bike lanes, single lane
vehicular traffic, and on -street parking in some locations. This mixture of
modes in a relatively narrow right-of-way provides for a vibrant and
Interesting street life where cars naturally (for the most part) drive more
carefully and aware of their surroundings. The bollards and parking also
provide good protection for cyclists.
DaveK
King Street, Uptown Waterloo. It is vibrant. There are people and active
2/27201909:21 APA
shops. Places to sit.
GeoffK2015
NONE.
2/27,2019 10 21 AM
very fasUbusy streets e.g Ottawa, Victoria (which tend to have more spaced -
Anonymous
La Rambla, Barcelona Wide walking space in the middle of the street is
2,27/20191:08 APA
amazing. Might not be something that could be accommodated in Kitchener
though.
Anonymous
pans has great street tree planting plan that has lasted 100"s of years. We
2/27/2019 12 40 PM
no long have a grand entrance to our cities
Anonymous
I'm not sure. I have never taken this into consideration when using any street.
2/27/2619 01:36 PM
I don't really travel much so I can't give example outside of our area. Since
Anonymous
Main Street in Hamilton. The traffic flow is great, lights are synchronized to
2,27.201901:36 PM
change with the flow, what a great idea.
Anonymous
yonge st. toronto vehicles are aware of pedestrians & stop allowing them to
2/27/261961: 57 PM
cross.
amber.wool
When I was in Minneapolis a few years ago I loved how in the downtown
2/27/201903:00 PM
they closed down traffic to the main pedestrian areas. I believe that on
weekends that vehicles were permitted or at certain hours, but transit was
always allowed down the street and the atmosphere was very pedestrian
friendly. There was vibrant painting on the sidewalks and roads, clear
signage about where bikes were permitted, bike sharing, pedestrian
crossings, etc. it was quite lovely. An important part that was missing were
trees and shade.
Anonymous
Barcelona superblocks!! http://suitelife.com/blog/barcelona-real-
2/27201904:03PM
estate/pedestrian-friendly-superblocks-of-barcelona/
Anonymous
streets in Amsterdam work really well, easily walkable, nice patios, good
2/27/201904:15 PM
cycling infrastructure. Also, certain areas of Vancouver where crossing busy
streets not at main intersections had cross -walks and bike crossings that
responded quickly to demand from users.
Erin J
Well... the safest & most enjoyable streets in the world are the pedestrian -
2/27/2019 10 03 PM
only ones! But, otherwise... I've enjoyed streets in Paris and Brussels that
have as much space for pedestrians as for cars and the result is more
humans walking around and sitting on patios enjoying the beautiful streets. I
like narrow roadways because it forces cars to go slowly, which is more
enjoyable as a pedestrian/patio-sitter not just because it's safer, it's also
quieter and not as ugly! I like what Kitchener did to King St. downtown. As a
pedestrian, I like space for my family to walk side-by-side and slow traffic - or
at least good visibility - for safety. As a cyclist, I comfortably ride in the
roadway of narrow streets like King St - I don't need a bike lane there. On
very fasUbusy streets e.g Ottawa, Victoria (which tend to have more spaced -
out points of interest along the way and thus less need for cyclists to be on
the road for practical reasons), I'd rather have a separated bike lane. And on
medium -busy streets (e.g. downtown Weber, Frederick), a bike lane on the
road is practical (separated lanes along streets with many side -streets and
points of interest make getting around on wheels annoying and slower and
less safe because of turning vehicles e.g. Caroline St. Waterloo).
Anonymous
I don't really travel much so I can't give example outside of our area. Since
.....
the LRT has been put in our streets don't work well anymore. Too many
interruptions and rough go's. So I really cannot supply an answer here.
kwsl560
San Francisco has a city-wide network of bicycle routes. These routes are
signposted and (mostly) wind through quiet residential streets and parks. It
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lets cyclists traverse the city without having to consult a map continually. It
also normalizes bicycle traffic on those streets (although admittedly not all
residents are happy about that).
jakay DOWNTOWN CALGARY HAS A GREAT PEDESTRIAN SYSTEM AS WELL
z,za/zo19 ii ,2<-U AS A LARGE PATHWAY NETWORK. THIS IS A GREAT EXAMPLE.
Anonymous
A safe street would has a sidewalk adjacent to the road, so the drivers
2/28/201911:55 AM
coming into the street from driveways and side streets do not block the
3/92/291994:26 AM
crosswalks forcing pedestrians and bikers to navigate around them and
risking being run over by someone else. The street lighting luminate both the
road and the sidewalk. No trees, shrubs or anything else can block the view
of drivers. Run-off water can easily drain from the sidewalks and not puddle -
in or freeze in the low lying areas. Cost of building and maintaining is lower.
In fact, why are we still using expensive concrete to build sidewalks?
Anonymous
Hamamiral walk to Yokohama Station, in Yokohama Japan (in -front of Nissan
2/28/z01902:1, PM
HO) Is a dream for pedestrian Infrastructure. Raised walkways and bridges
above the streets with easy access to the station, amenities, public services,
and shopping areas. There were trees, benches and general areas for
people to congregate which made it a comfortable space to be in. I think it
senior oharlie
was mostly the separation from the cars that made it feel safe, and perhaps
-1/021201904:27 PM
this could be achievable in some other form in KW. In addition, every Sunday
there were streets all over Tokyo that would be closed to car traffic and open
skinny
publicly for pedestrians, to shop, and use for recreation; It brought life to
3/04.201903:09 F'M
those ares, and a sense of vibrancy.
Aaron
Streets in the Netherlands. When you travel on these streets you feel like
1,28/201902:41 PM
there is an equality between people walking, cycling, taking pubic transit and
driving. There has been thought put into ensuring that the priorities of more
vulnerable users are not set aside to accommodate moving drivers through
the space faster. Each type of travel is viewed as important and in more
dense areas walking and cycling is given priority over driving. You feel like
you were thought of, not just an after thought.
Anonymous
Feel Safe snow is cleared and walkway is not slippery in the winter
3/01,201909:55 AM
washrooms are available if people are walking or taking transit usable in all
seasons
Anonymous St. Catherine Street, Montreal. It is all of the above; enjoyable, safe and easy
3'01'21119 11 29 iRM to use (from the point of view of a pedestrian and a transit user). It Is vibrant
with shops, restaurants, department stores, work places, grocery stores, and
coffee shops. You literally do not have to go anywhere else to get what you
need. Transportation is easy with subways and buses connecting each block
and other areas of the city. It is beautiful with artistic expression everywhere,
buskers along the way, art vendors there - somewhat like Paris in this
respect. It is safe and always busy regardless of the time of day or night.
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There is something for everyone.
NotJustAnotherPaul
Generally cities that have roadways closed to vehicles - or a considerable
3/92/291994:26 AM
investment into pedestrian (NOTE this does not include cyclists - pedestrian
travel). Pedestrians are the most vulnerable and need the highest level of
thought into movement and design. Definitely shade is a big factor - on hot
days I choose my route to keep the dog and myself in the shade as much as
possible. Saying that when it is -24 out seems funny now but in the summer
tree are splendid!
Anonymous
Where cyclist path is separate from the walking path and vehicle roads. See
3102/20190729 AN
images below for European designs. https://www.google.com/search?
q-streets+with+bicycle+path+separate+from+walking+and+cars&oq-streets+with+bicycle+path+separate+from+walking+and+cars&aqs-ch rome..69l57.26382jOj7&client-ms-
and rold-rogers-ca&sou rceld-chrome-mob! le&le-UTF-
8#! mg rc-YCv4GR Nn_H V21 M:
senior oharlie
The newly constructed part of Marlton Dr. has a bike lane behind the curb. 1
-1/021201904:27 PM
like that idea, but find that most bikers yet still drive on the roadside, not on
the bike lane. And the signals at Wabinaki seem redundant
skinny
There is not one street in this city that works as they have been neglected or
3/04.201903:09 F'M
plastered with stop lights that cause pollution and poor commuting times. any
problems we are experiences is due to poor planing and neglect combined
with zero foresight or the thought of increased traffic over the years. our
streets are stuck in the 50's and then the powers that be bring in a transit
system that restricts flow, closes traffic options for crossing King Street.
Before the LRT I would have said that King Street was our best street
between highway 7/8 and ended at King and Victoria street. The other road
that was probably the best road in Kitchener was Union Blvd between
Brelthaupt Park and Lancaster but the city totally destroyed something that
was great for every type of transportation and met every need of the people
who lived on it! YOUR ONLY CONCERN SHOULD BE FLOW NOT
CONSTRICTING ROADS SO YOU CAN FEEL GOOD< ANY DECISION
MADE SHOULD BENEFIT EVERY CITIZEN NOT JUST ONE OR TWO
INTEREST GROUPS OR A COMPLAINING PERSON IN A
NEIGHBOURHOOD
Mel B
I like the nelghbourhood around Newbury Street in Boston. Sidewalks are
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wide; buildings/homes are built up close to the street; lots of trees; front
porches inviting activity and interactions; streets with wide, green parkette
medians; back lanes where cars and parking happen (out of sight for the
most part); independent local shops in older homes helps create busy-ness
on the street; and mixed uses as well as varying heights, densities, and
housing styles.
Anonymous I enjoyed some of the streets in the Netherlands. If there are areas where
3/05/201912:29 PkI there tend to be a lot of pedestrians cars are not allowed to drive there (we
turned a car into a wrong place and within seconds there were police there to
nicely point us in the right direction - they knew right a way we were tourists
no one else would drive In these areas). I was In large tourist areas with lots
Sam N Hess Village, Hamilton. A lively and vibrant street scene, terraces and patios
3/08/2019 12 42 AM make this a place to enjoy. Trees, old buildings, and narrow streets define
the character of the area. People feel safe walking. Vehicle traffic is managed
for specific purposes (tax! drop-off, business deliveries).
Anonymous Many streets in Germany have separated bike lanes, shared with or beside
3/08/201901:23 AM sidewalks, with priority over cross traffic and turning traffic. This is uniform
and do great! The simplicity of having this everywhere makes it effective.
Anonymous Denmark. I know not a street but many great examples.
3/08/2019 07:37 AM
Kendra
of cars but the drivers were watching for pedestrians so I never felt unsafe or
3/08/201907:39 AM
had to jump out of the way of a driver who had not seen me. In addition
bikes are given priority and drivers are expected to watch for them.
Anonymous
3/05/2019 12 41 PM
safety for bicycles, shade for pedestrians
davidair
Prince Arthur pedestrian street in Montreal is amazing for bringing the
3/06/2019 12 14 PM
community out
Anonymous
https://www.google.com/maps/@52.3850772, 4.8815005,3a, 75y, 273.37h,99.22Vdata-!3 m6! 1 e1 !3m4!1 svl lkOk54ysD UrUb9ggkRTA!2eO!7i 16384!818192
3/06/201905:52 PM
All road users are clearly delineated and kept within their own environment
3/08/201908:07 AM
even at the intersection using paint and signage. Proper curbs are used to
deflect vehicles that might deviate from their assigned space and out of the
Anonymous
bike lane. Cyclists never cross lanes of traffic to make a left turn.
https://www.google.com/maps/@55.6767067,12.5402363, 3a,75y,225.16h, 87.25t/data-!3m6!1 e1 !3 m4!1 s UFXDCm H4LutRjoS Vbtlj7Q!2eO!7113312!816656
Anonymous
Note here how vehicles coming in and out of the side street are forced to
drive over the sidewalk rather than having the pedestrian step onto the road.
This signals that pedestrians clearly have the right of way. Improves
walkability for those with disabilities and denotes to a driver that they are
entering a residential neighbourhood and should therefore adjust their speed
accordingly. Note also how narrow the curbs here encroach into the roadway,
narrowing it at its entry and assuring that the driver wil I slow upon entering
the neighbourhood. This strategy can be applied not only to neighbourhood
entry points but also at trail crossings where cars are forced to mount a hump
at slow speed rather than having the trail user step down onto the roadway.
Anonymous
I cna't think of any specfllc examples, though streets in Europe - Paris, Lille
3/07/2019 10 51 AM
(France) London, Amsterdam, Geneva - have wide sidewalks, shade, lots to
look at: shops at street level, public art, squares where people can gather
Anonymous
Pretty much any street that is pedestrian only or that only allows limited
3/07/201905: 08 PM
access to vehicles.
Anonymous
3/07/2019 08:53 PM
Fischer Helmer, it moves traffic quickly.
Anonymous
My favourite street is Neuhauser Strasse and nearby pedestrian streets in
3/07/201909:12 PM
old -town Munich. There are very wide walkways, lots of patios, fountains,
green spaces, central squares, plenty of seating, interesting cafes,
restaurants, events, etc. People walking and cycling, even a tram running
through the pedestrian zone (very slowly).
Anonymous
Vesterbrogade, in Copenhagen. It is a very car -busy street and cyclists are
308/201 9 12 15 AM
able to move quickly as wel I due to cyclist infra and safe intersections.
Sam N Hess Village, Hamilton. A lively and vibrant street scene, terraces and patios
3/08/2019 12 42 AM make this a place to enjoy. Trees, old buildings, and narrow streets define
the character of the area. People feel safe walking. Vehicle traffic is managed
for specific purposes (tax! drop-off, business deliveries).
Anonymous Many streets in Germany have separated bike lanes, shared with or beside
3/08/201901:23 AM sidewalks, with priority over cross traffic and turning traffic. This is uniform
and do great! The simplicity of having this everywhere makes it effective.
Anonymous Denmark. I know not a street but many great examples.
3/08/2019 07:37 AM
Kendra
Downtown in Ponta Delgada (Azores) is so lovely. Even not speaking the
3/08/201907:39 AM
language, I was easily able to navigate their transportation system, and I
regularly switched between walking and the bus. There were several streets
that were either closed to cars, or alternated between pedestrian only and
open to visitors. By necessity, people drove very slowly in the core, as
pedestrian's seemed to have the cultural right of way. That plus many patios
that spilled onto the street made a vibrant downtown.
Anonymous
I really enjoy the dedicated pedestrian crossing on Erb and Peppier. Crossing
3/08/201908:07 AM
major streets is always a challenge. Segregated bike lanes and multiuse trails
are the only time i've felt happy and safe while cycle -commuting.
Anonymous
King St. in Toronto works very well with no through car traffic. Less car traffic
makes me feel safe as a pedestrian and a transit rider.
Anonymous
Any street with parking. Bikes do not rule the world & dedicated bike lanes
are terrifying! What about pedestrians with strollers, elderly, seeing impaired
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Anonymous
wanting to cross the bike lane when a biker zooms by???? At least with bikes
3/10/201902:43 PM
on a road, caution is automatically taken.
Anonymous
I use Duke, Water, King and Francis Streets a lot because the traffic is
3./08/201909:03 AM
slower relative other streets and are regularly maintained in the winter. Some
streets are poorly maintained in the winter (eg. Breithaupt, Whitney Place)
and hard to cycle and walk on.
Anonymous
prince Arthur In Montreal
3/68,/2019 69:64 AM
though steadily. It feels lively and safe at the same time. One example of a
Anonymous
Belmont through the village is a great example. Bike infrastructure, vibrant
3/08/201909:09 AM
storefronts, active sidewalk use.
Anonymous
Roncesvalles -separated bike lanes, lots of pedestrian crossings, only 2
3./08/201911:25 AM
lanes for cars
Anonymous
Not sure
3/08/2019 12 02 PM
city centres in European cities they are often winding side streets with lots of
Anonymous
Belmont Village on Belmont with mix of shops, parking and traffic and bikes
3/08/201903:02 PM
on far side with iron horse trail. Business friendly. parking available,
sidewalks, trail totally separate from road
Anonymous
The summer closures in Vancouver's downtown (Georgia St., I think, and
3/08/201903:04 PM
Burrard Ave.) worked well for pedestrian use. The streets are indeed much
busier in the summer than in other seasons, and car traffic in the downtown
is pretty busy no matter what. So a temporary seasonal change improved the
Anonymous
livability of the downtown considerably.
Anonymous
Any street in the Netherlands where theyve been doing this for decades.
3/68,/2019 63:46 PM
friendly they are! While KW has definitely improved and expanded bike
Anonymous
One busier street that I feel works quite well is Locke Street South in
3/10/201902:43 PM
Hamilton. It carries a fair bit of vehicle traffic, but has wide sidewalks,
pedestrian -activated signals in places where many people are likely to want
to cross, bollards at four-way stops to slow turning vehicles and reduce
crossing distance for people on foot. Buildings are set close to the street,
there are abundant features like planters and benches near the street, and
there is so much going on generally that vehicle traffic naturally moves slowly
though steadily. It feels lively and safe at the same time. One example of a
residential street that works really well is
Anonymous
Davenport in Waterloo. A street dieted success. Took space from 4 former
3/16.201903:37 PM
car lanes for 2 smooth lanes + left turn lanes as needed, bike lanes and
boulevards with plants.
Anonymous
Enjoy spending time most on streets that don't have car traffic. Like many
3;10,201916:53 PM
city centres in European cities they are often winding side streets with lots of
shops and places to relax. Sometimes have very light car use but it's so tight
the cars have to go slowly. With mixed use, I most enjoy places that use
boulevards where I can walk or bike separated by green space from cars
moving quickly. Drawn most to streets with shade and benches. I also enjoy
both of the above as a motorist as I don feel like there is a high chance of
hurting someone with my vehicle. Overall, most value streets that incentivize
use of walking, biking, or transit so we could get rid of our car all together.
Anonymous
I want to focus on an easy example - but arguably one of best, the
311/201909:18 AM
Netherlands. The best part about the streets in the Netherlands is how bike
friendly they are! While KW has definitely improved and expanded bike
networks, the issue is that there are evident drop off points of connectivity
somewhere on most destination. The other highlight is that the bike routes
are most often separated by a physical barrier or sidewalk - this is huge for
safety and would encourage more bikers.
Anonymous
Biking in Montreal
3.11112019 09:46 PM
Anonymous
LEFT ON BUS
3/12/2019 09:40 AM
Anonymous
COUNTRY HILL -SPEED BUMPS, WELL MARKED -CROSSING AREA FOR
3/12/2W909:49AM
SCHOOL
Anonymous
EUROPE+ ROUNDABOUT USAGE. - SPEED BUMPS DAIMLER (OFF
3-12/2019 10 06 AM
LACKNER STANLEY PARK AREA)
Anonymous
ALL THE DRIVERS OBEY RULES
3,1212019 10 28 AM
Anonymous
FISHER-HALLMAN
3/12/2019 10 51 AM
Anonymous
PEDESTRIAN -ONLY STREETS WITH CAFE (OUTSIDE CHAIRS)
3/12/261911:16 AM
Anonymous
I SAW ON TV ABOUT HOLLAND MICHIGAN CITY CENTER HAVING
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3/12/201911 41 AM "HEATED" SIDEWALKS, THIS WOULD MEAN PEOPLE CAN ENJOY
WALKING, RUNNING THE SIDEWALK DURING WINTER, RETAIL
STORES WILL DEFINITELY BENEFIT.
Anonymous QUEEN ST BLVD TO DOWNTOWN (QUICK)
3/12/291911:55 AM
Anonymous
Auto-bann, people take driving seriously - they pay attention
3/12/2019 12 37 PM
Anonymous
Robertson cres -safety for walkers joggers etc it's a really nice street & enjoy
3/12/2019 12 43 PM
all the trees.
Anonymous
GREENBROOK DR IN KITCHENER LOTS OF SPEED BUMPS TO KEEP
3/12/201901:00 PM
THE SPEED DOWN.
Anonymous
ANYWHERE IN AMSTERDAM FOOT OVER MOTORIZED, BIKES OVER
3/12/201901:12 PM
EVERYTHING THIS IS SUSTAINABILITY AND ITS SO SAFE
Anonymous
WIDE SIDEWALK
3/12/2919 94:13 PM
Anonymous
None,lack of enforcement
3/12/2919 95:47 PM
Anonymous
Scandanavia.
3,/12/2019 95:59 PM
Anonymous
College St in Toronto. The bike lanes are visible, wide enough, well travelled.
3/12/2019 98:12 PM
Anonymous
Boulevard du Jue de Paume, Montpellier, France. What works well: wide
3/12/201998:30 PM
side walks, tree -lined streets, tram tracks integrated into car lanes keeps
traffic following, limited car access to this area of town keeps traffic to a
minimum making it more pleasant for pedestrians and cyclists.
Anonymous
Sparks St in Ottawa is great. The best part is no cars. The dominance and
3/13/201993:17 AM
prevalence of cars works against many of the goals noted previously.
Anonymous
In Montreal, they have many roads with separated bike lanes. There is a full
3/13/201909:21 AM
curb between bike and car (eg: Maisonneuve Boulevard West has one of
these separated lanes, in the Metcalf Street area). I like this design because
it provides a physical barrier between vehicle and cyclist. A driver does not
have to worry about a bike weaving into traffic, and a cyclist does not have to
worry about a car cutting too close, or trying to battle pedestrian traffic on a
sidewalk. It is a designated, safer area for cyclists, where they are expected
to be.
Anonymous
Pedestrian malls in Europe - a walkable place which allows you to get from
3,13/2019 11:94 AM
point A to point B without traffic interference
poppyside I lived in the city of Bamberg, Germany for over a year, and was impressed
3/13/2019 11:12 AM by its seamless integration and prioritization of cyclists and pedestrians. This
city features consistent, continuous bike lanes, often separated from both car
lanes and sidewalks by curbs, despite being a World Heritage site and
featuring cobblestone roads that are often narrow and could be very difficult
to navigate. Sidewalks are prioritized, with wide walkways in the downtown
core and on any busy routes. The downtown core has a large area dedicated
solely to pedestrians with great access to shops and city resources (town
hall, public spaces, gardens/parks) and parking areas for cyclists at
convenient, regular intervals. The attitude of drivers to cyclists and
pedestrians was also significantly different over the entire country compared
to Canada. I biked and walked exclusively during the 1 year+ I spent in
Germany, and I never once had a close call or got hit by a car. Motorized
vehicle licensing exams are much more extensive in Germany, and involve a
lot of training and practice regarding cyclist and pedestrian safety (not just 5
minutes one day In class). A car crash with a pedestrian/cyclist Is also a big
deal, and public services like the police take these seriously, leading to car
drivers taking it seriously too. Rules of the road starts early and is integrated
into the school curriculum - every child learns the rules for cycling, and
passes a basic test before being allowed to bike on the road (prior to this
test, kids are expected to bike on the sidewalks, and everyone understands
this). Safe cycling habits are also prioritized, with cyclists being required to
have a bell (helps with pedestrian safety) and certified bike lights for traveling
at dusk/after dark (improves everyone's safety), and enforcing cycling on the
correct side of the street. These factors together made cycling and walking in
Germany something I looked forward to every day, instead of dreading close
calls and collisions. Cycling and walking are environmentally sustainable,
healthy transit options and should be supported through resources, access,
and education to the point that everyone thinks of them as the first option
when considering transit. The only thing I could hope to see improve would
be increased signage for tourists and newcomers (immigrants, refugees,
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Anonymous
international students) to be able to find parks, shopping areas, and city
3,/13,/2019 61:49 PM
resources more easily.
Anonymous
Sorry... drawing a blank here. That said. I enjoy the ability to walk without
3/13/2019 11:37 AM
concern for cyclists or cars. Benches for rest areas. Interesting amenities to
Anonymous
view (eg., public art)
Anonymous
I love streets with lots of trees for shade, planters of flowers to admire, and
3/13,201911:38 AM
places I can sit and take a break during long walks - some stretches of the
3,/13/2019 62:37 PM
Danforth in Toronto come to mind.
Anonymous
any streets are for pedestrians in a city , here we do not any unless there is a
3/13/201911 58 AM
special event.
Anonymous
Portland, Oregan (Broadway st) synchronized traffic lights (Improve traffic)
3/13/201901:11 PM
bike lock box busy but safe
Anonymous
3/13/2619 61:26 PM
NETHERLANDS IN GENERAL BIKE LINES
Anonymous
FRANCE BIKE ROUTES SPECIAL ROUTES FOR HYBRID CARS (HOV
3/13/201901:37 PPA
LANE FOR HYBRID VEHICLE
Anonymous
CONTINUED INTERSECTIONS, USING ROUNDABOUTS
3,/13,/2019 61:49 PM
MaIColmL
Bates Lane, UK. Narrow, lanes, curb face sidewalk, on -street parking.
3/13/201902:00 PM
Induces un-certaintanty and requires cooperation to move along.
Anonymous
NEWMARKET BEST BIKE LANE, MORE DIVIDED
3/13/2619 62:68 PM
Anonymous
LARGE PEDESTRIAN -ONLY AREAS IN EUROPE
3,/13/2019 62:37 PM
HUB. -ENCOURAGES -CHARM, BUT W/OUT CARS COBBLE STONE
Anonymous
TRAILS - IRON HORSE +SPUR LINE WEBER TO RE..HER ST -
3/13/201903:02 PM
STRETCH IS GREAT BIKE DEDICATED LANES +TRAILS TO GET
ACROSS CITIES.
Anonymous
A street designed before cars were decided to rule the world. Many
3/13/261963:26 PM
European streets, many pedestrian only sections, cars only one way and you
Anonymous
cannot physically drive faster than 15km/h.
Anonymous
MANY STREETS IN VANCOUVER ACCOMMODATE MULTIPLE FORMS
3/13/201903:36 PM
OF TRANSPORTATION & HAVE EXCELLENT FACILITIES FOR CYCLISTS
3,14/201969:26 AM
, PEDESTRIANS, ETC
Anonymous
NO
313,2019 63:42 PM
N/A
Anonymous
TIME LIMIT FOR CROSSING WORKS WELL
3/13/2619 63:45 PM
Anonymous
NONE
3/13/2619 64:66 PM
Anonymous
STREETS HERE NEED TO BE IMPROVED BUILT UP MORE
3/13/2619 64:26 PM
Anonymous
-DESTINATION POINTS LIKE DISTILLERY DISTRICT, MAKE A GOOD
3,14,261968:44 AM
HUB. -ENCOURAGES -CHARM, BUT W/OUT CARS COBBLE STONE
STREETS -MICRO WALK WAYS FOR PEDESTRIANS AREAS, -FANEVIL
MARKET PLACE "HUB" & CHARM IN BOSTON -HISTORY
IMPLEMENTATION & UNIQUE SHOPS FOR TOURISM
Anonymous
-GREENERY -COURTYARD -SHOPS - ROME YOU CANE MOVE ALL
3/14/201908 58 AM
OVER THE CITY W/O A CAR SOCIALIZING IN STREETS.
Anonymous
SPAIN: WALKWAYS OVER THE HIGHWAYS FOR ST MARYS WEBER ST
314/201909:19 AM
SIDEWALK SAFETY NEW 401 CLOSED IN WALK WAYS
Anonymous
ANY STREET WITH BIKE LANES LACKNER? NEW ZEALAND (4 WAY
3,14/201969:26 AM
STOP FOR 1-2 MINUTES AND PEDESTRIANS WALK WHEREVER THEY
WANT)
Anonymous
N/A
3/14/2619 69:36 AM
Anonymous
- COLUMBIA -EFFICIENT -BIKE LANES - CENTER ISLAND
3/14/2619 69:42 AM
Anonymous
REALLY LIKE TORONTO'S PED SCRAMBLES WESTMOUNT (UNION)
3,14,201910:11 AM
BELMONT VILLAGE AREA- OLDER HOMES -TREES - LIGHTER TRAFFIC
-BOULEVARD SPACE
Anonymous
-NEW FRANKLIN ST -ROUNDABOUTS -SAFER- FLOW IS BETEER
3/14/2019 10 18 AM
Anonymous
KING ST (UPTOWN WATERLOO) -ACCESS TO STORES -URBAN LIVING -
COSMOPOLITAN -CONTEMPORARY MODERN CHESAPEAKE
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(WATERLOO) -RESIDENTIAL AREA W/ FORESTEEL AREA -
CONNECTING STREET ROYAL MILE(EDINBURGH) -HISTORIC -
INTERESTING STORES.
Anonymous STRANGE ST (' RAIL ROAD IS A MAJOR PROBLEM) -SLOW SPEED (40
14 20 !
c; 62 Amt KM/H) -CONNECTOR TO GRH WELL MARGARET ST -OVERPASS OVER
RAIL ROAD
Anonymous GLASGOW - BIKE LANES
3/14/2619 11:19 AM
Anonymous
Copenhagen DENMARK PEDESTRIAN ST ALL SHOPS ALL
3/14/20191:27 AM
PEDESTRIANS GOOD FOR SOCIAL NO VEHICLES
Anonymous
BIKE FACILITIES PEDESTRIANS
3/14,201911 38 APA
Copenhagen has excelent transportation from the airport through entire city.
Anonymous
ANE-
-HOLLAND -DOWNTOWN LIKE IN GERMANY -SEPARATE BIKE LANE -
3/14/201911:50 AM
3/14/201911 50
CLEARLY MARKED - PEDESTRIANS HAVE PRIORITY, PEDESTRIAN
emily.midtownkw
ZONES
Anonymous
ROUNDABOUTS- MOVE TRAFFIC WELL
3/14/261911:57 AM
For instance, around Rembrandtplein.
Anonymous
Belmont ave at Belmont village. The separated parking section could be
3/14/201910 27 PM
more intuitive to navigate but is a really great concept. I feel safe and enjoy
my trip cycling, walking, or driving down that stretch. Streets of Europe/UK
cities. Narrow, pedestrian focused, and meandering streets with many
storefronts and mixed-use buildings are lively and make living greener and
within a walkable radius possible. Older streets with lots of tall, old trees. The
way old trees near the road are tall enough for their branches to meet over
the road gives such a beautiful aesthetic and shade for increasingly hotter
city temperatures.
Anonymous
The pathways that run along Mill St. in Kitchener starting near Queen and
3/15/261966:57 PM
connecting to the Iron Horse Trail are extremely nice and make the street in
the area very pleasant.
Anonymous
I lived in Liverpool, and in the city centre they completely pedestrianized the
3/15/261968:47 PM
streets, only allowing occasional delivery vehicles and emergency vehicles. I
felt so safe walking and cycling, and enjoyed the ability to window shop and
pop in and out of shops without having to worry about parking.
Anonymous
The streets in Wurzburg, Germany. Or the streets in Helsinki Finland. These
3;16/261969:13 AM
streets deprioritize the car in favor of of LRT, biking, and walking. Important
amenities and public spaces are located directly along public transportation
lines.
Anonymous
Any street with a separate bike path.
3,16/261969:21 AM
Anonymous
7/8 in the middle of the day. No lights, no cyclists dodging into traffic and
3/16/261969:29 AM
speed is consistent. I do appreciate the new roundabout on Ottawa and
Homer Watson. This has improved the efficiency of this intersection.
Anonymous
Any street with roundabouts
3/16/2619 11:18 AM
Anonymous
I think of Tavistock PI in London UK. I like that it has separate bike lanes
3/16/2019 1:19 AM
(separated by curbs) In both directions. And still has Targe sidewalk space.
Anonymous
Pick any old fashioned basic street.
3/16/201912 15 PM
Anonymous
Nicolett Ave Minneapolis closed to traffic allows bike traffic and is a drawing
3/16/201912 53 PM
point for the city funny isn't it...... read this article about the 10 best streets in
the world. https://www.afar.com/slideshows/no-cars-allowed-the-10-best-
pedestrian-streets-around-the-world?slide-1 NO CARS III look at them
closely....
Anonymous
I recently visited Quebec City and liked the Old Town and St Roch
3/16/261961:19 PM
communities - Grande AIIee during Carnaval had interesting storefronts, was
well lit, had green spaces nearby, and was partially closed to cars, making it
a great place to wander. I also liked how the scramble crosswalks
encouraged pedestrian flow.
Anonymous
Anywhere with separated bike lanes with two way cycling.
3/16/2019 62:67 PM
Anonymous
Pedestrian streets in Europe, or reduced traffic during business hours.
3/16/261962:44 PM
Church street Falmouth, Uk. Planting areas with seats like whistler village,
BC.
Anonymous
Copenhagen has excelent transportation from the airport through entire city.
3/16/201902:46 PM
Some Toronto locations are with family friendly and sporting surroundings
(parks, transportation, etc.)
emily.midtownkw
Most streets in Amsterdam made me feel safe as a pedestrian, cyclist, transit
users and car passenger. Having trees and storefronts were also important.
For instance, around Rembrandtplein.
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Anonymous I love visiting cities that have streets closed to cars. I love how it forces
people to think differently about transportation, creates space, and changes
the environment.
Anonymous I love the pedestrian only streets in Montreal. The ones that are after certain
3n 6!201901:45 PM times are great too. It Is neat to be able to go off to work In the morning, then
when you want to go out on a Friday evening, it is just pedestrians on the
road. It encouraged me to go to those areas, to take time to look around at
the different restaurants, shops, and flower gardens. Here is an article about
some of the streets they have:
Anonymous
https://www. cbc. ca/ news/ca n ad a/m ontrea I/m o ntrea I -ped estr i a n -streets -2018-
3P17201905:37 PM
1.4509941
Anonymous
Most European streets where there are far few cars, far more transit, walking
3,'16,20190:43 PM
and cycling and far more street life - shoppes, cafes, etc.
Anonymous
3/16'2019 68:65 PM
Pacific coast highway, bike lanes are separate and wide.
Anonymous
Spains superblocks for downtown areas. Beechwood area for families
3,1612019 L]:16 PM
(community pools and trails) and housing on side roads and little through
traffic.
Anonymous
Ira Needles has a wide area which could be used for both bikers and
31161201911 58 PM
pedestrians. Maybe a bike line could help or a yield for pedestrians sign.
Anonymous
I like the stretch of Belmont Ave between Glasgow and King (i.e. Belmont
3;1,1201912:00 AM
Village). It's a good example of a mixed use of vehicular traffic and
pedestrian shopping activities. Side lanes provide access to street parking
and stores, with many stop signs to calm the traffic and to protect cyclists
and pedestrians. Meanwhile, the through traffic isn't much affected and is
separated from the slower, mix -use side lanes. The side walks are also wide
and well maintained.
Anonymous
bikepath separated from the road; bus stop; cafes, stores, convenience
3,17201901: 12 AM
store, bakery etc
Anonymous
The predestrain round -a -about above the vehicle traffic. Located in China.
31720190?:24 AM
City centres being only foot traffic. Accessible parking outer core making
walking into any side of the downtown core easy, time and location efficient.
Anonymous
3/17'201- 0745 AM
Any street with separated bike lanes. Amsterdam, Berlin
Anonymous
Budapest has a pedestrian only street.; loved it as there were all kinds of
3, 7 20190131 Arm
little shops and restaurants on it and was a beautiful experience
Anonymous
Not any street in particular, but what I find really helpful about Korean
3,17,2019 09 26 AM
highways is a speed monitor stations built at the sides. GPS systems warn of
the overage until the correct speed is achieved. If you go passed the
checkpoint and are speeding, a camera will take a picture of the license plate
and a ticket is mailed to the address. Safer for other drivers, and officers. As
for inner cities. In both Korea and Spain I have seen park like areas, not as
accessible to cars (thought there are some delivery vehicles etc). In these
smaller shopping areas, people can sit on benches or shop, eat at
restaurants etc, but there's no through traffic. I believe if we adopted some
areas such as this, people would be more inclined to be outdoors, especially
in the warmer months. Adding an area for small vendors or providing a plan
for vendor businesses to set up shop would also stimulate the economy. For
example Nampo in Busan, South Korea (specifically the food stalls area).
Limited car access, lots of pedestrian areas.
Anonymous
Sparks Street in Ottawa - lots of space, pedestrian only, major thoroughfare
3/17,2019 12 08 PM
in the downtown, patios.
Anonymous
Uptown Waterloo King street: It Is well -lit; the pedestrian crosswalks are well -
3P17201905:37 PM
marked and traffic comes to a stop at a decent distance from the walkway. I
like it because I feel safe walking along it.
Anonymous
Nothing come to my mind as a specific street but it should have: large
3./17201908:30 PM
sidewalks for pedestrians, with terraces for cafes and restaurants. Mature
trees that provide shading. Separate bike lanes from the street. Where cars
can park, and circulation is fluid for cars, and transit. There is room for every
kind of users in a great street.
Anonymous
-3.,1 8/2019 68:50 PM
Any european city that has a pedestrian only zone or separate bicycle lanes.
Anonymous My ideal street would have separate space for pedestrians, bicycles and
�m9 i lo i•M vehicles. It would provide lots of shade, particularly over the pedestrian area,
and the sidewalks would be separated from the road by more than a curb
(also eliminating the need to jump out of the way during wet weather when a
car goes by).
Anonymous As a residential stretch I really enjoyed Kitsilano's Arbutus Street. The street
there had mini roundabouts and a few small one way entrance points that
really helped the community feel close and the street widths were so small
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that you could easily cross. It felt very walkable and was surrounded by
green.
Anonymous I have seen separated and signalized bike lanes in Toronto (Queen's Quay)
as well as in London, UK (New Bridge Street for example). These types of
roads in a busy urban area really help keep cyclists safe, which increases
Anonymous
use.
Anonymous
3/1 5,2019 01:47 PM
Any street in the Netherlands
Anonymous
Belmont Ave in Belmont village - the non -chain shops, the flowers and
3/19,/201905:53 PM
greenery, it has a feeling of slow living about it.
Anonymous
Most streets in downtown Toronto, because the cars can't go very fast,
3/19/2019 10 14 PM
there's shade from the buildings, other people walking too, and lots of places
to stop in on the way
Anonymous
What I liked was uptown waterloo . Sure it was busy with the cars the bikes
3/19/2019 10 18 PM
the people. It sort of fed off each other - it was busy because it looked busy
always something happening/ parking/ the buses driving down the middle of
both lanes. If you wanted to bike there you might walk your bike down the
sidewalk( beacause It's too busy) or go down Regina st (a parralell route). It
Anonymous
was urban environment. You could drive and park if it wasn't too late or
3,21,201901:36 PPA
opportunities to check out as you drive by and come back later bike/ walk- a
destination .
Anonymous
3/19/2019 10 27 PM
Any one-way street.
Anonymous
Prince Arthur Street in Montreal. I've only visited as a tourist, but I loved the
3/20/201909:05 AM
pedestrian only nature. Plenty of room for cyclists / pedestrians. It was clean
and quiet, away from the noise and smells of cars.
Anonymous
King street in Uptown Waterloo has really become a nice place to be -
3/20/201909:08 AM
sidewalks are wide so you feel comfortable walking on them, you can see
Anonymous
and access local businesses, you're not right next to traffic (thanks to bike
3/21/2019 02:04 PM
lanes and on -street parking), there's room for cyclists, and there's even
Bruce
decorative lighting. I enjoy wandering around uptown now; when I lived there,
3/21/20191:35 PM
about 6 years ago, it was not even close. I think the key elements that make
me enjoy uptown's street experience are: - space and separation between
modes - access to a variety of interesting places (cafes, shops, restaurants,
bars) - places to exist without shopping (like the town square) - other people
(it wouldn't be fun without more people around, too)
Anonymous
I am a cyclist, so for me, safe streets are Ottawa's bike paths: completely
3/20/2019 10 56 AM
independent "mini" roads for cyclists, roller bladers, etc, that operate the
same as regular roads: traffic on the right. The Iron Horse Trail is a good
start. It's a bit hard to wedge in something like that after buildings have been
built, which is why it needs to be designed in from the start. I am a
motorcyclist, so for me, safe streets are any street where I can filter to the
front in a red light queue. In general, having barrier -separated bike lanes
seems like the best compromise (when independent trails can't be wedged
In).
Anonymous
young st kitchener between Ahrens and Otto. This is the most pleasant local
3/20,'201911:22 AM
street, inho. What a glorious walk!
Anonymous
A street that has sidewalks for walkers, lanes for bikes, and lanes for cars.
3/20/201902:36 PM
This would feels safe for everyone. Also, a street later bed with trees for
beauty and for clean air
Anonymous
The streets in Venice are great - no auto traffic.:-) Conversely, a street that
3/20/201902:41 Prvi
works very poorly is Bridgeport as it becomes Caroline. Forcing a majority of
traffic on a major street to stop and turn right before continuing is vaguely
analogous to putting a traffic light on the 401 - all it's going to do is slow the
flow of traffic, frustrate pedestrians, drivers, and emergency vehicles, and
likely result in numerous accidents. Other "stupid" designs include any
situation where multiple lanes of traffic are forced to merge. Additionally,
places where there are no turn lanes - one car turning forces dozens of
others to just stop and wait - are equally poorly designed.
Anonymous
Richmond Street West, Toronto. One-way street allows for faster traffic
3,21,201901:36 PPA
movement for cars and creates a transit corridor. Bike lane is separated by
flower boxes so it is safer for bikes and more attractive for everyone. Parking
is allowed in some sections but does not cross bike lane.
Anonymous
1. Central part of Arnhem, Netherlands - I felt safe on food and on a cycle.
3/21;20190158 PM
There was shade, street art, a combination of the modern and the traditional.
"Four wheel" traffic was moving efficiently. There was an attention to
aesthetics that is lacking in Canadian cities. 2. The centre of Chichester, UK.
I felt absolutely comfortable on foot.
Anonymous
Halifax. Drivers stop for pedestrians.
3/21/2019 02:04 PM
Bruce
Pedestrianized street downtown London England - I could get there by public
3/21/20191:35 PM
transit (bus) walk around safely and do my shopping and get transit home
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easily.
Anonymous Any street with a physical barrier for bike lanes. Bike boxes are great as well.
MarieJB
Not a street, but certain cities' streets... Hamilton and Calgary are 2 that come
3/22/2019 06 03 PM
to mind. Calgary's set up having 4 distinct areas of NW, NE, SW, SE with
streets and avenues each only going certain directions, numbered
roads... make it so easy to visualize where you are and how to get around.
AlexK
Hamilton... love the one way streets and timed stop lights so that moving
3/22/201911:29 PM
through the city on a single street has a much better flow.
Anonymous
3/22/2019 98:22 PM
Newbury St in Boston. Tons of trees, cafes and shops.
Anonymous
There is a stretch of road on Blockline, between Strasburg and Homer
3/22/201908:33 PM
Watson. I like that the sidewalks are wide and smoothly paved, and that
there's a specific lane for bikes and another for pedestrians. It makes riding
easier and safer than riding on the road.
AlexK
Streets where obstacles and pedestrians are clearly visible -- no parked cars,
3/22/201911:29 PM
no big signs, well lit, well marked.
Anonymous
More lanes, clear signage, consistent speeds ( not changing by area),
3/23/201907: 58 PM
FLOW.
Anonymous
Fisher -Hallman Road. It moves vehicles efficiently with four lanes, had
3/24/201908:48 AM
painted bike lanes that can be efficiently maintained and has wide pedestrian
trails and sidewalks. It accommodates all modes of transportation and all can
Anonymous
move efficiently, as they deserve to do.
dtk
Strandvagen, Stockholm. It has pedestrian lanes and bike lanes both in the
3/24/20190450 PM
centre of the street and on the sides. There are dedicated bus and tram
3/25,/201909: 24 AM
lanes in the centre of the road. There is only one lane of traffic in each
Anonymous
direction for cars. The centre boulevard is tree -lined.
Anonymous
Can't think of a specific good example. Stockholm, Copenhagen, Helsinki,
3/24/201905:11 PM
and Oslo seemed to have better street design when I visited. Single lane
streets seemed to cause drivers to focus better, there were cafes with patios
on the waterfronts, there was more variety of things around the street. In
town, I like Queen east of Weber as a pedestrian and as a driver (it's
somewhat scenic with the older homes). King in Uptown Waterloo is great as
a pedestrian (though they messed up the bike lanes). Duke could be great if
more businesses were open outside of 9 to 5.
Anonymous
When you lift up your hands cars stop for you to cross the street in
3724+201905:25 PM
demarcated areas
Anonymous
The street is in Guelph. It has access from downtown all the way up to the
'S,9;• nr
edge of Guelph with a bike lane. The bike lanes dont have debris from the
winter and dont have cracks or potholes which tend to be a huge issue when
biking. Being 1:1 with the road you can feel those bumps big time and it
makes for a very unpleasant ride. In Hamilton on Garth and Rymal they have
a new road with sidewalk and bike lane side by side with bike amd
pedestrian lights as well as a pedestrian walk with sigange and lights warning
drivers. This is crucial to safety
Anonymous
When I went to Lappeenranta, Finland, their entire downtown had very few
3/25/201908:59 AM
cars. Taxis and small delivery vehicles still came through, but it was pleasant
to walk everywhere.
Anonymous
I like the changes made to King St in uptown Waterloo as a pedestrian. The
3/25/201909:07 AM
wider sidewalks and open square area create a vibrant feel.
Anonymous
I've enjoyed both driving and cycling on Bearinger Rd in Waterloo. The MUP
3/25,/201909: 24 AM
is usually cleared, even in winter.
Anonymous
Safe places to walk and bike separate from Each other and cars. At conflict
3/25/201909:29 AM
points like intersections, cars must always yield to VRUs, and physical design
of roadways shows this, forces slower speeds and visual checks. Transit is
given priority.
Odk
King street in uptown Waterloo. Traffic is slower, there is room to cycle, and
3/25/2019 10 35 APA
the sidewalks are wide and pleasant.
Anonymous
Oslo, Norway - ban cars in core Toronto, Vancouver, Montreal Portland, New
-1/25/2019 10 44 Ann
York, etc. - protected bike lanes ... I like a street that takes as priority the
safety of pedestrians and cyclists
Ayad
3/25/2019 11:03 AM
Walking streets only in downtowns of major European cities.
Anonymous
Broadway st. In Nashville. There are wide sidewalks and live music
3/25/201911:05 AM
everywhere.
Anonymous
Most streets in Delft, The Netherlands. Living there for 6 months showed how
3/25/201911:10 AM
planning for and accommodating all modes of transit can make for more
liveable and vibrant streets. Modes of transportation are all separated
(automotive/bus, light rail, cycling and pedestrians) and both signage,
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Anonymous
signalling and design is friendly to each mode of transportation. Overall, the
3/25/201908:16 PM
design feels like all users are equal priority and encourages users to
consider modes other than personal vehicles.
Anonymous
my favourite complete streets are in Belgium. Granted that the streets are all
<o1s 11 -a AM
old, and often Indirect and hard to navigate, the way they have bike lanes
Anonymous
along the roads but up next to the sidewalks almost everywhere is truly
3/25/201901:13 PM
inspirational and enjoyable for all users. no one feels unsafe, because
everyone has a separate place for their chosen mode of transportation
Anonymous
3/25/2019 10 42 PM
(Bruges In particular).
Anonymous
From personal experience, I haven't been anywhere that designed a street to
3/25/2019 12 1PM
be'complete', but I used to live in Japan and most of their streets feel safe
since they are narrow. This Is something that Is (technically) simple to
Anonymous
implement that Kitchener could use with road diets and narrower lanes. It
Anonymous
forces drivers to move cautiously and minimizes dependency on lights/stop
3/25/201908:16 PM
signs/speed limit signs. My wife will ride bike and walk everywhere with me
when we're in Japan but is not as willing in Kitchener. Example:
https://www. google.com/maps/@35.3288784,139.4066219,3a,60y,195.33h,90.42Vdata-!3 m6!l e1 !3 m4!l sMaJskOZYOsC_Os KI rUstl Q!2e0!7i 13312!816656
I haven't been to Netherlands but I think it's probably the best reference.
Anonymous
2nd Ave, Seattle, Washington State, USA Has separated bike lanes, lots of
3/25/201901:13 PM
space for pedestrians, lots of signs on roads and sidewalks, traffic lights for
cyclists, smooth transitions from roads to sidewalks for people using strollers,
Anonymous
3/25/2019 10 42 PM
wheelchairs, etc.
Anonymous
Boulevard de Maisonneuve in Montreal - on -road parking in some sections,
3/25/201904:08 Pry
separated bike lanes, bikeshare docks, 3 lanes of one-way traffic (3 lanes in
most sections), access to metro station and underground mall
Anonymous
Belmont Avenue - variety of business, beautiful, feels welcoming, ample
3/25/2019 m: 23 PL,
park! ng, access to trails, walkable.
Anonymous
A street in Switzerland. They are narrow in residential areas. This is done to
3/25/201908:16 PM
focus on wide wide wide sidewalks. Cars can go either direction BUT they
must go slowly as in many parts of the street there is only room for one car.
They stop and allow oncoming traffic the ability to go. This leads to fewer
vehicles using side streets to get around. Pedestrians can easily walk and
bikes use the sidewalks as they are wide. No silly painted lines. Fewer
signs... Things are built that make sense and don't require signage to explain
things. The contrete is often various colours or designs so it looks different.
Anonymous
3/25/2019 10 42 PM
Sauchiehall Street in Glasgow, UK. It is a pedestrian only street.
Optional question (204 responses, 82 skipped)
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013 Please describe a time when you experienced or witnessed a "close call", or felt unsafe
or uncomfortable on a street in Kitchener. Why did you feel this way? Did some aspect of the
street design contribute to your negative experience?
danbrotherston
Let me count the ways, I was actually hit by a right turning vehicle who did
2/26/201905:48 mvl
not look for the cyclist in the bike lane. More often, I have close calls while
walking, when vehicles take turns very fast due to the generous turning radii
on our major roads. A turn radii allowing a truck to turn at a moderate speed
allows a driver to turn faster than they can stop... as a ped, I watch out for this
because my life depends on it. It's an uncomfortable experience using our
Anonymous
2/26/2019 05:49 FIM
roads.
M. P.
So far, I have been lucky regarding close calls (40001km/year for many
1,16/20,904:55 PM
years). I'd say that the most stressful situations or those with the least margin
Anonymous
arise on narrow 2 -lane streets, such as Queen west of King St where there is
2/26/201906: 30 PM
little space for cars to go around bikes properly. 4 -lane highways often work
Anonymous
better for me, because most cars perform a proper passing maneuver on the
2. r; 2019 P�,: ') PM
center lane. In contrast, sharrows tend to be a warning sign that I will more
likely have traffic tensions with cars.
LynnT
Courtland Ave E at Sydney St S This intersection is in my neighbourhood
2/26/201906:00 PM
and I do not feel safe crossing the street here as a pedestrian. I have almost
2126201a 06:40 PM
been struck by vehicles several time and have been witness to many
Anonymous
accidents here. Traffic moves quite fast & it is a blind corner.
Anonymous
Poor driving habits of other drivers and traffic lights not appropriately timed to
2/26/201905:06 PM
allow smooth flow of vehicles. Driver frustration causes short tempers and
jklass68
causes accidents.
Jim Meyer
Roundabouts at Homer Watson - many near misses due to switching to
2/26,201906:00 PM
roundabouts from normal intersections.
Anonymous
This has happened innumerable times, but when a vehicle started to turn
2/26/201905:16 PM
right after the light turned green without yielding the right of way to
Anonymous
pedestrians. I felt angry and scared because I could have been hit. I expect
_116;20190650 PM
that the design of intersections downtown contributes to this - for example, I
know that Victoria and Weber is designed to reduce these interactions and
I've never had such an interaction there. (Although I don't walk there as
often.)
Anonymous
University Avenue. Too much traffic/pedestrian mix. Overhead walkways
2/26/201905:23 PM
should be built at strategic places.
GaryW
Recently, I was cycling on Stirling Avenue going over the overpass when a
2/26/201905:48 mvl
small car going extremely fast, perhaps 70 or 80 km/h, passed me with about
1 inch between me and the car, such that I felt the wind as it passed. If I had
been an inch further to the left I would likely have been struck and killed.
There is no bike lane on this section of the road and nothing that discourages
motorists from exceeding the speed limit and driving in a dangerous manner.
Anonymous
2/26/2019 05:49 FIM
?
Anonymous
King street downtown Kitchener can be unsafe due to drugs availability.
2/26,201906:03 PM
Nothing wrong woth it but cN be scary
Anonymous
A lot of drivers still do not understand what a bike lane is or share the road
2/26/201906: 30 PM
single file chevrons
Anonymous
Every day at a roundabout (and I live near Ira Needles so IT IS EVERY
2. r; 2019 P�,: ') PM
SINGLE DAY). The design of a roundabout Is bad for lots of reasons (you are
forced to look left, not right; people are still confused about how to enter/exit;
pedestrians are fair game to many motorists, etc.)
Anonymous
there was a road race on the streets of kitchener, and I started to walk out in
2126201a 06:40 PM
front and almost got hit. not enough traffic directors!
Anonymous
King Street east end. Not a pleasant place to walk at night. Too many shady
2/26/201906:42 PM
characters some of whom ask you for cash. Environment results in feelings
of uneasyness.
jklass68
Ottawa St, trying to cross from Nottingham to GRT stop on the other side. A
2/26/20190:00 PM
median was just built here for pedestrian convenience but it hasn't been
consistently plowed nor has the pedestrian entry ways to the road. Although
I've never had a "close call", it has been inconvenient waiting for traffic and
hopping the snow banks to cross the road safely
Anonymous
Any time I am on a bike. It is why I dont ride. The bike paths in Waterloo
_116;20190650 PM
region are disconnected and the trails frequently come to an abrupt stop. I
am not a member of the cycling community but any resident you talk to say
they are afraid to the ride their bikes in the region. Time to look at other cities
particularly in Europe and follow through!
Anonymous
Cyclists racing down the sidewalk. Cyclists riding all over road and sidewalk.
Motorists not paying attention at crosswalks. People don't pay attention, and
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don't stay where it is appropriate for them to be.
Diggerjim Mos t days in winter unsafe conditions due to ice and alotof days low
hanging branches
Anonymous
2/26/2919 67:26 PM
Walking on sidewalks as motorist fly by 20 ks above the speed limit.
AMustard1980
1 experience close calls everyday primarily with drivers turning while I am
2,26.20190:27 PM
crossing the street and have the right of way. Whether it's a car turning left
that advances so far into and across the intersection that they are across the
Anonymous
lanes of oncoming traffic edging towards the cross walk while I am still
2/27/20190858 AM
crossing the street, or cars that make extra wide right turns around me(but
barely) while I am In the cross walk.
Anonymous
Old Zeller Drive. The roundabout that was made at Fairway and Zeller
_/26/20190:55 PM,
moves a lot of pass through traffic into a residential neighborhood. I don't
Anonymous
understand why the main exit from Fairway was not made at Pebble creek.
2/27/201909:19 AM
Too many cars are passing through the neighborhood to get to where they
are going. This is not longer a residential street.
Anonymous
Many cars move too fast, and have nearly been hit crossing the roads before
2/26/201908:27 PM
while people are trying to turn right on a red light.
Skating Mom
Cyclists on the sidewalks on King Street in the downtown area. Very nerve -
2126/291908:45 PM
wracking as a pedestrian.
Anonymous
A little uncomfortable walking on a regional road with no street lights,
2/26/201909:02 Prvi
particularly when it runs into a city street with lights on both sides of the
2/27/2019 10 21 A.M
street.
Pheidippides
Whether it is as a pedestrian being buzzed too closely by someone on a bike
2/26/201999:06 PM
who is riding on the sidewalk because they are afraid to ride on the road, or
when riding a bike and getting buzzed to closely by a distracted, inpatient, or
intentionally dangerous driver, or as a driver having to watch for
unpredictable movements by pedestrians or cyclists because they have to
Anonymous
beg a traffic signal to change or wait too long for a signal to change or a safe
... ...
crossing is too far apart. When modes are not separated fully and protected
from each other it feels dangerous. Everything comes back to the design. It
doesn't have to be hard, or expensive, but it has to be done well and from a
human/user-centred design perspective. Humans make mistakes and we
need to protect all road users from not if something happens but when
something happens.
Anonymous
The narrowing of Victoria westbound at Park leads to some vehicles using
2/26/201909:58 Prvi
the right lane to pass the bulk of traffic in the left lane at excessive speeds,
and doing unsafe merges.
Anonymous
Walking on King St where men asked for money, the dirty looking store
2/26/201911:08 PM
fronts, the type of shops. I have not been downtown since. Another problem,
no parking. My mother could not walk too far.
Anonymous
Belmont Village: someone ran the red light while I was crossing with my
2/27,29196537 AM
stroller.
Anonymous
When the region transportation took away advance left turn at traffic lights.
2/27/201908:48 AM
Since this implementation, when making a left hand turn at some major
intersections is very uncomfortable. Turning left from Hespler Road onto
Munch to get to Isherwood or Black Forest condos.
Anonymous
streets are too narrow for biking, sharrows cause more problems than they
2/27/20190858 AM
solve. The Intersection of Lancaster where it meets Krug just before Weber is
regularly a nightmare, cars (and city buses) often enter and block the
intersection, leading to near misses for people who have the right of way
from a different direction
Anonymous
Victoria St N, north of King St to the highway. The sidewalks on Victoria are
2/27/201909:19 AM
incredibly close to the speeding traffic and as a pedestrian it feels very
unsafe; there is litter to no buffer between the road and sidewalk. Especially
on a rainy day with puddles in the street, this is not a street you want to be
walking down.
DaveK
Riding my bicycle on Charles coming from downtown Kitchener approaching
2/27/201909:21 AM
Stirling. The shoulder "phased out" and I was almost hit by a bus. Biking in
this city is risky if you deviate from the trails.
GeoffK2015
Strasburgh, between Ottawa and Block Line, when crossing from the
2/27/2019 10 21 A.M
community trail.. The centre island has a channel for pedestrians to use.
Working thru that channel with a bicycle is awkward. Awkward - distractions
- dangerous. Also, the right of way signage apparently is not sufficient for
drivers. I have witnessed close calls when one driver stops (NOT what the
sign says), but the others do not. Apparently the signage for drivers is not
clear.
Anonymous
There are some intersections where the view is obstructed when making a
... ...
turn. One example is Huron Rd making a left onto Homer Watson. View to
the right is naturally obstructed by a slope, even worse in summer with tall
grass. Also some businesses put up signs that may obstruct view on an
intersection. Especially noticeable during elections where candidate signs are
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all over the place with no regard to motorists.
Anonymous The clearing of streets seems to have declined in the last 20years
Anonymous
I walk to and from work everyday. I have to be very aware of the traffic
2,27/201901:36 PM
around me. I notice drivers making right hand turns on a red lights not
looking to their right for pedestrians using or wanting to use the crosswalk. I
think drivers are very impatient.
Anonymous
Ottawa and Homer Watson, are you kidding me? How many times I have
2/27/201901:36 PM
almost been hit because of inattentive or confused drivers. Give me a break,
ridiculous planning.
Anonymous
highland & belmont - Kitchener crossing at intersection (pedestrian) driver
2;27/201901:57 PM
turned left narrowly missing me as they failed to yield as not attentive to
signals or people.
amber.wool
Every day when I drive I see drivers not give cyclists space on the road,
2/27/201903:00 PM
passing too close. I also see drivers not giving pedestrians the right of way
when at intersections. People are in a rush and need to slow down. Roads
are made for people travelling, not just cars. Cyclists need separated bike
lanes. I like how I have noticed at different times of the day that signalized
intersections have a delay for vehicular traffic, and pedestrians get their walk
signal ahead of vehicles.
Anonymous
I often have experiences where cars are not aware of pedestrians at
2,27.201904:03 PM
intersections, especially when trying to make a right turn at a red light! I do
my best to make eye contact prior to crossing so the driver sees me. Another
area is the crosswalk in Victoria Park - LOVE that this has been
implemented, but I take this route to work every morning and oftentimes cars
do not stop, even when the yellow lights are flashing. Wider sidewalks could
also help avoid uncomfortable situations when passing by others on the
street.
Anonymous
I felt unsafe on the narrow section of Queen near the Iron Horse when the
2/27/201904:15 PM
trail was closed last summer.
Sfsporic
Lancaster St. West. The cars are so close to the sidewalk it's a little scary
2/272019 04 49 PM
walking it, especially in the winter when trucks are spraying dirt and pebbles
driving by.
Erin J
My'close calls' have been in Waterloo, usually driver -error. Erb&Caroline
2,2,201910:03 PM
seemed to be a hot spot for collisions and close calls with cyclists. The
changes to the intersection have probably helped - in that it is slower -
although it's still a confusing design for cyclists. And everyone, really. As a
driver, my most upsetting close call in this region was going through a
roundabout on Erbsville. Double -lane roundabouts are absolutely ridiculous
for pedestrians - there's never a break for them to safely cross all 4 lanes
and crossing the two exiting lanes is particularly hazardous. As I rounded the
'bout, initially, it was the design of the roundabout that made the pedestrian
who planned to cross my exit invisible. As I came around I still couldn't see
him because the van on my right completely blocked him from view. I saw
him just in time to stop as he crossed in front of my car, but if it had been
slippery or if I'd been driving a hair faster or slightly slower to react, I surely
would have hit him. Dreadful feeling. The roundabouts on Franklin in
Cambridge seem much better designed. Of course, I've never seen a human
on those sidewalks :P, but as I drive through the roundabout it seems like
they are very well designed to give reds visibility in entrance and exits.
Anonymous
Coming out of our street in the summer, when our neighbours hedge is full. It
2 26,2n907 9 AM
is never cut back enough and the road we pull out on has a curve. The cars
are right there before you know it. I see many corner homes that have trees,
bushes or other obstacles that the city does not seem to car block sight lines.
I know that there are bylaws but this does not seem to be a priority.
kwsl560
Putting bike lanes on major roads (eg. University Ave East) leads to
2/23,201909:43 AM
uncomfortably close proximity to large vehicles (eg cement trucks) that take
up an entire lane. A series of informal bike routes through residential
neighbourhoods would be a welcome alternative, especially when travelling
with children. This would require only signage, as these residential streets
are normally fairly quiet (morning rush notwithstanding). This, coupled with
pedestrian cut-throughs provides a much more attractive path for pedestrians
and bicyclists.
jakay
I feel unsafe at almost every pedestrian crosswalk. Drivers are no longer
11182012 11,32 AM
attentive. They are VERY distracted and pedestrians are at risk. I believe
pedestrian incidents are at a new high related to in crosswalk events.
Anonymous
Happens almost every day. Especially in the winter. Having boulevards may
z;z3,201s .1:55 Ata
look nice In the souther climate, not when you have mounta'ms of snow pilled
at the driveway entrances. Drivers are backing out of them without much
visibility. If the sidewalk was adjasent to the street, the plows can push the
snow off the street and the sidewalk in one sweep. (This is what they do in
Woodstock. Queens Blvd is like that except the plows pile up snow on the
side of the road instead of pushing it away onto the grass.) The snow would
have been pilled further away from the street making it safer for everybody.
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Anonymous
Look at streets like Forest Hill, especially early morning, why are pedestrians
_,. 1':'1909: 55 AM
using the road and not the sidewalk, regardless of the time of the year?
Anonymous
I feel the downtown core is going in the right direction in regards to
2;18,20190215 PM
pedestrian infrastructure. When driving however, excessive speed,
unnecessary lane changes, and tailgating from other drivers is common on
Homer Watson Blvd. It may be the issue of traffic volume and drivers
becoming impatient as a result. The massive traffic volume is perhaps
because people still view city public transit as slow and unaccommodating, or
feel there are no other choices for transportation and/or amenities are too far
away to simply walk.
Aaron
Every morning trying to get from my house on Victoria street to the Henry
2,28;201902:41 PM
Strum trail to get to work downtown. To accomplish this I must enter a busy,
overly wide 4 lane steeet with speeds averaging well above 50km/hr. I then
NotJustAnotherPaul
need to move into the centre lane and wait in a through lane (no left turn
3,02,201904:16 AM
lane) for an opening to turn left across traffic, then veer on to the sidewalk to
get to the trail. This 30 seconds of stress and terror could be eliminated if
there were separated bike lanes along Victoria, curb cuts for the trail and a
pedestrian/cyclist island to allow safe crossing of Victoria at the trail.
Anonymous
the round about on ottawa is very difficult to navigate especially if there are
11182012 03-4 PM
pedestrians crossing the road. Any roundabout where there is pedestrian
traffic is an accident waiting to happen. it is difficult enough to watch for cars
let alone notice a cyclist or pedestrian
jennavk
On King Street in downtown Kitchener's East End, near the Kitchener
3/01'201909:1, AM
Market.
Anonymous
large intersection drivers going too fast snow not cleared footing slippery
_,. 1':'1909: 55 AM
poorly lit
Anonymous
There are many times I have felt unsafe on Kitchener streets. The time that
310112 01 9 11:19 PM
stands out is one afternoon when I was walking from Frederick StreeVBenton
towards City Hall and I passed a group of homeless/street people walking in
front of me. Something about me they didn't like and one girl began to taunt
me, and make threats that she was going to beat me up. (I am a senior). Of
course, I walked faster, then began to run and they followed behind all the
time heckling me. It was a horrible experience. I don't think street design
contributed. I am a person with a lot of feelings for the homeless - a lot of
compassion so I hesitate to suggest they shouldn't be allowed to hang out
downtown. Once I entered City Hall, they walked away as security guards
would have come to my aid inside.
NotJustAnotherPaul
Almost every day walking through neighbourhoods in Kitchener where cars
3,02,201904:16 AM
don't stop at the stop sign and block the crosswalks - usually because
hedges or trees on corner lots make it this way (Dreger & Franklin Ave,
Bradley & River Road are two examples). Any day where walking into
oncoming traffic on a roadway is "safer" than walking on icy sidewalks.
Anonymous
Many people don't signal or don't know how to use roundabouts. I'm afraid
ra:02;20190?:29 AM
using them and had a close call when the person in the left came over to exit
in my lane when they were not supposed to. We need street lights on
Fischer -Hallman and Huron area. The place has several communities and no
street lights.
Senior Charlie
I have witnessed close calls at 2 round -a -bouts for pedestrians when drivers
3;02,/201904:27 PM
are looking for other vehicles and not aware of pedestrians trying to cross the
roadway.
Anonymous
I was involved in a cycling accident where a car turned out of traffic without
3/03,201909:58 AM
checking their mirrors. The incident happened on Lancaster Street where
streets are designed primarily for automobiles, and there is no need for
drivers to engage in their driving.
Skinny
I notice all close calls at intersections where ignorant drivers run stop signs,
-04.201903:09 PM
bikers ignore them completely and police do nothing about it. Pedestrians
that do not stop and look both ways before entering an intersection or
crossing a road. I boggles my mind that pedestrians think they can walk right
down the middle of the road or bike in the middle of the road and then are
appalled when someone gets hurt. Then the city has a knee jerk reaction and
the nanny states comes to the rescue instead of getting these morons off the
road. This was not a problem when I was a child. we had Elmer the safety
elephant and bicycle licenses, people respected roads and did not feel
entitled to their right as a pedestrian but rather exercised caution and best
safe practices, but somehow all that went the way of the dodo due to self
entitle politicians that were more concerned about getting paid for their part
time services with full time pay instead of giving back to their city and did
what was right for the citizenry as a whole. Now politicians go into action for
small interest groups making the whole pay for the few in hope of gaining a
vote in the next election!
Mel B
Weekly at the intersection near my home (Queen/Highland). It's a busy
intersection, cars often try to'make a light'. Few cars stop behind the
crosswalk, and many cars only slow (as opposed to stop) to make right turns
on red, often not seeing cyclists or pedestrians in the area.
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Anonymous The worst part of walking in the region is not street design it is that we let
drivers own the cities. I was crossing at Erb and Caroline one time when a
car turning left whipped passed me and I was forced to jump back. I am
pretty sure that they saw me crossing and chose to speed up to get through
the intersection before me which forced me to have to move quickly to avoid
being hit (I actually had to jump back and even with that movement was still
close enough to easily touch the vehicle - which means beforehand I likely
had been in front of it). They did not even slow down or stop. This is not the
first time this has happened to me. I have been almost hit many times and
have taken to looking at drivers at intersections until they stop their cars for
the crosswalk (I won't cross while they are edging up at a stop sign or a light)
because of the number of this (I have had people yell swear words at me for
this but at least they can't hit me while I do it). Note: this doesn't include times
when I feel unsafe crossing roads because that is almost every time I go for
a walk. There are a lot of blind corners near the hospital (Grand River) that
make it hard for drivers to see so in response they don't watch the sidewalks.
Drivers in this area treat pedestrians like cars. They think they can edge
towards us and if we trip they might just bump us gently but if you bump a
pedestrian it is a lot worse than bumping another car. There are constantly
cars in the intersection when I am crossing but I have never once seen the
newer laws about intersections enforced.
Anonymous too much street parking in neighbourhoods with curving roads - hard to see
3105,20191241 PM around the curve - need to decrease street parking - unsafe for drivers and
cyclists - and even children since not visible to drivers as they dart out from
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parked cars
davidair
Northmanor Crescent did not have snow removed for several days, making it
31061201 9 12 14 PM
scary to drive
Anonymous
Close calls are all too common for someone who rides a bike 5,000 km + per
3,06;20190552 PM
year through the Region. Intersections by far require more attention than they
receive. Cycle tracks serve little purpose if the most dangerous part of a
journey (the Intersection) Is Ignored. Every major Intersection should have
bike boxes and paint to clearly delineate where cyclists should go when
crossing. The paint also reminds drivers to watch for cyclists. The examples
above clearly show how expecting cyclist to cross traffic lanes in order to
make a left turn is not conducive to prioritization of vulnerable road users.
This forces less experiences cyclists onto the sidewalk and more experienced
ones feeling exposed.
Anonymous
It's horrible cycling on wide streets, because the design encourages cars to
3/07,201910:51 AM
exceed speed limit. Also narrow streets (eg Westmount Rd) are no fun to
cycle on - separated facilities are crucial on such roads. Streets like Ottawa,
Courtland, Homer Watson, Fischer Hallman are very spread out - wide lanes,
great swaths of boulevard, which makes them bleak, empty spaces that are
completely uninviting for pedestrians and cyclists.
Anonymous
Walking down Glasgow street in front of AirBoss and Catalyst everyday. I'm
3,07,201905: os PM
always scared vehicles turning out of the Sunllfe/Catalyst Parking lot are not
paying attention or even stopping as they pull out. Also there is only a
sidewalk on one side of the road on Glasgow in this area. I understand if the
city is waiting for this area to get redeveloped to offload this cost to future
developers, but it's not safe nor pedestrian friendly.
Anonymous
Where streets have been made too narrow and slow and poor visibility for
3,071201908:53 PM
driving safely. Where pedestrians take priority over traffic and spill into the
roads too often.
Anonymous
This has happened many times. Once as I was crossing Homer Watson, on
3/07,201909:12 PM
Pioneer Drive, with a walk signal. I looked at the car but couldn't see them
because of tinted windows. They turned even though I was walking and I had
to flail my arms to get them to stop. This happened more than once at the
same location and crossing Fairview when a driver turned right without even
looking in my direction. I've been cut off by cars while cycling several times. I
don't know if it is specifically street design, but it's drivers who are never held
to account for their dangerous behaviour.
Anonymous
Many many times. Going uphill eastbound on queen Street between Duke
3 08;20,9 12:15 AM
and Weber to cross Weber. Going westbound on Frederick between Duke
and king, where the right lane is no longer a straight thru lane so I have to
merge. Many times I have been yelled and and told things like I should be
driving a hearse (since I bike with my kids) or that it's a death trap waiting to
happen. Or drivers have honked while passing me very fast, nearly sending
me into the curb (this happened as I was traveling east on queen and I was
signaling to turn right on Ellen, so riding with only one hand on the bars
momentarily). The sherrows are not understood by drivers. Iron horse trail
and spur line have bad crossings at Victoria and union (not cok I know)
respectively that will not be solved by a pedestrian island. They required a
cloned light that actually requires drivers to not cross the trail when the light
is red. Riding on Margaret st, the bike lanes weave in and out around parked
cars - exactly what I was taught never to do when I took the canbike course
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as a child. There is no "designed" way to get from southbound on Margaret
st bridge to the start of the spur line, the current layout requires me to
change lanes while riding slowly uphill and then change lanes again.
Meanwhile, drivers turning onto the bridge from Victoria may not have seen
me in time to modulate their speed. Also, I feel very nervous everytime I'm
dumped on to the "feels like a sidewalk" section of the spur line on Weber
just south of Wilhelm. When my child rides independently there I cannot help
but think of the child who died cycling along the Lakeshore in Toronto a few
Anonymous
years ago.
Sam N
Nearly every day I walk along Queen Street South, across the intersection
308,209 12:42 AM
with Joseph Street. Nearly every day, someone Is turning right on a red light,
and encroaches into the crosswalk while I have the right of way. Often they
Anonymous
are not looking for pedestrians. Lazy right turns and sloppy stopping by
-0812010 1c022 PM
motorists endanger so many people every day. We should tighten curb radii
and use bulbouts to make sure vehicles actually stop and wait for their turn.
Anonymous
Painted bike lanes and sharrows lead to more than one close call per day
` 11,61 2c1901 13 .AN
from drivers who pass too close, or fail to yelld at Intersections.
Anonymous
As a pedestrian I find many intersections dangerous. My biggest problem is
3'0812111 0 07 - AM
vehicles turning right on a red light.
Anonymous
3/08/2019 0, 37 AM
When riding a bike on a main artery in the Region
Kendra
I have a "close call" at least once a week on the corner of King/Victoria. 1
3/08/20190:39 AM
don't understand how cars there aren't expecting pedestrians, but regularly
someone will try to turn right (or even left, Illegally), and then realize I'm
there. I got so close to a car turning left the other day that I could reach out
and touch the hood of their car. This becomes extra dangerous in the winter
because the snow is often pushed up from the street onto the crosswalk,
which isn't cleared by whoever is responsible for clearing the sidewalks.
Crosswalks become this little no -man's land ice hill that pedestrians have to
climb over.
Anonymous
I've had a number of close calls on my cycle commute to and from work.
3,08'201008137 An-!,
Some of the worst have been crossing Weber at Bridgeport for the trail
connection. Even with the median, it's difficult to cross because traffic does
not stop to allow you onto the median. I've also had close calls on Lancaster
because the lanes are too narrow. Both bridge and Lexington bike lanes
have caused me problems because cars and busses park in the bike lanes
and then you have to enter traffic to get around.
Anonymous
Near sports world, there are lots of wide streets. Cars drive and turn quickly
3;08;201908: 42 AM
on these streets without looking for pedestrians.
Anonymous
Cameron street at Borden with the narrow lanes, basically anywhere where
s 06'2010 0902 AM
LRT is lnteruppting the flow.
Anonymous
Victoria and Weber Streets are particularly unpleasant to cycle on because of
3/08,20190:rr3 AM
the speed of the traffic. Also, I have debated long and hard about what I am
willing to risk to ride my bike through the Ottawa and Homer Watson traffic
circle.
Anonymous
Riding my bike on Northfield and a car coming out of Tim's Horton's Drive
3/08/201909:04 AM
thru. In my experience cars coming out of drive thrus do not check for
pedestrians or cyclists. The same for riding on King Street passing Mani
office...
Anonymous
Cycling almost anywhere. Particularly westmount with no bike lanes. Forcing
3/08/201909:09 AM
competition between cars and bikes
Anonymous
Every day on my street (Glasgow at York). Most drive far too fast and
x108,201911:25 AM
aggressively, don't make space for others or allow people to back into their
driveways. Cyclists don't have enough space. Sidewalks aren't on both sides
of the street
Anonymous
Franklin Street, between Weber & Ottawa. This is a busy street, with a school
-0812010 1c022 PM
and Sunny Side Home. No curbs, few safe crosswalks for kids heading to
school. Drivers do not follow the speed limit. Prospect Ave. No Curbs, long
straight road, with a school (Sunnyside) Sidewalks on one side. People often
walk on the road, cars speed down this street.
Anonymous
street zig-zagging back and forth with signs and trees everywhere can cause
3;08;201912:12 PM
confusion for the average driver. There should be less distractions in our
road designs not more which seem the norm in kitchener.
Anonymous
I regularly bike on Josef Street in Kitchener and have been for over 8 years.
It is close to my office and now has sharrows. I have had many close calls
with drivers taking unsafe passes (passing aggressively with less than 1 m of
space or as I am signalling a Left turn on to Francis or Water). I often make a
left turn off Josef and have been passed on the left as I have been trying to
make this left hand turn (-1-2 times a month). These experiences have
increased with the increased usage of parking at the lots along Josef
between 72 Victoria and the pharmacy building, the new lot at
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suddenly due to a stopped vehicle on the side of the road, an accident, or a
vehicle that signalled without warning to turn left. The lanes on Westmount
seem narrower than on other roads anyway, and the twists and turns and
number of vehicles driving over 50 km/h limit visibility and add danger. More
frequent dedicated left turning lanes might help, but I think that more
enforcement could be the most immediately effective solution.
Anonymous Riding a bike downtown Saturday. Car went the wrong way down a one way
1, U8, 2019 V 46 PM street passing very close.
Anonymous One recent example was crossing Victoria at Duke with two of my children,
whom I was pushing In a stroller. An oncoming left -turning vehicle narrowly
missed hitting us. Either the motorist misjudged my speed and felt that he
could turn in front of me, or was paying attention to oncoming motor traffic
and was not watching for people on foot. A leading pedestrian interval would
have probably prevented the near -miss. Lanes on both streets are needlessly
wide and prime motorists to travel fast. The turning radius from Duke to
Victoria is also wide as a result, which might contribute.
Anonymous Usually distraction or communication with other vehicle, bike or car. Narrow,
disappearing or no road bike lanes often contributes.
Anonymous
Deloitte/Tannery and the Bus Stops on Victoria near the Josef intersection.
3110/20 11 1 0:5s PM
As a pedestrian at the Josef/Victoria intersection, I have had many close
calls with vehicles trying to make Left hand turns onto Victoria or Josef.
NixLapi
Regularly experience close calls at the crosswalk from Suddaby PS crossing
01'.50 PM
Frederick to Otto. There Is a series of stop lights and drivers are not always
paying attention - have witnesses cars running the red light on Frederick
numerous times, including from one lane away. This is now also an issue at
the signaled pedestrian crossing at Fairview Ave. and Weber.
Anonymous
Traffic circles, especially one at Erb and Ira Needles. Riding the circle was
[01903:02 PM
clipped by a car exiting. Traffic circles are worst design for pedestrians and
bikes, but we keep putting them everywhere anyway
Anonymous
There have been several times on Westmount between University Ave. and
3/08,/201903:04 PM
Ottawa Ave. (my commuting route) when vehicles in front of me had to stop
suddenly due to a stopped vehicle on the side of the road, an accident, or a
vehicle that signalled without warning to turn left. The lanes on Westmount
seem narrower than on other roads anyway, and the twists and turns and
number of vehicles driving over 50 km/h limit visibility and add danger. More
frequent dedicated left turning lanes might help, but I think that more
enforcement could be the most immediately effective solution.
Anonymous Riding a bike downtown Saturday. Car went the wrong way down a one way
1, U8, 2019 V 46 PM street passing very close.
Anonymous One recent example was crossing Victoria at Duke with two of my children,
whom I was pushing In a stroller. An oncoming left -turning vehicle narrowly
missed hitting us. Either the motorist misjudged my speed and felt that he
could turn in front of me, or was paying attention to oncoming motor traffic
and was not watching for people on foot. A leading pedestrian interval would
have probably prevented the near -miss. Lanes on both streets are needlessly
wide and prime motorists to travel fast. The turning radius from Duke to
Victoria is also wide as a result, which might contribute.
Anonymous Usually distraction or communication with other vehicle, bike or car. Narrow,
disappearing or no road bike lanes often contributes.
Anonymous
Almost daily when cars don't fully stop at intersections to do a rolling right on
3110/20 11 1 0:5s PM
red. With many of the unusual angles and Intersections I find motorists have
to get so far into the intersection to make a turn on red it blocks the
pedestrian way. Great example is queen and Charles intersection. Would feel
significantly safer If right on red wasn't allowed like In Montreal. There are
also a number of places where sidewalks end. Where south dr and Perth
drive intersect, I have no idea what someone in a wheelchair would do to
navigate. Cars go quickly and many sections have no sidewalk.
Anonymous
Biking on the street, especially downtown is hugely anxiety inducing,
+ i i 9 G9: i8 RM
especially on smaller streets with heavy traffic. Their Isn't much awareness or
education of bikers and lots of drivers feel entitles to the street and do not
leave much room to feel safe as they pass. More often than not, in downtown
especially I will opt for the sidewalk for my own safety.
Anonymous
Cycling roundabouts on Ira Needles
3;11.21019 99:46 PM
Anonymous
COUNTRY HILL DR, THEY HAVE NOW ADDED SPEED BUMPS BUT
312201909: 33 AM
STILL BUSY/FAST.
Anonymous
-COMMONWEALTH ST KITCHENER -SPEED USED ON STREET -
3112/201909:49 AM
CONNECTING ROAD BETWEEN 2 BUSY STREETS- SCHOOL ZONE
WITH MINIMAL MONITORINGS.
Anonymous
NOT REALLY
3/12,/2019 19:96 AM
Anonymous
DRIVERS DRIVE VERY FAST, SO I FEEL UNSAFE, THE SPEED SHOULD
3/12/2019 10 28 AM
BE LIMITED.
Anonymous
BUSHES BLOCKING VIEWS WHEN TRYING TO TURN ONTO A BUSY
t0191 3-14i
STREET
Anonymous
._......._x.,...9:+15 An+.
ROUNDABOUTS, TRAFFIC NOT YIELDING TO PEDESTRIANS.
Anonymous
PERSON ON CROSSWALK AT ROUNDABOUTS ALMOST GOT HIT.
3/ 12'2019 10':51 AM
Anonymous
CHARLES ST BETWEEN BORDEN AND ....... NO BIKING LANE
3,12/201911:16 AM
CROSSING BENTON VIA CHARLS -4 LANES
Anonymous
BIKING ON THE MAIN STREET WITHOUT A BIKE LANE IS A SCARY
3/12/201911:41 1,,,
EXPERIENCE. ACTUALLY EVEN WITH A BIKE LANE, I SHALL GO ON
THE PEDESTRIAN SIDEWALK TO BIKE.
Anonymous
+; 12"'III. 123: '..
All the time Roundabouts
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Anonymous kids crossing streets to schools & cars parked on road so cars driving down
3,12/2019 12 43 Phdont see kids.
Anonymous
FISHER HALLMAN
3,/12/2019 01:12 PM
Victoria. I have experienced a number of close calls were motorized have
Anonymous
WHEN SNOW GETS HIGH
3/12/2019 04:13 PM
this intersection and drivers do not always pay enough attention to people
Anonymous
I have had a number of close calls while cycling on Victoria between Victoria
312/201905:33 PM
between the IHT and Charles. There are no bike lanes and cars travel far too
3/12/201908:34 PM
fast and often don't wait for a safe time to pass, despite the two lanes of
traffic in each direction. The street is not designed for anything other than fast
Anonymous
moving cars. It is certainly not designed with cyclists in mind and it is an
3/13/201908:17 AM
unattractive street for pedestrians.
Anonymous
When crossing at any intersection
3/12/2019 05:47 PM
change, limiting the space in which cars can operate will reduce the risk.
Anonymous
Poor quality paint for lane markers at night, in the rain. Anywhere in
3/12/201905: 50 PM
Kitchener.
Anonymous
Every week day I cross Victoria St N at the intersection of Lancaster and
3/12,/201908: 30 PM
Victoria. I have experienced a number of close calls were motorized have
turned in front of me while I am crossing the road. Traffic moves very fast at
this intersection and drivers do not always pay enough attention to people
crossing. It Is particularly bad when It Is dark during rush (Dec -Feb).
Anonymous
Waiting for the LRT to be running on Ottawa when there are more cyclists on
3/12/201908:34 PM
the road. I an see this being a night mare. Same as Courtland why did they
not put more bike lanes in when they did all that construction for the LRT.
Anonymous
I was walking down Joseph st and was almost hit by a car. Its not an
3/13/201908:17 AM
uncommon experience. People are in a rush and are often not paying
enough attention to their surroundings. Rather than experiencing people to
change, limiting the space in which cars can operate will reduce the risk.
Anonymous
I live near the Frederick Street area, and often drive the stretch between
3/13/201909:21 AM
Lancaster and East Ave. There is a bike lane that starts at East Ave, heading
towards the highway, but for the stretch between Lancaster and East,
bicycles do have to share the road. It is a narrow, old road, and I understand
why there isn't an easy way to get a bike lane into this space, but the fact is
that it is a gaping hole in our cycling infrastructure. Cyclists who live in the
Central Frederick neighbourhood often have to navigate this road to get
home or to work, or people trying to get through the neighborhood have to
deal with this laneless area in order to reach the bike lane on the other side.
Drivers often pass the cyclists, who can't keep up with the flow of traffic, but
during busy times of the day, the oncoming traffic is dense enough that
there's no space to pass. I've seen people tailgate cyclists or cut very quickly
and closely around them in order to get past. I would love to be able to bike
places in my neighbourhood, but seeing how people drive near cyclists on
Frederick makes me very hesitant to do so.
Anonymous
at traffic lights, specifically the lights at Stoke and Fischer- Hallman: when the
3/13201911:04 AM
light changes, it isn't safe to navigate the road until the last vehicle has blown
through the red light
poppyside
As a cyclist and pedestrian, close calls and collisions are unfortunately a
3/1320191:12 AM
regular occurrence for me in KW. Right turns during a red light are
particularly bad, with car drivers wanting to make a quick turn and not paying
attention to the cyclists on their right (where cycling lanes are) or to
pedestrians entering crosswalks. Contributing factors include: - lack of proper
driver education and training re:pedestrian/cyclist safety (compare Germany's
cyclisUpedestrian safety education within driver's education programs to
Canada's) - inconsistent cycling lanes (lanes that end without warning or
integration into a new lane) - lack of separation of cycling lanes by a physical
barrier (consider curbs between car and cycling lanes, and between cycling
and pedestrian lanes) - lack of bold signage (at eye level, please) and
education about cycling lanes so that pedestrians don't walk across them or
stand in the middle of them - lack of education about cycling: start with
children, make it part of the school curriculum. In Germany all kids learn
about bicycle safety in school, and pass a basic test before "graduating" to
riding in the designated cycling lanes. This means that all future car drivers
know the cycling rules, and are consequently equipped to prioritize cycler
safety. - maybe include signage at eye level for car drivers to remind them at
intersections to "look to the right" to check for pedestrians and cyclists -
please help us stay safe!
Anonymous
3/13/201911:37 AM
Narrow sidewalks, w cars moving along quickly. Sharing sidewalks w cyclists.
Anonymous
Sections of Victoria St with no sidewalks or sidewalks which are not cleared
in winter or are cleared and subsequently buried by the plowing of the street
make me feel unsafe. I live just off Victoria St and do not drive, so the only
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Anonymous
way I can get to some nearby places is to walk down Victoria St, often over
3,/13,,2019 01:49 PM
uneven grass and mud in warm weather, and by climbing up and down
MaIColmL
snowbanks in the winter, or even walking into the street between bursts of
3/13/201902: 00 PM
traffic when the snow is too high to climb.
Anonymous
I suggest to you to take a bike ride in the streets of Kitchener and you will get
3,13/20191138 AM
your answer. You need to take the one way small streets reverse to feel safe
Anonymous
. The cars, trucks owners are not having a lot of consideration for the people
3,,13/201902: 23 PM
using bicycle......
Anonymous
I tried cycling on Union in Kitchener, and was nearly clipped by passing cars.
.:::0,912:18 PM
I wish I could have ridden my bike on the sidewalk.
Anonymous
Courtland @ Victoria park (day time) restaurant Boathouse - crossing
3/13/201901:11 PM
pedestrians safety issue
Anonymous
WEBER TO SCOTT MAKING A RIGHT UPWARDS TO MAKING A LEFT ON
3/ 13;201901: 26Prvi
KING, UNCERTAINTY OF THE RIGHT OF WAY
Anonymous
DUKE STREET CAR WAS TRACING THROUGH NO STOP SIGNS
3/13/201901:37 PPA
UNSAFE WHILE WALKING
Anonymous
WALKING AROUND EAST BRIDGE AT 11 PM/RAM -- WALKING ALONE
3,/13,,2019 01:49 PM
MaIColmL
Close calls are not a concern. When everyone is on edge safety generally
3/13/201902: 00 PM
improves.
Anonymous
RIGHT TURN -ALMOST GOT INTO AN ACCIDENT
3/13/2019 02:08 PM
Anonymous
LRT KING & BENTON TRACKS CYCLIST TO MAKE A SHARP LEFT TURN
3,,13/201902: 23 PM
90TURN
Anonymous
HIGHLAND RD BIKING, WASN'T SEEN BY DRIVER DRIVING AROUND 70
3/13/201902: 37 PM
KM/H, SKINNED HANDLE BARS
Anonymous
FRED+ CHARLES TURNING R LOTS OF BUILD UP OF DEBRIS CAUSED
3/13/201903:02 P6./
A WIPE OUT+ NEARLY HIT BYTRAILER
Anonymous
NARROW INTERSECTION @KING ST AND QUEEN LEFT TURN LIGHT
31B/201903 1C PM
ONTO QUEEN ST, CARS HONKING WHILE BIKE WAITING IN
INTERSECTION TO TURN, NOT QUITE ENOUGH ROOM FOR CARS TO
GO AROUND
Anonymous
In a school zone, car doing 60-70km/h, and going so fast around corner
3113/201903: 26 PM
entered my lane head-on. I was towing my daughter in chariot behind me. I
darted right, but no where to go. I thought it was going to be the end. Car
regains control at last second. Sadly, not the only occurrence of utter
stupidity on our roads. Signs do not work. Asking motorists to slow down
does not work. Make physical changes on the road. Large raised tables and
obstacles for a car to slow down and turn around them. To see an excellent
example of this, go to Google Street View, Fonthill Ontario, go north on Haist
St. just north of Hwy 20.
Anonymous
ON LACKNER BLVD WHEN CYCLING LANES SUDDENLY DISAPPEAR+
3/13;20100336• PM
STREETS NARROW, I OFTEN BEEN NEARLY HIT BY CARS THAT
AREN'T PAYING ATTENTION TO ME ON MY BIKE
Anonymous
�!1:=.:11:1 n C- .42 Pf•i
NO„
Anonymous
WHEN SIDEWALKS WERE ICY HARD TO USE WITH BACK INJURY
8:13;2019 04:116 PPA
Anonymous
ROUNDABOUTS PEOPLE DON'T KNOW HOW TO USE THEM
3/1321119 04:20 QPM
Anonymous
THE CORE VICTORIA-FREDRICK WITH UNCOMFORTABLE INDIVIDUALS
3/14:2019118:44 AM
AT NIGHT RUNNING INTO PEOPLE WITH ADDICTION ISSUES &
MENTAL HEALTH -POOR NIGHT ACTIVITIES WHICH MEANS LESS EYES
ON THE STREETS BUSINESS NIGHT ACTIVITIES.
Anonymous
VICTORIA STREET IS THE WORST FOR CYCLING TOLD MY HUSBAND
3/14;201908: b8 AM
TO STOP BIKING ON VICTORIA UNSAFE TO WALK TOO NO SIDEWALKS
OR CROSSINGS.
Anonymous
PEOPLE NOT STOPPING AT CROSSWALKS STOPPING CARS EARLIER
3,14/201909: 19 AM
NEAR WALKWAYS
Anonymous
ROUNDABOUTS WITH CROSS WALK SO CLOSE TO TURN LOCATION
3/14/201909:26 AM
OF CROSS WALKS ON ROUNDABOUTS
Anonymous
N/A
3,14/2010 09:30 AM
Anonymous
KING ST. COULD BE A PEDESTRIAN ST? - SPEED IS THE BIGGEST
3, 14,2n1909: 42 AM
PROBLEM
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Anonymous
VICTORIA ST HAS MANY RISKS FOR TURNING LEFT AVOID DRIVING IT
315261968:4/ PM
IF YOU CAN NEEDS ATURN LANE
Anonymous
UNDER SIZE ROADS ROADS AREN'T BIG ENOUGH FOR AMOUNT OF
3, 4,20;91E:: 16 AM
TRAFFIC
Anonymous
LONDON ENGLAND -NARROW SIDEWALKS -NARROW STREETS -NEED
._. 120!910: 44 APA
AWIDESIDEWALK
Anonymous
WEST & VICTORIA -DANGEROUS INTERSECTION -CONFUSING
314;201911:02 AM
to the bike lane/shoulder situation.
Anonymous
CROSSING ROAD IN MIDDLE OF TRAIL MANY CROSSWALK
311412019 11:27 AM
trying to beat other traffic St Leger and Victoria. Impossible to cross
Anonymous
IRON HOUSE TRAIL (WEST AVE CITY CAFE) WALKING LEFT ONTO
314/201911:38 AM
TRAIL ALMOST RAN OVER BY BIKE (WITHIN THE LAST MONTH)
Anonymous
EVERYDAY CROSSING THE STREET AS A PEDESTRIAN ESPECIALLY
3;14/201911:50 AM
ELDERLY PEOPLE CARS RARELY ALLOW PEDESTRIANS TO CROSS
Anonymous
(EX: IRON HORSE TRAIL) DRIVERS DON'T LOOK BOTH WAYS
Anonymous
BIKING ON STREET, ESPECIALLY WHEN STREETS DON'T HAVE BIKE
3/14/2019 11:5/ AM
LANES
Anonymous
1) Very often man-made hills (overpasses or underpasses) are icy or flooded.
3/14/2019 10 27 PM
I'd suggest constructing pedestrian routes that are more level ground and
3/16,2019 11:19 AM
raising or lowering the road for vehicles, or separating road and sidewalk so
that the latter can remain level to mitigate winter conditions. E.g. The
Anonymous
sidewalk on Weber at Victoria is level with the road going below the tracks
3/16/2019 11:37 AM
rather than street level. 2) Cars turning right corners quickly without checking
for pedestrians at many intersections. 3) Walking in the evening or night on
Water Street or Victoria street downtown. The vacant storefronts/residences
Anonymous
and lack of eyes on the street feel abandoned. As a walker, I feel exposed
3.-1 6/2 61 9 12 15 PM
and vulnerable.
Anonymous
The street and intersections from Weber and Frederick to Weber and
3/15/20190657 PM
Victoria would use a lot of improvement. As well as Victoria from King to the
3,16;201912:53 PM
Highway, and also Spring Valley Road and Guelph Street going under the
highway.
Anonymous
Many streets in winter. Many windrows, ice pools on sidewalks, driving, many
3,15/201908: 32 PM
potholes
Anonymous
I used to cycle on Fischer -Hallman on my way home from work, in shoulder
315261968:4/ PM
seasons the bike lanes were full of leaves/gr!Vdebrls/garbage, and It felt very
unsafe. Cars drove very quickly very close to me, and people turning on/off
of the road did not even look for a cyclist. I also feel unsafe cycling on
Queen Street between the Iron Horse trail and downtown, as there is a cycle
lane that disappears quickly, and then a very narrow shoulder, cars do not
know how to share the road, and it is unsafe to be entering/exiting traffic due
to the bike lane/shoulder situation.
Anonymous
Weber and Guelph... vehicles not yielding to pedestrian right of way. Vehicles
3/15/261969:18 PM
trying to beat other traffic St Leger and Victoria. Impossible to cross
....lengthy walk to cross at lights at Lancaster or Margaret
Anonymous
Weber Street going through downtown Kitchener. People drive way too fast
3,161201909 13 AM
and are ignorant of pedestrians.
Anonymous
3f16/201909:21 APA
Riding my bike down Homer Watson, entering from Huron. It's dangerous!
Anonymous
IRA Needles now always makes me feel unsafe. There are too many
1,:;,261969:29 AM
roundabouts too close together. Westmount and the other streets closer to
downtown make me feel unsafe when there is a cyclist on the road. These
streets are too narrow for cyclists and cars to share the road.
Anonymous
Weber St in Kitchener. I frequently walk on this street and the sidewalk is
3/16,2019 11:19 AM
small and right next to the road. Cars are going really fast and sometimes
turn very close to me as I'm crossing a side street.
Anonymous
With bikers on the street is very unsafe. When they don't follow the rules of
3/16/2019 11:37 AM
the road I have seen many close calls of people on bikes on the street until
they hit a red light then into the sidewalk to get around the light than back on
the roads
Anonymous
Westheights after the city made all the horrible changes in adding a parking
3.-1 6/2 61 9 12 15 PM
lane and bike lanes. It's become a danger due It now being narrow and the
bike lanes are never even used.
Anonymous
failure to stop at stop signs, short cut speeding, round about speeding(entry
3,16;201912:53 PM
the circle and exit) , school zone speeding, 80km/hr in a 60 is common place.
all boils down to traffic laws not enforced.
Anonymous
I always am super careful crossing the street in DTK as drivers can be
unpredictable, but have noticed as drivers re -learn where there are no
righUleft turns, there are fewer unpredictable maneuvers.
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Anonymous Rochefort Dr and Parkvale drive in Kitchener. Too many people driving too
3,16/201901: 24 PM fast.
Anonymous
My front lawn. My road. Speed and traffic. Many accidents on a regular basis.
3/16/201902:07 PM
Driving In DTK In general.
Anonymous
Blind corners, poor lighting and no buffers zones between pedestrians and
3/16/201902:44 PM
faster traffic, unclear turning options for traffic and lack of accountability
(cameras). I, my wife and our children have almost been run over countless
times at king and Victoria. We've also almost been in several accidents due
to traffic turning when it shouldn't. This is the worst intersection in downtown
Kitchener and it's brand new sorb should be better.
Anonymous
Some narrow downtown streets could be closed for transportation if parkings
3/16/201902:46 PM
and city provided transportation with surrounding communities is improved.
This would make downtown more vibrant and friendly.
emily.midtownkw
While driving or biking on Weber St I have several close calls. vehicular
3111,2012 0316 PM
traffic moves very quickly and people often brake very quickly. I have almost
been hit many times in downtown Kitchener while walking when drivers do
not stop and look both ways when turning right at a stop sign or red light. I've
had close calls as a pedestrian with cyclists on the sidewalk, as they do not
have anywhere safe to ride. While biking on the MUT on Weber by Wilhelm,
I'm terrified that my kids will fall off into the road since there's no barrier along
the sidewalk and it's a curve where drivers frequently travel greater than
60km/h. I stopped biking to school because of Wilson Ave past Fairway,
because of the large trucks clocking 80 km/hr.
Anonymous
I was a pedestrian crossing the street on my way to work at an intersection -
116/201906:42 PM
at the appropriate time. A driver turning left didn't see me and continued to
turn left- I yelled and ran out of the way. The driver never noticed/slowed
down at all. When streets are designed for pedestrians and vulnerable
people car drivers are more likely to be mindful of pedestrians. Brighter
sidewalks- colourful street crossings are great starting points.
Anonymous
Intimidating panhandler at Strasburg and Block Line. Have only seen him
1161201906:41 P-rvl
twice in the past year. He bothers people for money for "trip to London"
where the busses gather and turn around. I almost ran over to a lady who I
didn't know was a stranger to strike up a conversation and pretend she was
my friend. Other times, generally I don't like the area at King and Water. The
people around that corner freak me out. Creepy guys looking at me,
sometimes saying things. I'm queer, but female, and guys are still usually
bigger than I am and can be intimidating. Thankfully I was with someone to
hold hands with in solidarity : ) I have a tall man that I can go downtown with,
I'm not sure I'd want to go by myself at certain times. This problem I think is
just a bit of old-fashioned thinking about LGBT+ people, and sadly how
women need to be vigilant still.
Anonymous
3/16/2019 07:43 PM
All the time - too many of our streets, sidewalks, etc are poorly designed.
Anonymous
Every time I'm on my bike, in the city or rural roads. Close calls happen more
3./16/201908:01 PM
than once from typical drivers to city workers (GRT)
Anonymous
Right now, no where is safe to walk because no body knows how to cross
3/16;201910:16 PM
the road anymore. Traffic gets so backed up around school zones because
pedestrians never pause to let traffic through. No car drop off area at schools
means the roads are congested with cards dropping off kids and walking
between vehicles in very unsafe manner. Cars get so frustrated trying to
sneak through otherwise it's a 30 minute dead stop until school starts. People
can't even get to work. No school should be built without some safe drop off
area. Crossing cards should be trained to let some traffic through or else
frustrated drivers will make unsafe decisions.
Anonymous
Cars go very fast and direct eye contact is a must before proceeding through
3/16/2019 1 1 58 PM
any intersection.
Anonymous
I think streets in KW generally don't have enough lighting, even in the busy
MW20191200 AM
areas. I've seen a few close calls around the university plaza when cars
pulled out from parking lots and didn't see the pedestrians or cyclists coming.
Anonymous
while biking - cars speed and don'tvreally pay attendion. better bike paths
3/i 71201961: 12 ANI
would be great
Anonymous
Any roundabout experience. Having a hill of vegetation in the middle
3,!7,20'907:24AN'
obstructing the view and preventing an opportunity to gage the traffic that will
be racing around the bend like it was NASCAR. Timing adjustments done to
traffic lights, advanced greens added or made longer, turning right signals,
predestrain walk/stop given designated timing during the duration of the traffic
signal due to the population growth in the region. Much higher volume of
pedestrian traffic. As well as road traffic. There are intersections throughout
the whole region that either need the tweaked or over hauled. In turn having
the traffic flow as it's meant to. Run a'Back To Basics' blitz, pull motorists
over who don't abided by the basic rules/laws of the roads. The laws they
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supposedly knew, that enabled them to be issued a license to operate a
motor vehicle in the first place! Things like proper turning, proper changing of
lanes. Rules of four way stops, how to treat an intersection when the lights
are out, or when theyre flashing, yellow or red or both. Road rules that
endorse conscientious road etiquette. Terms like, give way, or adjust speed,
reduce speed, keep right except to pass. Only one vehicle allowed in the
intersection turning left at a time. Turning right onto a two or more lane street.
Street signs are not suggestions!
Anonymous Cycling downtown. Lack of driver awareness. Not enough room for cyclists.
Walking kids to school on Weber Street. Cars going too fast.
Anonymous
Traveling on fisherhallman crossing Victoria on my bike, car blew through a
3/19/2019 1143 PM
red light and was very close to hitting me on my bike
Anonymous
I've been hit by cars numerous times while they were coming out of parking
..
lots. As a pedestrian or on a bike, some drivers just don't pay attention. Not
sure if its possible but perhaps sensors on bike paths that cross parking lots
Anonymous
etc could be placed and a signal light or something of the like, could be
3/19/201901:01 PM
engaged to warn drivers.
Anonymous
Cyclists weaving around in a lane, backing up vehicle traffic that cannot
3, i 7,20.0 ;1:46 A[V
safely pass
Anonymous
Crossing Victoria street a bit further away from downtown. Cars were not
3m/20191208 PM
looking for crossing pedestrians (e.g. If turning right on a red light) or bikers
because they are not prevalent in the area. Street area was designed for
drivers only (e.g. lots of parking lots, no bike racks, no bike lanes, stores
spaced out quite a bit).
Anonymous
I've had 2'close calls' at the intersection of Belmont Ave and Gage St..
MW201905:37 PM
where I was crossing at the pedestrian light and the car wanting to turn left
3/19/201901:47 PM
didn't stop while I was still in the intersection. I literally had to run out of its
Anonymous
path, otherwise I would have been hit. This happened twice. And once, the
same thing happened in downtown Kitchener as I was walking from the
public library to Queens street. The car was coming at high speed, almost
gunning for me, and I had to run (and yell at the driver) out of the car's way.
Several bystanders were shocked. It is incredible how pedestrians are at so
much risk and have to fear for their lives even when they are crossing at
THEIR light. I am now considerably paranoid when crossing the street and
don't feel safe that the drivers will respect my light.
Anonymous
The corner of King and Stirling. Car drivers are often not respecting the
3m /20190830 PM
pedestrians light and they are In a hurry and speeding. I don't let my children
cross that intersections alone.
Anonymous
Today a large percentage of drivers are distracted and or intolerant of others
3/18,/20190850 PM
on the road.
Anonymous
I frequently witness cars driving through or rolling through the four way stops
3/19,/201912:16 PM
in my neighbourhood (which is full of children who often forget to look or stop
at corners). I also often get nearly mowed down on the sidewalk in and
around Downtown Kitchener by cyclists who don't feel safe using the shared
road lanes and therefore bomb down the sidewalk instead. I also have to
jump out of the way of splashing puddles when sidewalks are too close to the
road. The winter plowing also leaves something to be desired, as it is often
nearly impossible to cross at an intersection corner because of the high
snowbanks left by improper plowing (let's not put that on the property owner -
I've seen fantastic plowing, also in my neighbourhood, when the driver takes
the time to clear the corners).
Anonymous
Pebblecreek dr in kitchener. Drivers coming from fairway onto the
3/19/2019 12 38 PM
Pebblecreek don't slow down.
Anonymous
Trail crossings can be brutal. I like to run and while crossing the many street
3/19/2019 1143 PM
intersections of the Spur Line trail have had a few instances where a vehicle
would suddenly be racing toward me as a ran across. Much of that has to do
with speed and the rate in which a vehicle can quickly speed through a turn
and suddenly be very close.
Anonymous
My kids have been crossing daily for several years at Queen's Blvd and
3/19/201901:01 PM
Spadlna which Is a school crossing, with a crossing guard. Even with a
crossing guard there, we have had some "close calls" with drivers not paying
attention, or trying to navigate a turn at the busy intersection. It's a busy
section of road during rush hour, and the cars coming from around the
hospital don't have a lot of time to see what's coming ahead. Plus cars
turning on to Queen from Spadina don't have many opportunities to turn and
can often move quickly to try and make it through a small break in traffic. It's
a dangerous corner for Pedestrians, as are many non -signalized crossings in
the city.
Anonymous
Bike lanes that mixin with pedestrians at crossings Roundabouts with t0000
3/19/201901:47 PM
much signage and multi lane crossing to exit ex Ottawa homer Watson
Anonymous
Doesn't apply to me
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3/19/2919 95:53 PM
Basically anytime I cycle in an unprotected bikelane. When this happens cars
Anonymous
Westmount while biking with my kids trying to cross onto Westwood going
3/19/2019 10 14 PM
north. There is a short stretch between Gage and Westwood I have to ride to
get to the Iron horse trail, and cars drive so fast, and the lanes are so narrow,
Anonymous
it is terrifying.
Anonymous
I poo poced some beer drinkers playing Frisbee and carrying a case of beer
3/19/2019 10 18 PM
from the now defunct beer store in 1 9791s walking up king st past the tracks
towards Wellington. He ran over and pummeled me(wwf style. I guess if
Anonymous
there had been a fence down the middle of king st it wouldn't have
3/zJ20`910:56 AM
happened. But thanks goodness to it being an important artery in those days
with 4 lanes of traffic there was lots of intervenors... King st now in the same
area is pretty much deserted.. Side note with the sixo arriving this entire king
st area Victoria to say hospital should have the curbs cut to allow free flow of
people in cars walking biking heading to and from work play school. There is
strength in numbers not in isolation. You can't expect the Wellington
residential corridor to absorb all of this traffic. This is the only way out to the
highway. When there is a perfectly good 4 lane road Victoria designed to
handle such loads. So I would say that king st kit west end I would view as
unsafe because it is devoid of the busy Ness read also ( business). It used to
have
Anonymous
A cyclist blew through a red light using the crosswalk. Wish I could do that as
..
adriver.
Anonymous
Basically anytime I cycle in an unprotected bikelane. When this happens cars
..
do not give me as much space as when I drive on a road with no bike lanes.
Also, cars often speed around me and then turn right, causing me to have to
slam on my brakes.
Anonymous
Every time I cross at Queens Blvd and Highland road - that intersection is
3,20,201909:98 AM
busy, sidewalks are small, and drivers are fast. Same at the school crossing
on Queen's at Spadina, where drivers often fail to stop even for the crossing
guard. It's terrifying, especially when you're walking with children.
Anonymous
I haven't cycled on Kitchener streets much, most of my cycling has been on
3/zJ20`910:56 AM
the Iron Horse Trail, or through the park behind the Museum on Homer -
Watson. I did greatly enjoy the added grade -separated bike lanes on
Manitou. It was unclear to me and obviously others, whether those bike lanes
are supposed to be bi-directional on both sides, or operate like road lanes
and you need to bike on the right. I assumed "bike on the right" as a safe
default, and often encountered cyclists approaching. So some signage
around that might help. I had a close call once when I was cycling to my old
job in Guelph. Standard two lane road (Speedvale Ave W, just east of the
corner with Wellington Road 32) with gravel shoulders, transport swept past
me at highway speed (80 - 100 KM/h) but didn't move over due to on -coming
traffic in the opposing lane. Clearly an un -safe pass, but loaded transports do
not change velocity easily. The moral is that even roads that aren't designed
with bike lanes need to be wide enough to allow some margin when motor
vehicles unsafely pass cyclists.
Anonymous
Crossing Victoria and walking along Victoria Street between Water and
3,201291 9 11 22 AM
Lancaster... it's loud, traffic is fast. It's not the worst in the city, though. There
are other places that are difficult to cross... Erb and Bridgeport offer too few
pedestrian crossings. These are all Regional roadways, but if you have any
influence on them (at least as they cross city streets) some focus on safety
would be appreciated.
Anonymous
I cycle most places, and I honestly can't count the number of times I've been
3/29,20199":29 PM
yelled at by a motorist— most frequently, actually, when I've been using
shared infrastructure as designed and signed —taking the lane through
Victoria Park on Jubilee where there are "bikes and cars single file" -style
sharrows; using the bike box to turn left onto King St. from Water St.
Sharrows are a far -from -Ideal design; separated Infrastructure feels much
safer than being mixed in among cars (I'm a confident cyclist and this doesn't
stop me from riding, but having separate infrastructure is far more pleasant). I
love the idea of bike boxes such as the one at Water/King, but we need a
bicycle -priority light cycle so that bicycles can clear the intersection before
cars enter, and so that it's more clear to motorists what the purpose of the
bike box is.
Anonymous
I feel unsafe riding by bike on streets with no bike lanes. The cars do not
3/29;291992:36 PM
allow enough room for cyclists
Anonymous
Frankly, "low rent" store fronts such as pawn shops and cash advance stores
3/20/201902:41 PM
seem to degrade the quality of neighborhoods (e.g. King and Queen in DTK),
and make those areas far less attractive and (IMO) people less likely to go
through, let alone stay in those areas. If you really want to improve our
streets, lets forget artwork, and instead focus on upgrading the types of
stores that can set up shop in town.
Anonymous
anywhere between the two university, very fast traffic.
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Lena
Victoria and Joseph Streets, lots of tech worker crossing to get to the
3/21/201906:21 PM
Tannery, lots of people running yellow and RED lights. I think the close
intersection at Charles Street makes people want to rush and run the red at
this intersection. I think there should be a "Scramble" crossing here between
Bruce
8 and 9 am and between 5 and 6 pm.
Anonymous
3/21/2019 61:36 PM
Can't think of any at this time.
Anonymous
How many pages do you have for a list? On King Street, cycling south past
3/21/2019 01:56 PM
Wellington St. A truck driver backed up in heavy, walking -speed traffic to
Anonymous
force me off the road. It was malicious. I guess he thought I didn't deserve a
3/21/201911:49 PM
lane, but I had to ride wide to avoid sewer grates. Crossing Fairway road at
Wilson Ave. We were biking and had not anticipated how wide the street
would get, and how fast and heavy the traffic was. We were stuck in the
Anonymous
middle lane between a heavy truck and in the "blind spot of a bus. Lanes
3/22/201901:41 PM
were closing off. We are seasoned cyclists, but I thought we were going to
die that day. Coming home we walked the intersection. We nearly starved to
MarieJB
death waiting for the light. Then a car ran the light and nearly "creamed us". I
3/22/201906:03 PM
don't shop in that area now.
Anonymous
3/21/2019 62:64 PM
Belmont and Gage. We were almost hit by a car that ran a red light.
Anonymous
There are many streets that are simply too narrow to safely accommodate
3/21/201906:21 PM
cyclists and motor vehicles. Of particular concern are streets like Albert in
Waterloo between Seagram Dr and Erb, or Queen in Kitchener between
Weber and Belmont
Bruce
Crossing Victoria street while running, I feel the speed of the cars is too high,
3/21/201911:35 PM
sidewalks too narrow and lanes too wide for such a central street in the
5: 23: 201909::>K PM
downtown core. It bisects the city and is univiting to other road users other
than private car owners.
Anonymous
Too many times to count! Individuals not checking the bike lane before
3/21/201911:49 PM
turning or driving or parking in the bike lane happens quite a lot. Ice and
snow in bike lanes is also a safety concern as I have fallen with traffic
surrounding me before.
Anonymous
Downtown streets in Kitchener. Drivers do not always look before turning
3/22/201901:41 PM
right (when they have a red). Queen street and King street Is terrible for this
given the street does not line up on the north and south side of King.
MarieJB
I hate not having proper, full, adequate sidewalks on Victoria St N in the
3/22/201906:03 PM
Bruce/Frederick/ Lackner area. Terribly dangerous.
Anonymous
The city closed off a trail and forced residents to walk on the street because
3/22/261908:22 PM
they had not built sidewalks yet.
Anonymous
Some specific times have been at the intersection of Blockline and
3/22/201908:33 PM
Courtland, where the new LRT tracks are in place. Drivers who are turning
often don't look to see if anyone is in the crosswalk. Especially drivers turning
right onto Blockline, several times they have not even come to a stop at the
red light. Another problem area is at any major roundabout - drivers don't
signal, and the pedestrian crossings are too close to the exits so drivers are
sometimes forced to stop in the roundabout (which I think plays a factor into
how they usually don't stop at all).
AlexK
Streets with bushes around the corners. Roundabouts that aren't well lit.
3/22,/201911:29 PM
Something needs to be done with roundabout pedestrian crossings, because
drivers in one lane don't see why the cars in another lane are stopped and
don't see the pedestrians behind those cars. Mirrors, lights, different design
of the crossing?
Anonymous
Pedestrian X -Walks at round -abouts need more and better signage even
3/23,2019 12 55 PM
flashing lights as pedestrian uses the crossing.
Anonymous
Pedestrians crossing at round -abouts. What the heck! They should cross on
3/23/2019 0:58 PM
the straightaways where we can see them!! If person is crossing from the
right and we are in the left lane we CANNOT see them crossing. Also, ICE
on roundabout makes this worse. Also pedestrians should not be wearing
headphones! C'mon.
Anonymous
I have more negative experiences than I could possibly list here. I have been
5: 23: 201909::>K PM
hit by a car while on my bicycle three times throughout my life, with many
close calls as well. I will often report to the police, and/or the main office of
the company if it is a business vehicle. However, one example I will give here
is the corner of Benton and Charles Sts. in Kitchener. It has been newly
designed, with two lanes between King St. and Charles, on Benton, one of
which is only for vehicles turning right. Yet, there are two lanes on the other
side of Charles. If I am going straight, I stay in the straight lane, but then
have to veer right to go to the curb again. Many drivers do not notice that the
right lane is a new turning lane, and go straight, almost hitting me, and often
swearing at me when I am heading for the curb.
Anonymous
Never. When I cycle, I am aware of vehicular traffic and I try to be as
I'll ,a IF
unobstructive as I can. Vehicle drivers for the most part are respectful.
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dtk
There are SO MANY experiences, but I'll limit myself to an example for
3,24/2019 10 53 PM
walking. As a pedestrian, any time I try to cross the street (when I have the
right-of-way) in downtown Kitchener, drivers always pull too close, move
forward while I'm crossing, or in the case of the four-way stop at Jubilee and
David, they sometimes completely ignore me. I think this is a behavioural
Anonymous
issue that gives too much right to drivers. I'm not sure how design could
3/24/291911:52 PM
remedy this. Even in places where right turns are not permitted on red lights,
Anonymous
cars will still rush me while I cross. And I'm a fast walker!
Anonymous
The crossings on Jubilee in Victoria Park, especially the four way stop as a
3,24,201905:11 PM
pedestrian. Lots of drivers not checking their blind spots or being eager to cut
Anonymous
you off as a pedestrian. Same thing with the three way stop on Joseph near
3/25/201909:07 AM
Charles St terminal. I felt uncomfortable because I felt like a car was about to
Anonymous
drive into me.
Anonymous
3/24/2919 96:35 PM
Drivers not waiting you to cross then street when the sinal for you are open.
Anonymous
On Victoria Road and King... The sidewalk is very close to the edge of the
3,24/2019 10 53 PM
street. Cars race by and have turned into condo side roads without looking
who is walking. Also biking from Frederick street turning right onto river there
are no bike lanes for a road that is very wide and often parked cars take up
the edge of the road which make it difficult to bike safely.
Anonymous
Turning on to Bleams. Poor lighting and visibility and the intersection is
3/24/291911:52 PM
uncontrolled
Anonymous
I'm uncomfortable every time a bike lane disappears because some engineer
3/25/201908:59 AM
has deemed it inconvenient to carry all the way through. The stress of trying
to figure out if I can merge with faster moving traffic behind me is unpleasant.
Anonymous
Biking on Ottawa St W feels dangerous and unsafe. The speed and volume
3/25/201909:07 AM
of traffic along with the lack of bike lanes make it unsafe for cyclists.
Anonymous
I was riding my bike up Columbia in Waterloo, and a dump truck driver came
3/25/201909:24 AM
right up behind me, honked really loudly, and then laughed at me when I fell
off my bike onto the grass to avoid him.
Anonymous
Bike lanes, sharrows, or no infrastructure streets mean I can't easily bike. 1
3/25/201999:29 AM
have no rights at most intersections even though dismounting to walk across
each one one after the other is impractical. I have had drivers attempt to run
me off the road, having chased me onto the iron horse trail when biking while
yelling at me from a sharrow road, and have had drivers in intersections try
to beat me as a pedestrian rather than yield as required by law, striking me,
only to be told despite all descriptive details and witnesses that the police
were not interested in even taking a statement.
Anonymous
egally-
Quite a few times when I have been bicycling in the appropriate legally -
3,[5,2u190959 AMM
3;25,2010 0959
designated fashion on a road which does not have a bicycle lane, I have had
car drivers get visibly angry at my presence on the street, yelling at me to get
on the sidewalk or passing me at an inappropriately -close distance which
makes me afraid for my safety. Each time this happens I am shaken and
upset and it makes me think about how it's only because I am really
dedicated to bicycling that I continue to do it, and that this kind of behaviour
from KW drivers in a city whose design prioritises car traffic means that more
casual cyclists are surely deterred from making city cycling a part of their
lives. And sometimes I wonder if I'm dumb to keep cycling so much because
if a car makes a poor choice around me out of frustration from my presence
on the road, I could die. If there were better -designed, more -widespread
bicycle lanes, particularly segregated bicycle lanes, this would lessen the
feeling of unsafety I experience on Kitchener streets.
Cdk
Lancaster near Bridge. I can get off the bus there, but It's impossible to cross
3/25/2019 10 35 AM
on foot to my destination. There are turn lanes that oncoming drivers are
always clipping. The lines on the lane look like bike lanes but are too narrow,
but that doesn't stop drivers from trying to force a cyclist into them.
Anonymous
EVERY TIME there isn't a sidewalk and someone is forced onto the road is a
3/25/2019 10 44 Al,
'close call'. Belmont Village, I think, was designed to offer some safety,
except I see a lot of ambiguity and confusion about how to use the different
lanes
Ayad
Cycling is very tricky at times when on Erb or Westmount with traffic, potholes
3/25/201911:93 AM
and intermittent bike lane.
Anonymous
In Toronto, the bike lanes had lights, but many cyclists rode through them
3/25/291911:05 AM
unaware of their existence and mine.
Anonymous
I feel this almost every time I go cycling. Nearly every cycling option outside
3/25/201911:19 AM
of a few dedicated splines are only a line of paint away from traffic, and even
these bike lanes end without warning and operate in areas of excessive
traffic speed. I consider myself a strong cyclist, and I find our urban roads
uncomfortable. The Waterloo Region must commit to new infrastructure, like
the Uptown Waterloo streetscape in a bigger way to separate cars, cyclists,
and pedestrians into infrastructure for them. But perhaps more important is
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that this infrastructure forms a predictable and connected network. Token
areas of infrastructure are doomed to be under-utilized if they don't connect
to others, and sudden loss of protections makes for unsafe interactions.
Anonymous Once, i was crossing a street parallel to an ION train going in the opposite
..e : 1 :5e. AM direction from me, but right next to me. the very second that the train was
half way through the intersection, a car made an aggressive left turn right
where I was. The car could not see that I was crossing as well. I got out of
the way in the nick of time. Thankfully - Part of this may have been due to
the newness of the ION, part of it is because the ION moves slowly, and the
car was getting frustrated. but can there be some kind of signal delay or
something for left turns when the track runs along the curb side?
Anonymous
I was almost hit by a fire truck driver on Bingemans Centre Drive. There is a
3/25/2019 12 1PM
bike lane there and I was wearing bright clothing and my bike's rear light was
on. It was within centimetres of hitting me, and continued to enter the bike
line before almost hitting the curb and swerving back into the automobile
lane. If I was a metre or two further ahead I definitely would have been hit. I
reported it and the fire dept followed up and said the driver had no
recollection of any cyclist at the place of incident and it wasn't on emergency
call. Drivers make mistakes all the time so bike lanes should not be
considered infrastructure, and definitely should not be placed on 5 lane roads
where drivers go 70-90kph.
Anonymous
People biking on the sidewalk while I'm walking happens all the time. This is
3/25/201901:13 PM
unsafe yet riding on the road for many cyclists can be scary because drivers
don't respect cyclists. At the same time, cyclists do not follow the rules and
are unpredictable so drivers feel like they don't know what to expect with
them and so are further frustrated by this. All of these are things I've
witnessed and experienced and create conditions that are unsafe for
everyone.
Anonymous
Frederick St at Lancaster St intersection, someone blew right through the
3/25/201904:08 PM
redlight on Frederick St as I was crossing Lancaster from the Tim Hortons
and I almost got hit
Anonymous
I run along the Iron Horse and feel very alone between Mill and Ottawa.
3/25/2919 97:23 PM
Anonymous
Sidewalks that are super old and skinny directly beside the road and a bus
3/25/201908:16 PM
mirror almost hit me in the head.
Anonymous
I've had so many of these as a commuter cyclist. So many drivers do not
3/25/2019 10 42 PM
leave enough space for cyclists to be on the road with them.
Optional question (237 responses,
49 skipped)
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014 Some streets are designed to move people from point A to point B, while other streets
are designed as a public space that encourages people to enjoy the space. What street
amenities would make you want to spend more time on Kitchener's streets
250
225
zoo
ns
iso
tzs
too
7s
so
zs
zts
Question options
0 Public art 0 Wayfinding signs to major destinations or transit stations 0 Bicycle fix it stations
0 Safe places to lock your bike 49 Public seating areas (street benches, picnic tables, etc.) 0 Mini-parkettes
0 Trees and greenery 0 Wider sidewalks 0 Interesting storefronts 0 Restaurant patios 0 Street parties and events
0 Other
Optional question (266 responses, 20 skipped)
Page 47 of 68
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015 If you chose "Other", please describe:
Anonymous
All streets should keep traffic flow in mind. All should be considered point A
to B. If you want leisure get out of the city.
Anonymous
Well lit at night, less trees so the lights are not blocked out by the trees. Less
trees along sidewalks and boulevards, to Improve lighting, and to save
sidewalks from tree roots.
Anonymous
You have to face who is on the streets in kitchener, generally it is the
2/26/201906:40 PM
downtown street people who are being fed at working center and housed at
social agencies without much to do during the day. Otherwise it is tech
groups who are out between shifts and civil workers. Kitchener needs to face
the downtown drug and alcohol problem and get everyone involved in
creating a unique experience with music, art and expression, edible plants
and mini homes.
jklass68
Less parking lots and big shopping centers (with big parking lots)
2/26/2019 0700 PM
Anonymous
Night events to keep eyes on the street at night .
2/26'2019 08:27 PM
Pheidippides
people; sidewalks free of ice and snow
Anonymous
Pedestrian -only streets with mobile venors during the daytime, with
1/16/20s09:5s PM.
vendor/delivery acess during off hours (e.g. midnight-6am). This would work
really well for streets nested between ION tracks, like King street in DTK.
Anonymous
Accessible parking in that I could get out and walk to some of the stores.
..
Parking is limited and if I'm lucky enough to find a space, I have to walk a
distance to get to a specific store.
Anonymous
:,
separated bike lanes
amber.wool
other people out and enjoying the spaces, free of exhaust of vehicles, music.
_27/20,9 s_.� 0 PM'
Anonymous
Pedestrian tunnels or bridges over busy roads, or more crosswalks with clear
. ...ta
signage. Safe separation from cars and wide sidewalks.
Aaron
Narrowed lanes to naturally encourage slower vehicle speeds would make
.. .. .,.
streets more comfortable to be on. Trying to spend time beside a wide road
with fast moving vehicles (regardless of posted speed limit) is less than
desirable.
Anonymous
Washrooms able to use in winter
3/01,201909:55 AM
Anonymous
Clean store front windows. Less people begging for money as you walk.
361;261912:29 PM
Anonymous
Protected bike lanes.
3/08/2019 09:63 AM
Anonymous
Car sharing stations Allow people to drink In public (one can dream right?)
3m/201909:18 AM
Covered spaces (to protect from the sun)
Anonymous
You didn't include safe cycleways in the list above. If the street is truly
3/12,/201905: 33 PM
designed for speeds under 30 km/h then they may not be necessary but if the
design falls short and cars regularly travel above 30, then protected
cycleways should be included.
Anonymous
All of the above
3/12/2619 65:47 PM
Anonymous
Maintenance of sidewalks during winter.
3,/13,/201911: 37 AM
Anonymous
MARKETS SHADES FOR RESTAURANT PATIOS
3/13/2619 61:49 PM
Anonymous
EASIER BATHROOM ACCESS FOR PUBLIC
3,/13,/2019 63:15 PM
Anonymous
FOUR WAY STOPS
3/14/2619 68:44 AM
Anonymous
PATHWAY BETWEEN STREETS
3/ 14'2919 11 02 AF:°,
Anonymous
GARBAGE
Page 48 of 68
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Anonymous DOG PARKS
3,14/201911:57 AM
Anonymous
Separated bike lanes! They feel so safe, and make biking so much more
3/15,/201908:47 PM
enjoyable. I would definitely cycle more and drive less if there were a more
connected and safe cycling infrastructure.
Anonymous
311 6/2 01 9 11 15 PM,
None of the above. Safe, well maintained roads that get from A to B.
Anonymous
Driveways are too small to fit visitor cars. No parking on roads, or houses too
close together to even park on the road leads to really dysfunctional and
frustrating neighbourhood streets (Dahlia for instance, where my babysitter
lives). Sidewalks especially need to be wider anywhere near a school.
Increased parking on streets will allow for events and parties. Those ideas
are moot without the infrastructure. Everything else is moot for at least half
the year (the winter half)
Anonymous
More bike paths with shared use (pedestrians) Check out Palm Springs
3/19/201901: 47 PM
California
Anonymous
I would reiterate parking. I would call it a barometer of sorts. You see a
3/19/2019 10 18 PM
Porsche parked lends an air different than a 23 year gmc rusted pickup. To
not have proper arterial roads that are still in place but reconfigured to be
less automobile friendly is fine but creates a host of other problems. I don't
think a 40 kmh speed limit is going to fix the fact that an arterial road just got
taken out of commission. The streetcars we have are just going to have to
share at least some of the road. Take wloo with their bike lane uptown. (
shaking head) ( I know more bollards more what - fences?) And who is going
to go there the biker? Arterial bike things that work are trails that were trails
before there were trails - like the spur line trail - to union at least 50 years
old( it was rough gravel beyond that but it was slowly getting better. King st
evolved from the 1800's to become what it is. I am not sure if it is going stay
singular lane for long. You look at all the catenary overhead. One good
battery system and those In will slide into each station charge up and off they
go. Bam gone are the wires. No wires, 4 lanes of traffic . Otherwise maybe
the neighborhood cells will want local traffic only dead end some streets. This
definitely turns a busy residential street hoodwinked from a day truck route to
a 24hr truck route. Because In planning and turn lanes is an unpure design.
Anonymous
I think the time is quickly approaching where city cores need to be closed for
3/20/2019 10 56 AM
automotive traffic entirely, and only allow public transport and human -
powered vehicles. Parking support needs to be implemented for that though.
Yes, people will be outraged. grr. It's the greater good. As population
increases, we all get a slightly smaller living space, on average. We gotta
make use of the space we have. Cars should be relegated to intra -city
transport ideally. But that means having awesome public transport, and
really, only Ottawa has something that begins to approach that.
Anonymous
The green space between the road and sidewalk. It is great to have the
3;21,20,902:04 F%l
barrier especially when walking with young children
Anonymous
Some of the people who clearly need mental health help on King St (e.g., the
:+24/2019 n5:11 PM
guy who swears loudly at everyone who walks past him in front of Coffee
Culture) make King and Frederick uncomfortable as a pedestrian
Anonymous
Car free zone. Who wants to sit at a sidewalk cafe and ingest gas fumes with
.___,. 21;- 69:11 All,
your cappuccino?
Anonymous
streets where motor vehicles are not permitted are more comfortable to
v196 -_SAM
spend time on
Cdk
Better winter maintenance of sidewalks.
Anonymous
3/25/2019 11:05 AM
Free Wifi connection in public areas.
Anonymous Activities along the streets. for instance, in Santa Cruz Tenerife, I saw a rock
3/25/201911:56 AM climbing (short, for "bouldering") wall, and some other fitness equipment
along a walkway, hopscotch or other games in crosswalks or along trails -
make walkways playful!
Anonymous Lighting.
3/25/2019 07:23 PM
Optional question (39 responses, 247 skipped)
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016 Do you have any other comments or suggestions related to complete streets?
M. P. Please keep them efficient for cycling users, i.e.: make sure that cyclists can
2/26/20190455 PM continuously maintain their momentum (otherwise cycling on the road Is
much for efficient), that bike paths are continuous (no patchwork), that they
lead along major traffic routes, and that route design follows the logic of a
cyclist rather than car driver. The uptown Waterloo streetscape project is an
interesting project with some lessons to be learnt. Please draw from them.
Anonymous This is a waste of time. Wait until self -driving cars are implemented.
.9 G �u PM
Anonymous
- make sure that wider sidewalks are kept open - no signs blocking them, no
2/2,/22,.1905:16 PM
cars driving up to park (the apartment building on Weber between Queen
and Frederick is enraging in this way), no restaurant seating with patrons
smoking. - separate pedestrians and cyclists! The choice to put sharrows on
several roads instead of proper bike lanes has pushed cyclists on the
sidewalk, which is very dangerous for pedestrians.
Anonymous
21.2;;;20,9(,5:49 PMS.
Better at moving traffic without delay
Anonymous
Increased community policing models. Increased lighting, larger spaces
2 2,'1101906:01+ PPn
flwpeoplevyo associate. More social services, Increased outreach workers.
Anonymous
My friend walked her kids along street in DOWNTOWN Kitcherner outside
2,26/201906:40 PM.
pool hall in the day and the younf girls saw a stabbing.
jklass68
I think the best thing for the city (and the environment) would be to ban cars
2/26/201967:00 PM
completely within city limits (have parking/rental lots at on -ramps of
Conestoga Parkway). Although I'm sure this isn't going to happen any time
soon for the whole city, I think it would make sense to try this out and make
the downtown core (bordered by Victoria Park, Victoria St, Duke St, and
Frederick St) a pedestrian, bus, and ION only area.
Diggerjim
2/26/2619 67:16 PM
More garbage cans
Anonymous
2/26/2619 67:26 PM
sidewalks both sides adequate distance from the motorists for safety.
AMustardl980
1 really like the prioritizing of road users starting with pedestrians first and
2/26/20190:27 PM
motor vehicles last. This is the right methodology that will begin to move
Kitchener towards being a safe and enjoyable city to travel in and around.
Skating Mom
If you take any more space away from cars on King Street, !twill no longer
2/26/201908:45 PM
by "driveable." Perhaps that is the intent.... to make it pedestrian only. It's
already a nightmare with buses (may be resolved when LRT begins
operation) and delivery vehicles. Duke and Charles Street are already
compromised for vehicles with the installation of the LRT tracks, so if we lose
King Street as well.... people may avoid coming downtown.
Pheidippides
A lot of the space for a true complete streets across the city could be had by
2/26/201909:06 PM
getting rid of publicly subsidized private vehicle storage (a.k.a. on -street
parking). A lot of the costs of complete streets could be recouped by
reducing the infrastructure deficit (less pavement to build) and operating
costs (less to plow, clean, maintain) by narrowing lanes (e.g. Avon PI),
getting rid of excess lanes (e.g. Queen's Blvd), right -sizing streets (e.g.
Belmont should be 1 north bound, 1 south bound, and 1 centre turning lane);
and it would be better for the environment (e.g. reduce urban heat island
effect, Increase storm water run-off Infiltration, reducing salting, etc.).
Anonymous
_.27,20i909:19-
N/A
GeoffK2015 I see too much use of concrete curbs and islands where the street is not wide
enough for it. Boulevards in the middle are better. Grass and shrubs are
more attractive.
Anonymous Every time I am on King Street 1 can't help but notice how ugly the business
2/27/201911:08 AM owners are making it. I believe signage should be regulated where it can only
be within the window but no on the building architectural elements. Here's an
example: https://goo.gl/images/oXQ7un Another on from Italy, notice signage
for apple store: https://www.tema.ru/jjj/go/store-apple.jpg Salzburg:
http://farml.static.flickr.com/131/342587734_ea1898ab6c_b.jpg Anotherthing
1 would notice is the lawns. All the dirt on our roads comes from the rain
water washing away soil onto the roads or melting snow doing the same. In
Europe if there's an open landscaped area it is below the curb like so:
https://www.tema.ru/jjj/dr!sV4F2Cl 805.jpg A little trench designed to stop the
dirt getting onto the road: https://www.tema.ru/jjj/dr!sV4F2Cl7l l.jpg A lot of
solutions out there. Here's an opposite example in Kitchener:
https://goo.gl/maps/vVN5SzwUJ6q Nothing stopping the mud getting on the
road from a good rain off of that slope.
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Anonymous More needs to be done with cars using residential streets as a pass thru from
2/27201901:36 PM point A to B and the speeds of this traffic.
Anonymous
What are cars allowed to park on streets with no parking signs? If the street
2/2712019 01 36 PKI
Is narrow, you have to drive on the other side. Why ticket, just tow It, they get
the message when you have to go and retrieve your vehicle. Or is that
Anonymous
considered too harsh for law breakers?
amber.wool
I think it's a great idea and I really appreciate being able to provide some
2i2n261 - 03:00 PM
feedback. Great work!
Anonymous
Wider sidewalks at corners/intersections for accessibility!
Aaron
Wheelchairs/strollers can't always get around other pedestrians safely
2,26/201902: 4 PM
without going out onto the street. Timely snow clearing is also crucial to safe
and complete streets!
Anonymous
More bike lanes! Bikers need to be patrolled and ticketed like motorist are. If
2;26120.9 m,:>S AM
they are on the street, they need to follow the street laws!!! Same with
pedestrians. They need to stay off the streets and cross at appropriate
Anonymous
spots.... if they don't ticket them, if the light is red wait!
kwsl560
Living in NE Kitchener, I feel very cut off from the rest of the city. The
228,201909: as AM
Expressway has only a few cross-over points, most of which are terrifying to
Skinny
transit on foot or bike. A pedestrian bridge connecting Bechtel Park to
3,042019 03:09 PM
Waterloo's Roselea Park neighbourhood would be huge.
jakay
Fewer restaurant patios, please!!! They just gobble up sidewalk space!!!!
2/26;20191032 AM
Fines for bicycles on sidewalks! They don't use the bicycle lanes provided
Anonymous
I'd like to see more amenities around urban bus stations like public services,
2/28/201902:15 PM
shopping, restaurants, and recreational facilities. It may be encouraging for
people to use public transportation if things were within walkable distance
Anonymous
from the terminals; as well as having sufficient sidewalks and paved areas for
3,02,2019 07 29 AM
pedestrians. I love the downtown areas in KW and the vibrant life it brings,
having this walkability is limited to a few areas however, and it'd be nice to
sah
see in other places around the city with walkable markets/districts.
Aaron
Equal safe spaces includes clearing snow equally across all types of
2,26/201902: 4 PM
transportation types.
Anonymous
if LRT is going to catch on snow removal and washroom proximity is going to
3 01,201909:55 AM
be a huge issue. no one wants to take a long trip by train if slippery streets
and no rest stops are part of the deal
Anonymous
Why is it the road design seem to happen years after communities are living
3,02,2019 07 29 AM
here. They have been breaking and building and breaking Fischer Hallman
near Huron. Get a proper design and do it once.
sah
I would love to see KW become a hub for promoting/supporting/adopting new
3 02 2.190661 PM
technologies like self -driving cars. One of the best ways to encourage safe
streets is to minimize human drivers on the road who will frequently drive
rashly and break laws -- its common knowledge that most people driving 10-
15 km/hr above speed limits! People embrace and encourage technologies
like autonomous cars at a city government level which should lead to safer
streets and more comfortable transportation options!
Anonymous
We need to foster a strong retail environment along our main streets to
333:20190958 AM
encourage people to both enjoy their space, and use it for their day-to-day
needs.
Skinny
Fix the pot hole, put a simple bike lane on the street without spending a
3,042019 03:09 PM
bloody fortune and promote courtesy and safety instead of entitlement and
stupidity. we do not need speed bumps every where, we do not need things
in the middle of the road we do not need to constrict intersections on
neighbourhood streets. we need wider roads, with better surfaces and if there
is a problem area than maybe employ the police to control the situation, that
is if you can get them to show up for work instead of collecting a 6 figure
salary to stay home!
Mel B
I'm thrilled that Kitchener is caring about safe and complete streets. I hope
3/04/201906:32 PM
that we really take seriously our commitment to put vulnerable road users
needs as the top priority (even if it means removing some on -street parking
or slowing cars down). Streets can be a vibrant gathering space for citizens
strengthening our connections to our own neighbourhoods but we have to
actively design our streets in ways to encourage that. A lot of the suggestions
listed above can help make that happen.
Anonymous
I really appreciate that we are considering this but we have a lot of problems
3105,20191229 PM
we need to fix before anything will start to get better. One of which is
enforcement of laws that protect pedestrians because these improvements
do not actually help me if I can't cross the street.
Anonymous
London ON has a great bicycle/pedestrian trail system - much quieter,
_1,05,201912:41 PM
calmer, safer than travelling along the roadways and allows one to criss-
cross city easily on those greener modes of transportation. Kitchener does
not have this type of system - and Walter Bean trail is very patchy system
that prevents long-distance usage
Anonymous
If the city focuses on building quality streets that truly prioritize vulnerable
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users above vehicles then things like public art, street parties and events,
interesting storefronts and patios will happen organically thanks to the
community that will be encouraged as a result. The focus needs to be on well
connected, consistently designed infrastructure first. Quick examples of good
intersection and vulnerable user infrastructure:
https://www.youtube.com/watch?v-FlApbxLz6pA https://vimeo.com/86721046
https://www.youtube.com/watch?v-yceHo8VvQbs
Anonymous Yes, please ban turning right on a red light in Kitchener. Please also consider
3/07/2019 05:08 PM lowering the speed limit to 30kph on residential streets. Please narrow the
roads and use the extra space for pedestrian, cycling, and public transit as it
makes sense. Please do what you can to incentivize electric vehicles and
NixLapi
electric engines over their gas equivalents. Less pollution and less noise.
Anonymous
Streets are for traffic, why should people be enjoying the street?
3/O7/201 J 08:55 PM
means, as well as what green bicycle boxes are.
Anonymous
I don't know if it's related to complete streets, but I would like to see more
a0,201909:12 PM
events and festivals along King Street and down Gaukel to Victoria Park.
There's no need for car traffic on King Street (could be shunted to Duke and
Anonymous
Charles), but buses could still run down an otherwise pedestrian -only King
3/04,201903:04 PM
Street to make a more vibrant central shopping and culture district.
Anonymous
Thank you for making this a priority!
1,08/2019 12 15 AM
comment that despite poor conditions some people will continue to drive too
Anonymous
I believe lowering speed limits for card will have many benefits for drivers
3/08/20190:37 AM
and vulnerable road users.
Kendra
Public safety "share the road" campaigns don't mean anything when there's a
?08/201907:39 AM
dominant culture of cars owning the road and taking the right of way. This is
never more evident to me than when I'm in a country like Azores or Costa
Rica where there seem to be no rules of the road, but everyone is very aware
of everyone else moving to where they need to be (whether they're in a car,
bike, or walking). I'm so glad that we're starting to take this seriously, and
Anonymous
proactively looking for ways to improve our downtown core, and the
experience of all our community members. Thank you!!
Anonymous
Segregated bike lanes, It's the only safe option. There's no way I'm taking my
3/08201908:07 AM
kids down a street with painted lines as a "bike lane". In fact, I would argue
that painted lanes should not count towards as citys "kms of connected trail
infrastructure".
Anonymous
3;04'2019 04:42 AN'
Add more PXOs for safe crossing
Anonymous
As mentioned earlier, pedestrians (major issue for seniors, mothers with
5/06/201909:02 AM
strollers, seeing Impaired) wanting to cross active bike lanes will not hear the
biker who will feel it is their "right" to fly down those lanes. If the few bikes
that are out there are kept to the streets, caution is automatically given. For
the few bikers out there, this money can be used in dozens of more benificial
ways.
Anonymous
We need to reduce the speed of streets like Weber and Victoria. We can do
3,Oc 201909:03 AM
this by Introducing narrower lanes, boulevards with trees, and protected bike
lanes.
Anonymous
It is import to have car slow down, particularly in school zones. Signs are not
>��191 17 Pra
enough. mature tree help with Shade. Clear, safe crosswalks. Roundabouts
are not safe for pedestrians. The safest place to cross is were traffic stops.
Roundabouts are designed to keep traffic moving.
Anonymous
streets are for transportation. if you want to party, do it off of the road.
3/08/201 9 12 12 MI
NixLapi
Cycling lanes need to be connected. Having random sections of cycling lanes
3/08/201901:50 PM
is not safe or helpful; drivers also need to be educated on what a shared lane
means, as well as what green bicycle boxes are.
Anonymous
Stop wasting money on multi -use graffiti attracting benches. Separate bench
3,/08,201903:02 PM
and bike stands. Direction signage on trails is waste, digital maps and apps
are better and are not focus for graffitti
Anonymous
I live on a small residential street where cars are often parked on the street.
3/04,201903:04 PM
This limits visibility and Impedes drivers, yet people (usually non-residents, It
seems) continue to speed, weaving around these vehicles. No solution, just a
comment that despite poor conditions some people will continue to drive too
fast.
Anonymous
When I read "complete streets," I think of an array of design elements in use
3 s/2M902:13 PM
together. I would say there are many streets In Kitchener that would benefit
immensely from just one or two relatively inexpensive elements- many
residential streets would be much more pleasant to walk or bike on with the
provision of, for instance, a bump out or two to slow traffic and provide for a
space for greenery or a tree. This might not make them "complete streets,"
but it would help a lot.
Anonymous
Fill the gaps ASAP. Multi use paths and on road bike lanes are good to see
more, but often disappear. Victoria St /- Westmount is crucial link to get
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downtown from West.
Anonymous Moving to Kitchener last summer, I'm too scared to go out on my bicycle.
Cars seem to rule the road and bikes are clearly not a priority. It was exciting
to hear about bike lanes in Waterloo and then so disappointing to see them. I
know there are changes coming but having them blend it with the sidewalk
and road without any barricades makes them useless to me. Have sad
discussions with my husband about how much we want to use bikes but are
too afraid for our safety. Had a friend commuting by bike who had to
increase life insurance based on how many close calls she's had. As active
pedestrians, we feel It's very clear we aren't a priority over motor vehicles.
Would be amazing to see sidewalk clearing take priority over roads.
Anonymous bicycle riders should have to buy a license to help pay for all this
3/11/2019 10 51 AM
Anonymous
I'M HAPPY THIS IS BEING DISCUSSED
3/12/2919 99:33 AM
Anonymous
I THINK SOME DRIVERS ARE IMPATIENT FOR CHILDREN ITS UNSAFE.
3/12/2019 19:28 AM
Anonymous
ROUNDABOUTS ARE NOT SAFE, DON'T WORK IN OUR CITY
312/2019 10 51 AM
Anonymous
LIKE LANE PHASE (THANKYOU) IN PARTICULAR: AN UPHILL
3/12/29191:16 AM
SECTIONS SUCH AS KING BETWEEN CEDAR CHARLES BETWEEN
BORDEN & BENTON AS WELL AS MAJOR ROADS (2 LANES) SUCH AS
VICTORIA
Anonymous
RED LIGHT CAMERAS ESSENTIALLY AUTOMATE SPEED CONTROL
3/12/201911 55 AM
AND MAIL HEFTY FINES
Anonymous
No matter the design we need enforcement
3,/12/2019 95:47 PM
Anonymous
Quality materials, quality workmanship. Stop wasting our tax money on
3/12/291905'50 PM
never-ending jobs programs.
Anonymous
In terms of perceived safety, I prefer areas that have a small boulevard
3,13,201909: 21 All
between sidewalk and street as opposed to streets where the sidewalk abuts
directly onto the road. Lancaster Street between Frederick and Victoria has
sidewalks where pedestrians feel very close to the road; when water puddles
on the street, it is very easy for someone to get drenched by a passing car
driving through the standing water, because there's no distance between the
pedestrian and the road. It's likely perfectly safe, but mentally, it doesn't
seem as safe as walking on a sidewalk with a small grass boulevard between
person and road.
Anonymous
No, thank you
3,13/2019 11:37 AM
Anonymous
pedestrian street ......
3/13/201911 58 AM
Anonymous
I wish sidewalks were given space for bicycles, rather than roads
3/13/201912 18 PM
Anonymous
BETTER DESIGN (DETOUR) INSTRUCTIONS DURING CONSTRUCTION
3/13/2019 01:37 PM
Anonymous
INCONSISTENT BIKE LANES (COMING FROM KITCHENER TO
3/13/201902:08 PM
CAMBRIDGE TO GUELPH MOVE CONSISTENCY IN THE CITY
Anonymous
SPEED IN ROUNDABOUTS IS AN ISSUE
3,/13,/2019 02:23 PM
Anonymous
MORE TRAILS ON FEAT GROUND TRAVELLING IN ALL DIRECTIONS
3/13/2019 93:92 PM
Anonymous
Put people first, and build from them there. Make sure the traffic engineer
3/13/201903:26 PM
brings their child for a walk/bike through design. Then bring grandpa along
too. Still safe? Now build.
Anonymous
NOPE
3/13/2019 04:06 PM
Anonymous
WHEELCHAIRS OFTEN GO ON ROAD BECAUSE SIDEWALKS AREN'T
313201904:20 PM
CLEARED DONT LET KIDS WALK CLEAN UP NEEDLES ON STREETS
AND BUS STOPS
Anonymous
SCHOOL TEACHER- SIGNS WON'T MAKE A DIFFERENCE -HAVEN'T
901908:58 AM
HEARD OF KIDS HURT OUTSIDE OF SCHOOL ZONES -EVERYONE IS IN
A HURRY.
Anonymous
-SCHOOL AND SAFETY SLOWING DOWN TRAFFIC -MORE BARRIERS
3/14 2 9 1 9+09:1x; z;.
AROUND SCHOOL
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Anonymous N/A
Anonymous
3'14'201910:11 AM
HELPFUL TO PUT SPEED BUMPS AS WELL
Anonymous
-3,'14120 19 1 9:44 AM
NICE TO DISCOVER NEW SHOPS ENCOURAGE SMALL BUSINESS
Anonymous
3/15,'2019 08:47 PM
This is something that is very important to be considering, thank you!
Anonymous
3/15/2019 09:18 PM
More pedestrian activated signals to safely cross wide streets
Anonymous
I love the bike paths along King Street in uptown. Integrating more grade
3/16/201909:13 AM
separated bike lanes would be really important for getting people to feel
comfortable on bicycles and alternative modes of transport. Park Street
would be a great candidate for complete Street update.
Anonymous
how many people use parks at night.. and why? public safety, lack of police
3/16/2019 12 53 PM
traffic and law enforcement of high crime zones.... now it has become
common to see drug users in apartment stairwells........ DO YOU SEE A
COMMON THREAD HERE !!!! lack of police enforcement of common traffic
and personal laws..... also court enforcement as well...
Anonymous
When developing individual streets I think they should be considered as part
3/16/201902:44 PM
of a broader strategy which outlines how streets work as a system to help
intergrate transport systems and options. Holding public consultations during
evenings and weekends. Provide an online complete the streets platform for
those unable to go to consultations.
Anonymous
3/16/2019 02:46 PM
Slosing some streets would help with checked above.
Anonymous
3,'16/2019 06:42 PM
Thank you for your work here. It's needed!
Anonymous
I have seen lots of neat and interesting improvements downtown. I follow
3/16/201906:45 PM
"Strong Towns" online and have all sorts of thoughts wondering how it will all
come together for Kitchener. https://www.strongtowns.org/ I picked up from
them, just making a safer neighbourhood by saying "hello" to people. Little
social media reminders, for example, " Think about what it means to be a
good neighbour - how can you make that happen?"
Anonymous
The new neighbourhoods near Jean steckle and Janet Metcalfe look like
..
refugee camps - - everything jammed together like bloody downtown
Toronto. I would never move to any area like that. Even worse are the new
schools that are landlocked and crazy unsafe to walk to because of all of the
parent traffic. Visit there before school and be prepared to sit in your car for
an hour without moving. They are also completely cut off from the rest of the
city except by road. If that's the direction the city is going, then it's going in
the wrong direction!
Anonymous
11 3 1 L'.' PM
Snow clearance at bus stops really need priority.
Anonymous
the streets should have a good connection- bus, bike, walk (for example
3,17'201991:12 AM
Belmont village is a nice area with potential easy to reach by bike or car but
pain to get there by bus. one bus every half an hour or so is not enough
Anonymous
Averting car traffic to mix with foot traffic as much as possible. Bike
3f17/20i907'.24 AM
trails/lanes.
Anonymous
I would recommend not creating street party areas unless you want multiple
3'17/201999:26 AM
'Ezras' for the local law enforcement to deal with. Benches would be nice but
from my experience they've usually been tainted by different fluids the night
before, depending on the area. Downtown area could do with more trees to
make the space feel more welcoming. If you want to add benches, perhaps a
design that has a seat angled 'slightly'down. It would be more comfortable
for the elderly and children, and may discourage people who view it as a
place to sleep. As someone who enjoys biking, it is difficult to find a
genuinely safe place to lock your bike. Unless your chain can wrap around
both tires and handlebars, and gear chains, something is going to go
missing.
Anonymous
Anything you can do to make pedestrians and cyclists feel more comfortable
3'19'201901: 01 PM
will improve a space. Generally, drivers in cars are just passing through, but
pedestrians and cyclists are more likely to stop and enjoy a space. The worst
areas are narrow sidewalks with no separators (boulevards or grass) between
the sidewalk and the road. In busy areas this can be intimidating especially
with young children and dogs.
Anonymous
Shading and local stores to visit are essential
Page 54 of 68
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Anonymous Nope.
3,19,201910:18 PM
Anonymous
Band zero lot line setbacks. The best "downtown" environments are ones
-3/19/201 9 10 27 PM
where buildings are set back from the front lot line so that greenery and
amenity spaces. This would allow for properties to install gardens and patios
Anonymous
in their frontage while fronting a high ped traveled corridor.
Anonymous
protected and CONNECTED cycling infrastructure is a must
3/20/2019 09:05 AM
sidewalk, confusing people as to whether or not it's okay to bike on the
Anonymous
Cycling is super -healthy. Let's do all that we can to encourage that.
3/20/2019 10 56 AM
https://www.youtube.com/watch?v-KTT713SKpMO
Anonymous
Night time lighting is very important
3/20/2019 02:36 PM
especially the ION tracks.
Anonymous
Streets, as you point out, are designed to move people from A to B - they
3/20/201902:41 PM
are not intended as public parks. Adding artwork etc. is only likely to distract
cyclists and drivers, cost a lot of money, and add nothing to the commute.
Please focus on improving the original purpose of streets and stop trying to
make streets a place for all people, all of the time - that really is the point of
parks, not streets.
Anonymous
Focus on connecting transportation options - if you have bike lanes on a
3/21/201901:36 PM
major street, having bike lanes on connecting streets makes It more likely for
people to choose biking as an option.
Anonymous
Start small. Test everything out. Watch, observe. Document. Consult. Then
3/21/201901'56 PM
scale up, using all the things that work and rigorously dropping/modifying
those that don't.
Bruce
Cars create pollution, reduce health outcomes and contribute noise and
3/21?201911:35 PM
physical safety issues to communities. We must reduce their impact on our
3/25/2019 0859 AM
city by providing pedestrianized spaces, road diets and reduced speeds
Anonymous
through design changes and speed cushions.
Anonymous
It would also be good to consider access to trails from roadways. Currently a
3/21?201911:49 PM
number i have encountered have no curb cut to allow a smooth cycling
Anonymous
transition.
MarieJB
Winter sidewalk clearing done by the city!
322,2019 06:03 PPA
their life to get to a mall, a dentist, a school, a sports field, a workplace, or
Anonymous
There is far too much emphasis on cycling. There are many studies available
3/23/2019 12 55 PM
that show a very very small usage of cycling lanes yet we spend huge
amounts of money trying to encourage people to cycle.
Anonymous
Consistency required! Too many bike lanes appear and disappear at random;
3/23/201909'58 PM
sometimes there are bike lanes on the road, sometimes on a shared
sidewalk, confusing people as to whether or not it's okay to bike on the
sidewalk. Also, much more public education on the rights and responsibilities
of both cyclists and drivers is necessary. Thirdly, the angle that a bicyclist
must cross tracks at safely makes it hard to get around on roads with tracks,
especially the ION tracks.
Anonymous
I am generally in favour of complete streets, but only if the efficient flow of
3/24/201906: 48 AM
vehicular traffic is not impeded. A reduced speed limit will cause more stress
and anger and is not necessary. Complete streets should provide options for
all but never penalize those that prefer their automobile as their mode of
transportation. The Complete Streets policy is currently dictatorial and
offensive and will result in economic inefficiencies.
Anonymous
- Businesses should be open on Sundays and during evenings in DTK. It
324'201905:11 Ni
would encourage more pedestrian traffic which would create a feeling of
safety in numbers rather than it being more threatening individuals at those
times - Why aren't streets with a ban on car traffic being considered? King st
could be a great pedestrian and cycling street during the summer and it's
almost useless for driving down (I don't drive often but when I do, I stay off
King as much as possible)
Anonymous
We need to replace our "Level of Service" standards with Vision Zero targets
3/25/2019 0859 AM
for safety.
Anonymous
Unless bicycles are protected from cars you're not going to see a lot of
3/25/201909:24 AM
people riding their bikes. This is definitely a'build it and they will come'
situation.
Anonymous
Aside from a divided highway, every street is someone's origin or destination.
3/25/201909:29 AM
No street should be seen as a cars -only space where others need to risk
their life to get to a mall, a dentist, a school, a sports field, a workplace, or
anywhere else.
cdk
I would like to see better recognition of how complete streets help everyone
3/25/2019 10 35 AM
by bringing traffic speeds down. In Kitchener there is always a big fight if
someone tries to remove a traffic lane or a parking space that almost ever
gets used, and it's often "those cyclists" who get blamed. I've seen how traffic
has slowed to safer speeds on Union, on East, and on Westheights, and that
makes these streets quieter and easier to cross on foot, as well as safer to
Page 55 of 68
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bike and drive.
Anonymous I like a holistic look at streets. Taking a singular focus on bike -ability or walk -
3/25/2019 10 44 AM ability misses part of the picture.
Ayad
3/25/2919 11:03 AM
More bike consideration is needed.
Anonymous
The lack of an amenity selection for segregate, protected bike lanes (and not
3/25/201911:10 AM
just multi use trails where pedestrian -cyclist Interactions can be negative) Is
disappointing.
Anonymous
we are so lucky here, and we have come very far. way to go, keep it up and
3/25/201911:56 AM
keep being innovative!
Anonymous
Separated bike lanes are ideal when possible, but hard to fit in everywhere
3/25/201904:08 PM
Wide sidewalks with a boulevard are good too
Anonymous
Investigate sidewalks that can be lifted up... Utilities can be installed below.
3/25/201908:16 PM
Saves great amounts of money and rework. Germany had these.
Optional question (115 responses, 171 skipped)
Page 56 of 68
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Complete streets survey : Survey Report for 15 August 2018 to 25 March 2019
017 How often do you use each type of transportation?
300
275
250
225
zoo
ns
iso
tzs
too
7s
so
zs
Walking Cycling Public (on,, gain) Motor vehicle(duving)
Question options
0 Never 0 Rarely (a couple times a year) 0 Sometimes (a couple times a month) 0 Often (weekly)
0 Regularly (daily)
Optional question (286 responses, 0 skipped)
Page 57 of 68
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Complete streets survey : Survey Report for 15 August 2018 to 25 March 2019
018 What is your age?
49(18.4%
Question options
0 Under 18 0 18-29 0 36-54 0 55-64 065+
Optional question (267 responses, 19 skipped)
Page 58 of 68
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Complete streets survey : Survey Report for 15 August 2018 to 25 March 2019
019 What are the first three characters of your postal code?
Anonymous
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2/26/2619 64:43 PM
danbrotherston
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2/26,2019 04:49 PM
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2/26/2619 64:56 PM
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2/26/2619 64:54 PM
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2/26/2019 05:06 PI:',
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2/26/2019 05:23 PM
GaryW
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2/26/2019 05:48 PM
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2/26/2019 05 49 PM
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2/26/2019 06:39 PM
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2/26/2019 06:40 PM
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2/26/2019 06:42 P,-
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2/26/2019 07:00 P;.:.
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2/26/2019 06:50 rk
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2/26/2019 07:14 PM
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2/26/2019 07:15 PM
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2/26/2019 07:16 PM
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n2e
2/26/2019 07:26 PM
AMustard1980
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2/26/201907:27 PM
Anonymous
n2h
2/26/2019 07:48 PM
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Skating Mom
2,26/2019 08:45 PN
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n2n
2/26/2019 09:02 PKI
Pheidippides
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2/26/2019 09:06 PM
Anonymous
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Anonymous
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2/26/201911:08 PM
Anonymous
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2/27/2019 05:37 A4"
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2/27/2019 08:58 AF"
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2/27/2019 09:21 F:
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2/27/2019 09:39 AM.
GeoffK2015
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Anonymous
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2/27201901:57 PM
amber.wool
n2r
2/27/2019 03:00 PM
Anonymous
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2/27/2019 04:03 PM
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Anonymous
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2/27/2019
n2h
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2/27/2019 0.
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2/27/2019 10 03 P'-
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2/28/20190
kws1560
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2/28/2019 09:43 AM
jakay
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2/28/2019 10 32 AM
Anonymous
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2/28/201911 55 AM
Anonymous
N1S
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2/28/2619 62:15 PM
Anonymous
N2G
2/28/2619 62:19 PM
Aaron
N2M
2/28/261962:41 PM
Anonymous
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2/28/2619 63:64 P:`-
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3/04/2019 09:40 AM
skinny
N2H
3/04/2019 03:09 PM
Mel B
N2M
3/04/2019 06:42 PM
Anonymous
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N2G 1N1
3/05/2019 12 29 PM
Anonymous
n2a
3/05/2019 12 41 PM
davidair
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3/06/2019 05:52 P>\•'.
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3/07/2019 08:53 PM
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3/07/2019 09:12 PM
Anonymous
N2H
3/08/2019 12 15 AM
Sam N
3/08/201912:42 Aq
N2G
Anonymous
N2G
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Anonymous
N2C
Anonymous
NOB
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n2g
Anonymous
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Anonymous
3/68/2619 69:62 AM
N2M
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3/68/2619 69:63 AM
N2H
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3/68/2619 69:64 AM
n2g
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3;68261912:02 PM
N2A
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3/08,2019 12 12 PM
n2b
Anonymous
3/08/2019 01:42 PM
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3/08/2019 01:50 Pii:
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3/08/2019 03:02 PM
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3/10/201903:37 PM
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N2M
Anonymous
3/11/2019 09:18 AM
n21
Anonymous
3/11,2019 10 51 AM
n2p
Anonymous
3/11/2019 02:06 PM
net
Big Bad Librarian
3/11,2019 03:09 PM
N2C
Anonymous
3,/11/201909: 46 PM
N2G
Anonymous
3/12,/2019 09:33 AM
N2E
Anonymous
N3C
Anonymous
3/12/2019 1 6:66 A;..
N2B
Anonymous
N2E
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Anonymous
N2A
3,12/2019 10:35 AN
Anonymous
N2E
3/12,/2019:.:
Anonymous
N2N
3/12,/201910: 51 AM
Anonymous
N2G
3,/12/20 1 9 1 1: 1E AM
Anonymous
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3/12/201911:41 AM
Anonymous
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3/12/2019 12 37 PM
Anonymous
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3/12/2019 12 43 PM
Anonymous
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3/12/2019 12 53 PM
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3/12/2019 01:12 PM
Anonymous
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3/12/2019 04:13 PM
Anonymous
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3/12,/2019 04:18 PM
Anonymous
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3/12/2019 05:47 PM
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3/12/2019 05:50 PM
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3,/12/2019 08:12 PM
Anonymous
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3,/12/2019 08:14 PM
Anonymous
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3/12/2019 08:30 PM
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3/13,2019 11:12 AM
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3/13/201911:37 AM
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3,/13/201911: 38 AM
Anonymous
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Anonymous
N2H
Anonymous
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3/13/2919 92:99 PM
n2e
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3/13/2919 92:23 PM
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3/13/201992:37 PM
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3/13/2919 94:96 PM
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3/14/2919 98:44 AM
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3/14/2919 98:58 AM
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3/ 14/2019 11:92 AM
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3/14/291911:38 AM
IRON TRAIL ARE N2
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3/14/201910 27 PM
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3/15/2919 94:29 PM
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3/15/291996:57 PM
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3/15/2919 97:93 PM
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3/16/2919 99:13 AM
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Anonymous
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3/16/261911:18 AM
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3/16/261911:19 AM
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3,16/201911:37 AM
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3/16/2019 12 lb PM
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3/16/2019 12 53 PM
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3,16/2019 12 53 PM
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3/16/2019 01:19 PM
Caitlin.jenkins
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3/16'2019 01:23 PM
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3,16/201911:58 PM
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3/17/201912 00 AM
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3/17'2019 01:12 AM
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3/17/2019 07:24 AM
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Anonymous
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3,17/2019 68:36 PM
Anonymous
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3/18/2019 08:50 1'J
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3/19,'201912:16 PM
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3/19/2019 12 38 PM
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3/19/2019 12 43 PM
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3,'19/201901:01 PM
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3/19/2019 05:53 PM
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3,19/2019 10 18 PM
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3/20/2019 09:08 AM
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3/20/201910 56 AM
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3/20/201911 22 AM
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3/29'2019 02:29 PM
Anonymous
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3/20/2019 02:36 PKI
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3/20/201902:41 PM
Anonymous
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3/21/2019 10 17 AM
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3/21/2019 01:05 PM
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3/22/2919 98:22 PM
Anonymous
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3/22/2919 98:22 P'
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3/22/291911:29 P
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3/23/2019 12 55 PM
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3/23/2919 97:58 PM
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3/25/291998:21 AM
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3/25/2919 98:59 AM
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3/25/2919 99:97 AM
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3/25/2919 99:24 AM
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3/25/2919 99:59 AM
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3/25/2019 10 35 AM
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3/25,,2919 19:44 AM
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Anonymous n2b
3/25/2019 12 17 PM
Anonymous N2J
3/25/2919 91:13 P4"
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Optional question (260 responses, 26 skipped)
Page 68 of 68
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Survey Report
15 August 2018 - 17 September 2019
Proposed Complete
Streets Guidelines
PROJECT: Safe Speeds & Complete Streets
EngageWR
engagement
bg Bang rhe-rable 61
2-293
Proposed Complete Streets Guidelines : Survey Report for 15 August 2018 to 17 September 2019
Q1 Did you participate in the first phase of engagement for Complete Streets? Please check
all that apply.
110
99
100
90
80
70
60
50
40
30
20
11
10 4
2 1
Question options
4 Online survey 19 In-person survey / Street team (at Cafe O, Lion's Arena, Iron Horse Trail, etc.) 10 Workshop at 44 Gaukel
10 Workshop at Trinity Village Retirement Community 19 Workshop at Wilson Avenue Public School 40 City advisory committees
Optional question (110 responses, 86 skipped)
Page 1 of 73
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Proposed Complete Streets Guidelines : Survey Report for 15 August 2018 to 17 September 2019
Q2 We heard: The 10 principles we initially presented were somewhat confusing. We
propose: Three Design Goals (Safety, Choice, Sustainability) and six supporting principles
(Sense of Place, Social Connections, Health, Services, All Seasons, Temporar...
33 (17.5°i
66(34.9%)
Question options
0 Yes, strongly agree 40 Yes, somewhat agree
Optional question (189 responses, 7 skipped)
Page 2 of 73
Neutral No, somewhat disagree
74(39.2%)
No, strongly disagree
2-295
Q3 Please explain your choice.
Anonymous Unsure how these can be prioritized against each other.
8/29/2019 01:08 PM
Anonymous It is hard to choose as their is no details to your question. I suggest that
8/29/2019 01:53 PM sidewalks be widened to support bike traffic to keep them off the roads and
the riders safe. putting bikes on roads by eliminating roads makes absolutely
no sense especially when our cities are growing!
Anonymous The new organization is absolutely clearer, but the six supporting principles
8/29/2019 03:02 PM are still a bit confusing, but it's probably fine.
Anonymous
8/29/2019 04:37 PM
Your question is very vague.
Anonymous
Having buses stop at closer areas for people in wheelchairs really helps. It
8/29/2019 05:33 PM
makes the difference of 15 minutes and helps those that can only get around
in manual devices.
Anonymous
I'm not sure I like choice, only because it will end up favouring drivers in the
8/29/2019 07:49 PM
end.
Anonymous Less complicated
8/29/2019 09:10 PM
Anonymous Three items can be memorable. No one can remember 10.
8/30/2019 02:19 PM
Mel B Seems simpler and easier to understand/remember
8/31/2019 05:08 PM
Anonymous Agree with some of the above (i.e.) safety & sustainability. Also, all seasons,
9/01/2019 02:19 PM health & services. Neutral on the rest.
Anonymous not sure what sustainability is
r;F-?r,, wl
Anonymous The design goals are clear and should direct the final designs to the desired
outcomes. The six supporting principles provide the necessary guidance to
the create dynamic and successful spaces.
Anonymous Choice - looks like the city if mandating choice.
9/03/2019 12:13 PM
Anonymous
It seems very ruberic-like. As though little boxes need to be checked instead
9/03/2019 09:43 PM
of considering solid design principles that have been successful in other
countries.
Anonymous
Since I was not part of the initial survey, I don't have a complete
9/04/2019 09:22 AM
understanding of just what is included in the goals or the supporting
principles, therefore I am not able give a stronger statement either way.
JustMe
These goals are far to general to provide any kind of meaningful action.
Page 3 of 73
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9/04/2019 11:21 AM
Anonymous The revamp of the principles better explains the thoughtfulness of the
9/05/2019 04:20 PM Complete Streets vision.
Anonymous I cannot be certain of full agreement without more fully defining the design
9/05/2019 04:26 PM goals and supporting principles.
Anonymous While not perfect these are options I could support
9/05/2019 04:43 PM
Anonymous Seems good to me
rp 9"n
Anonymous it is just that a goal....
9/05/2019 05:14 PM
Anonymous Simple
Anonymous
I believe you should also consider a LOS goal, either in addition to or
9/05/2019 06:15 PM
replacing 'Choice'. This 'mirrors' AM principles and may assist in promoting
AT in the Community at large. Under supporting principles, I would consider
adding 'Economic Vitality' representing the business aspects of CS.
Anonymous
The goals are great. The principles are not obvious in their meaning. Sense
9/06,2019 08:41 PM
of Place, Social Connections and All seasons make sense to me. But Health,
Services, and Temporary Conditions are ambiguous.
Anonymous
Why do you need principles and even if you wanted to have them, how do
9/06/2019 12:51 AM
the ones presented provide guidance on choices that need to be made in the
program. It would be better to create a statement defining why you are doing
"safe streets".
Anonymous
Speed limits are fine the way they are. Lowering them won't do anything as
r AM
people will continue to drive at the speed the roads were designed for.
Anonymous Safety has to be #1 although All Seasons and Temporary Conditions are also
Safety related. Streets are about getting around so Choice and Safety are
the priority. I'm not sure the value of Sustainability is that high but I'll not
argue.
Anonymous Yes but I am not sure I agree with all seasons
iii _c, i v ULOU D PM
Anonymous These are relevant and important principles
9/06/2019 03:22 PM
Anonymous I think this focuses on key elements. I do think increased education is one
9/06/2019 03:44 PM element that could be better incorporated.
Anonymous If you want to encourage people to use more public transportation as well as
9/06/2019 04:25 PM bikes, walking etc., the routes must be clearly marked, safe to use in all
weather, seasons and conditions and most importantly, separated from the
fast moving, aggressive, distracted drivers!!
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Anonymous
The first should always be safety for all - I like that you put pedestrians first,
PM
cyclists second and vehicle operators last, The 3 goals are primary;
supporting secondary.
Anonymous
The city has ruined the Iron horse trail by cutting down trees along the trail
9/06/2019 07:40 PM
and placing an awful chicken wire fence along the trail in Waterloo. The city
has ruined bike lanes by placing green posts along downtown city streets
(one more thing for cyclists and motorists to run into). Get rid of these! The
city needs to cancel the bus routes along King street now that the Ion train is
running. It's ONE LANE of traffic that is now being stopped by busses. It's
crazy. King street businesses have been destroyed by the city's failure to
make King street a viable option for cars.
Anonymous
I agree with the goals and supporting principles. I'm glad to see sustainability
9/06/2019 10:20 PM
on there -- from my perspective economic sustainability is very important. We
have to build infrastructure where the total cost of ownership over the lifetime,
including replacement cost, is taken into account and can be budgeted fairly
against property taxes .
Anonymous If you believe in Safety, Health, Services how could build the LRT in front of
9/07/2019 01:14 AM the main hospital, causing all kinds of confusion, for residents as well as
EMS (they HATE it).
Anonymous This set of principles seems to reflect a comprehensive approach to your
tr1 planning. The challenge will be in implementation of this approach.
Anonymous Safety for me is very important as when biking alone feel vulnerable when
0712019 12.30 hVi cars come too close. Getting to and from place of choice where connections
are clear - very important. Note: signage - what street have I reached.
Anonymous These seem in keeping with the city's forward thinking direction, and to put
9/09/2019 09:07 AM pedestrians and cyclists first.
Anonymous Makes more sense.
Anonymous Seems to cover everything.
Anonymous We need to look at transportation as a whole that includes all ways of travel,
9/09/2019 10:06 PM while keeping everyone safe.
Anonymous You are not taking into account the need to drive on the roads and actually
9/09/2019 11:13 PM get somewhere. You should really be looking at travel times throughout the
city and it takes longer and longer to get anywhere.
Woofcat Where is the goal of making streets move more traffic faster?
'('10 11:45 AM
Anonymous I still do not fully understand the goals and principles.
9/10/2019 04:53 PM
Anonymous Not sure I understand the importance of including "Sense of Place" and
9/11/2019 06:19 AM "Social Connections" as supporting principles.
Anonymous Safety first! Choice and Sustainability are good too. I do agree with the Three
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9/11/2019 08:33 Design Goals. The six supporting principles, particularly things like Sense of
Place, Social Connections seem useless to me and just dilute the main
message.
Anonymous I imagine it is not completely organized by priority but could we make it
9/11/2019 08:50 AM "Safety, Sustainability and choice" . I would also support replacing Choice
with Sense of Place. I get the idea of choice, but we are a little past that in
terms of available road width and climate change.
Anonymous I can't say fully agree as I don't know details beyond the words/labels chosen.
Anonymous I would change all seasons and temporary conditions to one principle: all
9/11/2019 10:- . Al seasons and conditions. Not sure what services means.
Anonymous
Safety and choice lead to users getting out there. I'm excited by the first
9/11/2019 10:56 AM
protected lanes and what this means for my kids in opening up the city to
Jay
them...
Anonymous
It needs to be defined enough to be understandable to all, not just planners.
It seems that these design goals were proposed by people who have no
connection with a community and that it would be good to rename/redirect
some of these goals as they seem very complicated if you are not part of the
gov't/municipal world.
Anonymous
This is a helpful focus and provides pragmatic and at the same time the
9/11/2019 03:31 PM
breadth to not overlook key considerations.
Anonymous Sounds reasonable.
9/11/2019 11:40 AM
Anonymous
The keywords used sound good, but I need context for what you mean by the
9/11/2019 11:44 AM
supporting principle of "Temporary conditions"
Jay
I recommend "All ages and abilities." Designing a street for "safety" is entirely
9/11/2019 01:31 PM
different from the perspective of an adult behind the wheel, or a young child
who doesn't want to have mom's hand in a deathgrip all the way to school.
Many of the above were, in fact, goals of "last -century" planners and
engineers, but the perspective was almost always to former and rarely ever
the latter. It's the perspective that needs updating, not necessarily the goal.
Reed
As far as design goes I believe that safety and sustainability are important.
9/11/2019 03:31 PM
However, I believe that while choice is important that we generally heavily
favour motorists, moving forward the city should look to heavily focus on
other modes and move away from car -oriented design.
Anonymous
I like the three main design goals: safety is of paramount importance, no
9/11/2019 10:42 PM
matter the choice of mode of transportation, and it has to be sustainable. I
personally would have liked to see the All Seasons principle ranked higher (if
the principles are listed in order of importance), but I guess once people feel
safe enough to use facilities they will be maintained year-round out of
necessity.
Anonymous
We have keep our highly variable climate, across all seasons, when we
9/12;2019 11:14 AM
make changes to our city. For example, installing bike lanes and making King
Street more of a pedestrian mall is admirable, I wonder how wise it is when
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they won't be used/usable for 7+ months every year - during those 7 months,
they are a complete waste of real estate. Perhaps we can adopt some non-
European, non -Californian infrastructure changes that take our snowy, icy
winter conditions into account.
Anonymous Yes I believe this consolidates the ideas presented in this document and
9/12/2019 11:32 AM make the goals of the document clear.
Anonymous They all sound great, but friends on what the plan is
<; _/201911
Anonymous I'm big on wanting to increase the sense of place and social connections, not
9/12/20 1': sure how this will be done but looking forward to finding out more.
Anonymous
Presumably this is just about how to communicate the complete streets
1/2019 02:45 PM
framework ? If so then "Safety, Choice and Sustainability" are easily
understood words in my opinion.
howlettstudios
These are strong principles, I don't find them confusing. I wouldn't mind a
greater emphasis on creating delightful spaces, but that could easily fit into
Sense of Place and Social Connections.
Anonymous
I like the emphasis of creating streets that make walking and cycling safer so
9/12/2019 08:24 PM
that more people will do it. I like that you are hoping to work toward making
space for pedestrians and cyclists that its not just all about drivers.
Anonymous
It really depends on the specific details of how it's done.
9/13/2019 02:53 PM
Vicci This city is growing fast and options for movement around the city need to be
9/13/2019 11:10 PM able to cope with greater numbers of people in the same space - providing a
pleasant experience for pedestrians, cyclists and good transit options are key
if we are to increase the population without increasing car use to
unsustainable levels.
James Barr This seems like a reasonable way to approach so many elements to the plan.
9/14/2019 08:28 AM
Anonymous Mostly, if like to see actions taken rather than lengthy decisions about
9/14/2019 09:36 AM verbiage.
Anonymous Need to have a plan for winter city wide. Ottawa from Weber to the highway
9/14/2019 03:48 PM almost was constantly snowed in. Old ladies trying to get to the bus stop or
the plaza, extremely dangerous!
Anonymous Roads are still roads, but yes to majority.
9/14/2019 03:57 PM
Oran I don't know what it means.
9/14/2019 04:25 PM
Anonymous Sounds comprehensive
9/14/2019 09:52 PM
Anonymous Droppong from 10 to 9 did not make it much clearer. Driving on the roads
9/15/2019 08:03 AM seems to have taken a back seat to everything else. Roads are for driving
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and making this more difficult will impact areas where it is a pain to get to.
Forcing people to walk to bike is not a viable option for many.
Anonymous Missing the "need". As much as I want more pedestrian and cycling lanes the
reality is we also need car/vehicle space. Cutting back without alternatives
will not cause me to shift to transit or walking. Ie- the current changes in GRT
has added to my commute time and made my sons precious transit ride
longer than walking.
Anonymous These goals sound good.
9/16/2019 09:27 AM
Anonymous "Vision statements" are vague; without additional description/clarification it's
9/16/2019 10:37 AM impossible for me to get excited about them.
Anonymous It's hardly simpler having 9 than 10, supporting or otherwise.
9/16/2019 09:36 PM
Anonymous
Easiest way is make sidewalks bigger and take bikes off road for safety. A
9/17/20'9? "7:57 AM
thousand pound machine verses a bike and relatively unprotected person,
one will always lose
Anonymous
This all sounds great (and the picture on the previous page looks great), but
9/17/2019 12:59 PM
as someone who has been cycling and taking transit in this city for over a
decade, I'm pretty cynical at this point about such planned improvements. It's
hard enough to contemplate fixing legacy issues where we're still out there
building brand new garbage infrastructure like the Ottawa St. roundabouts,
for which "safety" and "choice" were clearly not considerations. So how are
we planning to turn on a dime from "throughput, speed, and efficiency" as
being the defining goals? How do we make people walking and not municipal
snow clearing considerations the priority? If the city is truly serious about
these new principles, IMO there needs to be a soul-searching exercise where
infrastructure that has been rebuilt over the past 5-10 years is examined and
items identified that fall short of these new objectives. Publicly acknowledging
recent fails would give a lot of credibility that this effort isn't just more
meaningless "vision zero" bollocks
Anonymous I agree that safety and the environment need to be priorities. I am concerned
9/17/2019 02:08 PM that "choice" will be used to excuse car -centric planning, since currently most
people choose to drive. The emphasis should be on helping people choose
better methods of transportation.
Anonymous Each item of focus makes sense to build transportation for all.
9/17/2019 03:58 PM
Anonymous I haven't read through what the principles mean so don't think I can offer an
9/17/2019 05:40 PM opinion.
Anonymous Much easier to understand
9/17/2019 06:11 PM
Optional question (83 responses, 113 skipped)
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Q4 We heard: An expanded and accessible pedestrian realm is desired. We propose:
Widening sidewalks from 1.5 m to 1.8 m, allowing enough space for people in wheelchairs and
strollers to move side by side. Do you support this direction?
13 (6.�
40(20.6%)
116(59.8%)
Question options
0 Yes, strongly agree 40 Yes, somewhat agree Neutral No, somewhat disagree No, strongly disagree
Optional question (194 responses, 2 skipped)
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Q5 Please explain your choice.
Anonymous
If sidewalks are to be replaced, only do so on major pedestrian ways.
8/29/2019 01:08 PM
costs for the City and tax payers. It also increases homeowner snow removal
Anonymous
I suggest that they are made even wider so that bicycles can travel on them
PM
as well. That way we can keep our roads and our bikers safe at the same
time!
Anonymous
sidewalks are not directional and so if someone who is walking north
8/29/2019 02:28 PM
approaches 2 side by side wheelchairs who were travelling south, there is no
8/31/2019 05:04 AM
where for that individual to go ... and they are forced on to the road to bypass
Page 10 of 73
the wheelchairs - this is not fair. Wheelchairs need to also follow in line, and
get behind the other wheelchair when someone from the other direction is
approaching; they should not be treated any differently and they should not
be given any special privileges that able bodied individuals also aren't given.
I am tired of hearing the plight of the non able bodied and how everything
must be to accomodate them ... but when an able bodied individual has an
actual concern, gov't says "we have no money for that" etc.
Anonymous
I thought sidewalks were already 1.8, this is absolutely necessary, but there
8/29/2019 03:02 PM
should be consideration that in busy areas they should be (much) wider. Le.,
University Ave (I know, regional, but still) sidewalks are standard width but
extremely overcrowded.
Anonymous
Rarely do you have 2 wheelchairs needing to pass. When this does occur I
81?9/2019 04:37 PM
don't think it is unreasonable to have one being able to move over at a
driveway or other wider area. This would make residents have to shovel even
more in the winter!
Anonymous
This will be very beneficial for all.
8/29/2019 05:33 PM
Anonymous This is a great idea.
8/29/2019 07:49 PM
Anonymous I use city sidewalks daily . Should be more room on the sidewalks. I walk 5
8/29/2019 09:10 PM km minimum every morning with my daughter in DTK or Belmont Village.
With bikes on the sidewalks it is often dangerous.
Anonymous It treats with dignity common users who may otherwise struggle.
8/30/2019 02:19 PM
Anonymous
This change increases the capital cost of sidewalks, long term maintenance
8/30/2019 08:16 PM
costs for the City and tax payers. It also increases homeowner snow removal
requirements. The current 1.5m is more than fine and if i need to slow down
and pass someone or walk a bit closer to someone that is fine. Using the
argument that sidewalks should be wider is no different than saying everyone
should have a bigger house or bigger car.
Anonymous
No need to waste money on this.
8/31/2019 05:04 AM
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Mel B I walk a lot and wider sidewalks provide a more welcoming and comfortable
8/31/2019 05:08 PM environment. It also supports accessibility for those with mobility devices.
RyanB I strongly support giving more prominence and simplicity to active
8/31/2019 09:49 PM transportation choices.
Anonymous
Current sidewalks are in a terrible, state of disrepair. Lets fix these
9/01/2019 02:19 PM
deplorable, unacceptable sidewalks first. Our sidewalks have been patched
Anonymous
annually with asphalt only for several years. Why? ... because every winter
9/03/2019 09:43 PM
when shovelling snow & clearing ice the asphalt gets cleared as well. This
Anonymous
leads to water pooling & even more ice that us home owners are to clear or
9/04/2019 09:22 AM
face a fine from the city of Kitchener. ...& by the way they accommodate
wheelchairs & strollers just fine!!!
Anonymous
for what it will cost, I think people can travel in single file with strollers or in
9/01/2019 06:36 PM
wheelchairs
Anonymous I agree with widening sidewalks in areas where possible without infringing on
9/02/2019 10:43 AM people's properties.
Anonymous 1.8m is the minimum width to allow for pedestrians and accessible uses the
9/03/2019 11:10 AM space necessary to comfortably move through landscape
Anonymous
What about even larger sidewalks to support patios - is the necessary city
9/03/2019 12:13 PM
wide or just on the heavily traveled sidewalks?
Anonymous
This should be the minimum width, with wider sidewalks where possible.
9/03/2019 09:43 PM
Anonymous
What it ends up meaning is a wider walkway that residents have to clear in
9/04/2019 09:22 AM
the winter, when there are always fewer wheelchairs out, simply due to
sidewalk conditions. And the number times there would be two wheelchairs or
strollers side by side on a percentage basis, I believe would be low. And in
the winter months, more chir scooters are found on the roadway (and I
suspect in future in the bike lanes) than on the sidewalks. I believe widening
the sidewalks would lead to a huge increase in the number of calls to
councillors about winter sidewalk clearance. And as well, simply allow for a
larger area of sidewalk to heave and lift due to ground conditions, thereby
causing difficulty for wheelchairs and strollers.
JustMe There is no need as long as the city performs winter cleanup in an efficient
9/04/2019 11:21 AM and timely manner. Strollers will just become larger and take more room
when there is more room available.
Anonymous 2.Om would be better.
23/05/2019 01:00 PM
Anonymous Accessibility is key. Allowing more people to move comfortably makes the
9/05/2019 04:20 PM streets better for everyone.
Anonymous This would also be helpful for dog -walkers.
9/05/20 19 04:26 PM
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Anonymous Most sidewalks are to narrow and bicycles are an issue.more should be
replaced with multi use trails
Anonymous
Please also consider restaurant patios and how they affect sidewalk space.
9/05/2019 04:48 PM
Casa Rugantino in Belmont Village has a patio which leaves very little space
9/05/2019 09:45 PM
to walk past, particularly when they have a chalk board blocking even more
of the sidewalk.
Anonymous
Typical residential streets don't really need the extra width. Busy mains
9/05/2019 04:54 FM
streets do.
Anonymous Wider sidewalks are always better. Especially near businesses and
9/05/2019 04:58 PM downtown areas that see patios and signs all over the sidewalk.
Anonymous Accessibility is equality
9/05/2019 05:03 PM
Anonymous a large cost to accommodate a very small % of the population. I walk in DTK
9/05/2019 05:14 PM everyday and have never seen this as a need
Anonymous ...with a caveat to apply to Commercial and/or Mixed Use zoning
9/05/2019 06:15 PM designations, (at least initially)
Anonymous I walk with a walker but usually by myself & I can usually pull over if a scooter
9/05/2019 06:24 PM or wheelchair is going other direction!
Anonymous What are the cost implications?
9/05/2019 07:47 PM
Anonymous I think it depends on how much people with mobility issues are impacted by
9/05/2019 08:47 PM the current sidewalk widths. I don't have any issues, so I can't say how
important this is. If there are a lot of driveways, then there are places to pass
without increasing the sidewalk width. If it is a long straight stretch of
sidewalk, then consider increasing the width, or making multi -use path
instead. For people moving in the same direction, I would not expect side-by-
side travel as the general rule. That seems more for recreational paths than
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for general getting around.
Anonymous
Pedestrian friendly sidewalks are a key element of bringing neighbourhood
9/05/2019 09:45 PM
connectedness and vibrancy to the streets. This is particularly true for
downtown cores that should be pedestrian and transit friendly as a primary
goal - make the sidewalks open and welcoming to encourage people to walk
and take transit around our city.
Anonymous
I think you could even make things wider if you only put sidewalks on one
side of the street. Especially in residential areas that don't need to have two
sidewalks to support the foot traffic.
Anonymous
Our society seems to want to spend money foolishly and unwisely. please
9/06/2019 02:34 AM
leave our city alone. Spend money on severe issues such as homelessness,
educating everyone and food banks. And city parking. Thank you, cindy
Anonymous
It is a waste of money unless you allow bicycles to use the sidewalks.
9/06/2019 09:16 AM
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Anonymous As a parent it can be extremely difficult to navigate with strollers at times.
Bob Dietrich I would also like to see that properties that have shrubs, hedges trees,
structures etc that overhang the sidewalk and interfere with pedestrians cited
by bylaw enforcement and directed to correct the problem.
Anonymous The overall mandate should be to slow down cars so taking some from the
road to the sidewalk/cycling is fine with me. Also allows for side-by-side
walking which is a benefit.
Anonymous I have seen way too many wheelchairs abuse the rules of the road and
u L...< sidewalk.... not moving over, going the wrong way to traffic. Unless their is
enforcement and much more education I do not think widening will help
Anonymous widening the sidewalks will make it safer and more inviting
9/06/2019 03:'
Anonymous
I think this is a great goal but I am concerned about how realistic it is given
9/06/2019 03:44 PM
the high number of locations. I also think having sidewalks in all
neighbourhoods should be a priority (hopefully to these new standards).
Anonymous
In general sidewalks seem to be wide enough for a mix of users, except
9/06/2019 03:50 PM
when the pavement is interrupted by poorly positioned utility poles, etc.
Anonymous I believe the best way to go is multi-purpose asphalt "sidewalks" that also
9/06/2019 04:50 PM include cyclists - with clear markings. You or the region has done this on
Huron Rd, along Waterloo Park (I know Waterloo) and now Manitou/Homer
Watson so kudos for this!
Anonymous Leave the sidewalks alone. STOP narrowing city streets!!!
9/06/2019 07:40 PM
Anonymous
it would be handy on more popular sidewalk with lots of people. I don't see
9/06/2019 07:45 PM
how it's necessary to revamp the entire network of existing sidewalks in
Kitchener though.
Anonymous
We must treat pedestrians as first-class citizens when it comes to mobility.
9/06/2019 10:20 PM
Anonymous
Widening doesn't help if the sidewalks are all broken up. My area includes
9/07/2019 01:14 AM
several senior care facilities, and just today, I saw 3 attendants with 3 senior
(2 in wheelchairs and 1 walker) having to walk on the road because the
sidewalks here are useless. My own sidewalk has been tagged every year
for repair and ones with less issues have been fixed before mine. Kids and
adults trip and fall several times per year on mine.
Anonymous
In order to adhere to accessibility standards and just common approaches to
9/07
more sustainable and friendly sidewalks, this is a good idea. Perhaps there
could even be a little lane markers or something in the sidewalks just so that
people who are on wheelchairs and electric mobile transportation can have
their own dedicated lanes. The other piece here is to ensure that there are
community street police and perhaps plain clothes or casual clothes Yet
identifiable so that they can maintain a presence around the streets so that
people feel safe and connected
Anonymous
Again - gives safety and confidence to users.
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9/07/2019 12:30 PM
Anonymous Having wiser sidewalks where possible will improve accessibility
9/08/2019 02:59 PM
Anonymous What happened to common courtesy. Moving one person behind the other is
9/08/2019 05:37 PM appropriate, particularly when traffic is approaching from the opposite
direction.
Anonymous More space for people never hurt anyone.
9/09/2019 09:07 AM
Anonymous I would only want to see this in the downtown core. Being someone who
9/09/2019 10:29 AM does a lot of walking I see this as a non issue in other neighborhoods.
Anonymous
Great choice. In this realm too should be considerations around obstacles on
9/09/2019 11:21 AM
sidewalks (planters, hydro poles, etc) that make getting around challenging
for people with mobility devices.
Anonymous
Also allows for easier passage of bikes around pedestrians etc. Don't care
9/09/2019 11:26 AM
that's it's technically illegal, if the roads aren't safe, there's no way I'm
choosing road over sidewalk. Especially when i make sure to yield to others
instead of racing past them.
Anonymous
It would be too expensive to redo all sidewalks. Just make new ones wider.
9/09/2019 01:08 PM
separated by claims on one or both sides.
Anonymous
I find the sidewalks narrow especially if there are bushes growing near them
910,91 n'9 X9:55 PM
like in belonging near Victoria. I wouldn't want to be in a wheelchair going
past it is too narrow
Anonymous
It makes so much sense. There are enough accidents hitting pedestrians that
9/10/2019 10:28 AM
you hear about, so a little more room would help even more and make those
with accessibility needs have extra room. It is equally as helpful when walking
in the core with small kids.
Cory
Instead of widening the sidewalks, narrow the residential roads and create
9/10/2019 11:45 AM
separated by claims on one or both sides.
Michie
Not if we will be removing replacing existing sidewalks and roads that do not
need replacing. Too much money..... going forward to make sidewalks and
roads wider I agree with
Anonymous
It's important that the sidewalks be accessible and comfortable for people of
9/10/2019 10:28 AM
ages and ability to travel safely and conveniently. There also needs to be
room to go around obstacles, like plants encroaching on the sidewalks,
garbage, etc.
Woofcat
That's a lot more shoveling for the whole city to accommodate a tiny minority.
9/10/2019 11:45 AM
Maybe if the city wants to step up and maintain their property I'd be more in
favor.
Anonymous
I have experienced this design in Europe and I was impressed. I cycle for
9/10/2019 04:53 PM
recreation but I drive a car to get to recreation starts, medical appointments,
care giving, shopping etc. I don't believe our streets should be made narrow
and more restrictive. Wideing sidewalks is a win-win in my opinion.
Anonymous
While I see the merit in this direction, I'm concerned it will increase the
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9/11/2019 06:19 AM likelihood of unwanted (and illegal) bicycle riders on the sidewalks also. (This
needs to be addressed too... FAR too many bicycles using sidewalks that are
not supposed to be ... with zero legal repercussions for them.
Anonymous Keep going! 3m everywhere would be amazing!
9/11/2019 08:50 AM
Anonymous
I'm not sure how often wheelchairs/strollers need to pass each other and
9/11/2019 10:42 PM
would like data on this. The able -bodies people I know would walk on the
grass to make room for wheelchairs/strollers. However, as I'm not disabled or
use a stroller, I recognize I have privillege and so I think other voices should
Anonymous
be counted more than mine in this regard.
Anonymous
Widening as sidewalks takes away from green space replacing it with more
9/11/2019 10:56 AM
hard surfaces. This is justified on major/minor arterial roads (anywhere a bus
Page 15 of 73
goes), but less so on the connections.
Anonymous
what will start happening is that sidewalks will be impassible if you allow 'side
9/11/2019 11:19 AM
by side' - so stop using that in all of your marketing of this because I
shouldn't have to walk on the grass or road, just because two moms with
strollers want to complain and not be polite because you've allowed a policy
and marketing to describe "side by side" sidewalks. SO I oppose this and it's
unneeded - no one needs to take up the whole sidewalk no matter if you are
able bodied/non able bodied as the sidewalks are already compliant with
accessibility laws.
Anonymous
Pedestrian mobility is imperative. It is also the least predictable in terms of
movement behaviour and directional travel projections. Having more space
for pedestrians means there will be less likely adverse interactions with other
modes of traffic.
Anonymous
In addition to having safe, accessible and convenient places to move on and
9/11/2019 11:40 AM
off the sidewalks.
Jay As long as this is done by narrowing the roadway. Widening the overall
9/11/2019 01:31 PM thoroughfare can turn calm streets in to wide boulevards if trees and yards
are cut back to widen sidewalks. This would have the opposite effect on
walk -ability.
Anonymous More space for walking and accessible spaces will promote more walkers
9/11/2019 03:28 PM and reduce vehicular traffic
Reed As someone who regularly walks on our streets, they often feel tight and
9/11/2019 03:31 PM walking groups cause congestion and awkward interactions.
Anonymous even wider:).
9/11/2019 05:31 PM
Anonymous
Quite often one person has to step aside to let another pass. Wider sidewalks
9/11/2019 10:42 PM
would be nicer. And I like the plans for major arterial streets showing place
between the pedestrian and cycling lanes for potential restaurant patio
seating or the like.
Anonymous
This is a miniscule size change that will have minimal benefits and yet cost
millions of dollars to implement. Let's focus our efforts into projects that have
larger ROI i.e. changes that return the most bang for the buck.
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DoretaM We have to be cognizant that not all of us are able to walk, or DO walk
' 1:28 AM alone. People push strollers, people ride in wheelchairs or other devices to
help them get around. It would be helpful to them AND people walking if
there was more sidewalk "real estate"
Anonymous I think that bicycles should be moved to the sidewalks as well, so wider
sidewalks would be helpful for that.
Anonymous Is this all sidewalks or major routes? I don't see as much pedestrian traffic in
/12/2019 12:49 PM residential areas.
Aaron Wider sidewalks make a more comfortable and friendly space. Allowing
9/12/2019 12:59 PM people to travel side by side and pass easily.
Anonymous To get people to use the sidewalk it must be wide enough for two users to
9/12;2019 02:45 PM pass simultaneously, whether they are using a mobility device or pushing a
stroller.
howlettstudios Absolutely! Creating spaces for pestrians and cyclists encourages exercise,
9/12/2019 03:14 PM social engagement, and reduces traffic congestion.
n2burns The principals above are only good if they apply to everyone.
9/12/2019 07:26 PM
Anonymous Where there is space to have wheelchairs and strollers pass each other that
9/12/2019 08:24 PM is good but I don't think all sidewalks need to be that wide.
Anonymous Not sure.
9/13/2019 02:53 PM
Vicci Pedestrian space that is pleasant and convenient to use is beneficial - it also
9/13/2019 11:10 PM helps businesses - in cities like London UK where areas have had increased
focus on pedestrians, businesses have experienced greater footfall in their
stores which then leads to more business. Additionally, making it easier for
families and groups to use the sidewalks together will mean it's a more
pleasant environment and people will naturally get more exercise and use
their cars less for short journeys.
James Barr This is extremely important. The wider the sidewalks the better, for comfort,
9/14/2019 08:28 AM safety, and general "ownership" of the right of way by pedestrians.
Anonymous
Need to encourage people to walk, but it should also be safe. My kids walk
9/14/2019 03:48 PM
to school now, age 9 and 6. Despite the wonderful crossing guard there Judy,
she had to contend with obnoxious aggressive drivers by herself, nearly
being tapped by cars daily. Niagara Falls seems to have 2 crossing guards
per intersection. At least for busy ones like Weber Ottawa. There's nobody to
cross kids from the plaza side of Weber over to east ave.
Anonymous
Concerned about place for trees and utilities.
9/14/2019 03:57 PM
Anonymous Large, multi use sidewalks are awesome
9/14/20 19 09:52 PM
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Anonymous I think our bigger problem as a society is a lack of caring for others. A wider
sidewalk won't make people look up and give a shit.
Anonymous For years people could look where they were going and see what was
9/15/2019 08:03 AM coming. Common respect followed and people moved out of the way. Making
it wider to accomodate a few instead of retraining society to be respectful of
others is not the answer.
Anonymous I feel like unless there was more accompanying reasons to widen the
9/16/2019 08:54 ANI sidewalk I feel that it would be an unnecessary expense.
Anonymous Seems like a very good idea to make streets safer for all.
9/16/2019 09:27 AM
Anonymous This is a good idea, as long as it doesn't cut into bike lanes on streets.
9/16/2019 10:37 AM
Anonymous
Yes, but not on all streets. King St should definitely be pedestrian friendly,
9/16/2019 09:36 PM
Weber far less so. The current proposal does not adequately allow for major
arterial roads. The expressway is already overly congested and sacrificing
volume capacity on arterial roads will only make that worse.
Anonymous
Don't rip up existing infrastructure to accommodate this till it actually needs
9/17/2019 05:40 PM
replacing. Why not make it II the city a multi use sidewalks so bikes can be
there too. I will never ride on the road because I don't trust drivers in this city.
Anonymous
Makes sense to me.
J/1 //2019 12:59 PM
I have not personally had trouble navigating a stroller, but I'm sure others do
Anonymous
There needs to be enough space to allow for bidirectional pedestrian traffic
9/17/2019 03:58 PM
on sidewalks. I do worry that sidewalks wide enough for two strollers or
wheel chairs side by side will increase the amount of times a pedestrian in
the opposite direction has no room to pass.
Anonymous
If the only option for passing is to go onto driveways, grass or the road, that
9/17/2019 05:40 PM
is difficult/unsafe in the summer and impossible in the winter. Everyone
should be able to move freely and safely and the added width of wheelchairs
and strollers should be accounted for.
Anonymous
I have not personally had trouble navigating a stroller, but I'm sure others do
9/17/2019 06:11 PM
Courtney People should be able to pull in to a driveway and let another person pass
9/17/2019 08:01 PM with a stroller or wheelchair. Taking away green space for pavement seems
backwards.
Optional question (105 responses, 91 skipped)
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Q6 We heard: Concerns that motor vehicle speeds are too high. We propose: Narrowing
vehicles lanes to 3.0 m for quiet streets without bus service and 3.3 m for streets with bus
service (currently, most lanes are 3.3 - 3.7 m wide). Research shows that ...
19(9.8%)
13(6.-,
88(45.4%)
Question options
0 Yes, strongly support 40 Yes, somewhat support 40 Neutral 40 No, somewhat disagree ® No, strongly disagree
Optional question (194 responses, 2 skipped)
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Q7 Please explain your choice.
Anonymous
Space for bicycles on roads without bike Lanes might be of issue
8/29/2019 11:51 AM
The drivers that would normally speed are not likely to drive slower even on
Anonymous
Agree for main in/out roads but not for quieter non through -ways within a
8/29/2019 01:08 PM
neighbourhood. The smaller streets can cause these to feel quite
8/30/2019 02:19 PM
constrained, especially if cars are parked on both sides of the street. It also
Page 19 of 73
removes safety buffer for bicyclists on roads without dedicated bike lanes.
Anonymous
A city needs to be able to move people and to make the streets narrower
8/29/2019 01:53 PM
creates poor flow and the increase of accidents as your designs create pinch
8/29/2019 05:33 PM
points and they are magnified in the winter months which is 2/3 of our year!
Anonymous
speeds are actually too low - roads are for cars. You have dedicated trails,
8/29/2019 02:28 PM
bike lanes (sepearated even), and walkways/sidewalks for others. It is 'others'
who are the problem on the roads not the motorists. Pedestrians and cyclists
are the worst as they are not following the rules of the road as they
apparently do not have to cause gov't appeases them and only them (what
about motorists?M now our commute is going to be 1 Ox longer because of
your silly designs that do not accommodate the vehicles that are actually on
the road)
Anonymous
Narrowing roads is a great way to slow down traffic. It also reduces crossing
8/29/2019 03:02 PM
distances. However, there are more features to keep in mind, if there is
parking, that is seldom used, roads may appear much wider, so parking must
have a strongly defined boundary. Please also consider turning radii, they
should be smaller to reduce speeds there as well. And any other ideas for
Anonymous Would strongly support even narrower lanes
8/29/2019 07:39 PM
Anonymous As long as there is research to support this, I don't see why not
8/29/2019 07:49 PM
Anonymous
slowing cars are good.
Anonymous
The drivers that would normally speed are not likely to drive slower even on
8/29/2019 04:37 PM
narrower streets. This also applies to roads where islands have been
Anonymous
installed or curbs protruding into the normal driving areas. These people are
8/30/2019 02:19 PM
not intimidated by these 'traffic calming' areas. These may cause the average
Page 19 of 73
driver and especially the unsure and overly causeous drivers to slow. These
are not the ones that need to be slowed down.
Anonymous
This would also limit parking and make swerving around vehicles, interesting.
8/29/2019 05:33 PM
Anonymous Would strongly support even narrower lanes
8/29/2019 07:39 PM
Anonymous As long as there is research to support this, I don't see why not
8/29/2019 07:49 PM
Anonymous
I have already complained re increased heavy traffic ,excessive speed and
8/29/2019 09:10 PM
parking problems on Rose St in Kitchener. Any improvement would be
appreciated.
Anonymous
But it is not ambitious enough. The design goal for residential streets should
8/30/2019 02:19 PM
be 30 km/h where injuries and deaths are dramatically reduced.
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Anonymous Narrow asphalt widths is smart, less capital cost, less maintenance and
16 PM slower traffic on local streets.
Anonymous
if I understand what you are proposing correctly, that would be an expensive
8/31/2019 05:04 AM
option. There are other ways to come traffic in residential areas that are far
less costly.
Mel B
Drivers tend to rely on a variety of cues and drive the speed that makes
8/31/2019 05:08 PM
sense based on that (not relying solely on the posted speed limit signs).
Anonymous
Narrow roads provide a strong cue to drive slower.
RyanB
I agree that road design influences driver perception of safety, which directly
8/31/2019 09:49 PM
contributes to road speeds. I feel that a target of 30 km/h on residential roads
Anonymous
is an acceptable speed for motorists to take them to and from last -mile
9/03/2019 09:43 PM
residential or urban destinations and arterial roads, which will make active
transportation options substantially safer.
Anonymous
As above with sidewalks... Lets repave what exists now. Our street has been
9/01/2019 02:19 PM
dug up many times over the past 60 years. It has been patched only & never
9/04/2019 09:22 AM
been repaved.
Anonymous
I live on a very noisy, busy street and the vehicles travel way too fast
9/01/2019 06:36 PM
Anonymous
I find narrower streets make it more dangerous for bikers to maintain their
9/02/2019 10:43 AM
safe space while maneuvering around cars parked on the street. In addition,
we find that the people who tend to speed in local areas will continue to
speed regardless of street width or vehicles parked on the road, which
actually makes it more dangerous.
Anonymous
Narrowing streets can reduce speeds, but it is only one part of the equation.
11:10 AM
It is important to consider the landscaping around the space, sight lines and
enforcement to ensure that reduced speeds are actually obtained.
Anonymous
Roads should be designed for the speed we want drivers to travel at. Make
9/03/2019 09:43 PM
them narrower, definitely, and also add other measures, like chicanes, bump -
outs at pedestrian and cycle crossings, and smaller corner radii at
intersections.
Anonymous
I'ving in this city since 19e beendriv70 and watch daily how people make
9/04/2019 09:22 AM
JustMe "research" without any specific examples is a lazy term used to silence
9/04/2019 11:21 AM detractors. We do not know the future of vehicular travel in the next 10 years,
especially with self -driving cars becoming viable. We may need the extra
room for larger vehicles like buses which will also significantly reduce speed
and congestion. Narrowing streets is based on old science and habits which
will be changing soon.
Cam Davidson Pilon Vehicles move very fast already. A small decrease in speed shouldn't
9/04/2019 01:47 PM eliminate their time advantage.
Anonymous Would also save money. Less capital costs to build, less operating costs to
9/05/2019 01:0. : maintain. Signs don't work; need to design the streets to limit the speed.
Mistakes will happen design can limit the impact of those mistakes. Also
narrows crossing distances for pedestrians.
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Anonymous Often vehicles park on both sides of the road reducing traffic to single lane
which can be unsafe
Anonymous Safety is paramount! And these decisions are backed by research and many
9/05/2019 04:20 PM real-world examples demonstrating their effectiveness.
Anonymous Not without a thorough investigation and alignment of no parking on narrower
9/05/2019 04:26 PM streets.
Anonymous We also need enforcement, we can say what we like but when you dip into
9/05/2019 04:29 PM people's wallets behaviour changes
Anonymous
The city has put up speed limit signs but drivers cannot read signs were also
9/05/2019 04:43 PM
put in the middle of some streets,tobad the bus cannot always get by them
without driving into the incoming tragic.the reason being cars are allowed to
park right by the signs.
Anonymous
vehicle lanes in my neighbourhood were reduced and then bus routes
9/05/2019 04:47 PM
changed creating hazardous situations. Bike lanes are too wide to
accommodate the larger vehicles
Anonymous
This is a great idea.
9/05/2019 04:48 PM
a thin 3.Om street? This seems a little short-sighted. Also, there are better
Anonymous People are forgetting that they are in a residential neighborhood. They go
9/05/2019 04:54 PM more than 50km/h.
Anonymous
I'm not sure how I feel about this. While it makes sense that it reduces
9/05/2019 04:58 PM
speed, I'm not sure it makes the road safer when driving or cycling. When I'm
driving or cycling, I feel like smaller roads / lanes lead to other oblivious
drivers leaving their lanes, encroaching into oncoming traffic and almost
hitting me because they can't be bothered to slow down. Trucks especially.
This is especially bad on streets with parked cars. And they are not able to
give as much space when passing cyclists.
Anonymous
What happens when the bus routes change and need to send a bus route on
9/05/2019 05:03 PM
a thin 3.Om street? This seems a little short-sighted. Also, there are better
ways to address safety concerns.
Anonymous
there is a trobling mindset among vehicle operators that could make this
9/05/2019 05:14 PM
more dangerous.... witness on Guelph St ... cars dont slow down
Anonymous
Traffic Calming is a major aspect of any CS program, leading to greater road
9/05/2019 06:15 PM
safety for ALL users
Anonymous
Not sure why we have to spend money on already existing street unless they
+�In cr 1
are being taken apart for fixing water pipes, etc!
Anonymous Lower speeds will not prevent all the accidents that will happen because the
streets are too narrow and many people park on the street.
Anonymous Bus routes change over time. What about safety for construction vehicles
and rv's especially on nonstraight roads.
Anonymous I've read about this and agree with the idea.
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9/05/2019 08:47 PM
Anonymous
Parking on city streets is already difficult, when vehicles are parked on either
9/05/2019 09:32 PM
side near to each other cars have difficulty moving through. Narrowing the
streets will only make the situation worse.
Anonymous
I particularly support this choice for areas in and around downtown
9/05/2019 09:45 PM
Kitchener, where strong transit means the use of vehicles should be a
secondary mode of access/transport. This will help to support pedestrians
feeling welcome and safe on our streets.
firstbass
Yes! Anything you can do to get drivers to slow down on residential streets.
9/05/2019 10:30 PM
How about speed bumps and more of a police presence (the latter could
produce some revenue in the form of tickets to at least pay for itself). I know
that cities are generally against installing speed bumps (because of
emergency vehicles, I think) but vehicle speeds on residential roads really
need to be addressed. I can't see any way that speed bumps would fail to do
this.
Anonymous
This only makes sense if you continue to make the roads the same width but
9/06/2019 12:51 AM
mark lines defining the lane width. The wider roads are needed for parking.
Wider roads can be achieved with sidewalks on one side of the street.
Anonymous
Leave our streets alone. Please quit spending foolishly.
9/06/2019 02:34 AM
Anonymous I support the move but I am concerned that, with narrower lanes, bikers can
9/06/2019 08:58 AM be squeezed by aggressive drivers.
Anonymous Another waste of taxpayer dollars. The speed limits are fine the way they are.
9/06/2019 09:16 AM
Anonymous I feel as the traffic flow in the areas I am frequently walking with my children
9/06/2019 10:09 AM is often quite fast, leaving me to feel unsafe.
Bob Dietrich I live on Union Street and the improvement after the road diet was
9/06/2019 11:15 AM implemented was noticeable
Anonymous See above
Anonymous Narrowing will create problems with parking in quiet streets.
9/06/2019 02:06 PM
Anonymous Anything that slows traffic on Holborn drive would be an asset
Anonymous Anything that slows traffic on Holborn drive would be an asset
9/06/2019 02:23 PM
Anonymous This will be more difficult in winter.
9/06/2019 03:22 PM
Anonymous Adding elements for all street users (e.g. bike lanes, medians with trees)
9/06/2019 03:44 PM would also help with traffic calming and assist all users.
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Anonymous Absolutely support better street design reducing speeds on city streets and
9/06/2019 03:50 PM saving lives.
Anonymous Too high of a cost, too unrealistic, separate the pedestrians and cyclists with
9/06/2019 04:25 PM a barrier instead, and let the cars move at a reasonable speed.
Anonymous There is absolutely no reason to drive fast in these areas so if a "speedster"
9/06/2019 04:50 PM needs a physical incentive, so be it.
Anonymous
STOP narrowing the roads and/or the lanes!!! This will cause more problems
9/06/2019 07:40 PM
for motorists, cyclists, and pedestrians. The city needs to change its anti -car
stance. Cars are not going away.
Anonymous
sounds expensive. Part of the problem is traffic congestion. People are opting
9/06/2019 07:45 PM
to use residential streets because the city keeps making it more difficult for
people to get from point A to point B. If there's really a problem area then
consider photo radar which doesn't cost as much as narrowing streets or
putting in speed humps.
Anonymous
Narrower lanes will definitely slow down cars, and also make neighborhoods
feel much more cozy and intimate.
Anonymous
Only on straight streets. But your planners have designed curvy subdivisions.
On the straight sections, two cars can be parked, and two cars can (with
caution) drive safely, but on the curves, only one car. There have been
several crashes because of the dangerous (and blind) curves. Our street is
40, but cars still go 60 or more without concern for kids, animals, cyclists, or
seniors having to use the road.
Anonymous
How does this impact cyclists?
Anonymous Indeed I support this initiative. However, there are always drivers who are
incredibly irresponsible. To me, in addition to narrowing the roads, there's
also value in having much more by law and police presence to stop or slow
drivers down who are being offensive and dangerous
Anonymous As a car driver I agree. The narrower the street I tend to take speed down.
9/07/2019 12:30 PM
Anonymous Many jurisdictions have narrower roads, road space can be then repurposed
9/08/2019 02:59 PM for active transportation or trees
Anonymous A speed limit of 50 kph is appropriate on almost all single lane city streets,
9/08/2019 05:37 PM with 60 kph appropriate on wider streets. No speed will be slow enough for
those pushing this initiative.
Anonymous Speeds need to be reduced across the board.
9/09/2019 09:07 AM
Anonymous I live across the street from a primary school and see far too many speeding
9/09/2019 10:22 AM through the maze of children trying to cross the street. I commend the new
parking by-law not allowing parents to park on the street close to the school
as it creates a tunnel for children to cross, when both sides of the street have
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parked cars. Enforcement is the issue, we need more by-law officers on site
Anonymous I do not think this will make a difference. Traffic needs to be moved off of
these streets completely. Traffic will take the easiest access point to their
destination no matter what the obstacle.
Anonymous The infrastructure needs to be there to support the lowered speed limits -
narrowing lanes, bumping out crosswalks, etc. all provide essential visual
feedback that drivers need to slow down. No sense in lowering the speed
limit without these changes.
Anonymous Really prefer this over using speed bumps or signs/flashers. Also using photo
radar or other automatic systems is a terrible idea and waste of money. I'm
not worried about people going 1 kph over the limit or even up to 15kph over
the limit. But reducing the width of the street would help keep the speed
lower and change expectations of how fast you can reasonably go down the
road.
Anonymous Roads need to be able to accommodate bicycles and possibly scooters. Not
9/09/2019 01:08 F,,, all streets have dedicated lanes.
paulb As a cyclist, regardless of the speed of traffic, if there is no separated cycling
9/09/2019 05:50 PM infrastructure, I would rather have a wider road so that cars can pass me
safely. And on quiet residential streets, a thinner road means I'm more likely
to get hit by drivers who open doors without looking.
Anonymous Narrow streets reduce visibility and are hard for larger vehicles to turn out of
driveways when cars are parked. Speed bumps
Anonymous
If there is evidence that this works, it makes sense.
Cory
Go further. Make the lanes 2.5 metres wide on residential roads to make the
cars go all the way over to the curb when they meet another one going the
opposite direction. This causes cars to slow down to pass by each other and
has the effect of keeping them slow if they have to do this periodically while
on the street. Alternately create choke points by narrowing the curbs so only
one car can fit through at a time and the oncoming vehicles must wait for its
turn. Not only that, but even without an oncoming car the choke point create
a psychological effect that makes drivers slow down to navigate through the
narrow aperture. Needing to do things like these repeatedly keeps drivers at
or below the speed limit much more effectively than simply posting speed
signs with lower limits on them, and does so without police enforcement,
something that speed signs require. Where some amount of Street side
parking is necessary, and therefore the road needs to be kept a little wider,
large planter boxes containing trees and tall grasses every so often can serve
the same choke point effect without limiting two-way traffic. It seems counter-
intuitive, because we're used to dealing with long sight lines as a supposed
element of safety, but obscuring the sightlines makes drivers more cautious
and leads to slower speeds and fewer accidents, especially with pedestrians.
Longer sight lines actually encourage higher driving speeds.
Anonymous
As long as it doesn't affect the space needed for bike traffic
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Anonymous
Again, you are not taking into account traveling anywhere in the city. Sure if 1
9/09/2019 11:13 PM
never had to leave my house or just had to walk everywhere in 5 minutes.
However people need to be able to drive places and actually get there Ina
Anonymous
decent amount of time.
Anonymous
As a cyclist, I support narrower roads even on roads without cycling
9/10/2019 12:57 AM
infrastructure. Narrower roads remove the illusion that there is sufficient room
Anonymous
for cars to pass and slow cars down so that when the drivers of cars do run
9/11/2019 06:19 AM
into cyclists or pedestrians, there is less chance of death or serious injury.
Michie
As above
9/10/2019 09:52 AM
been before. Perhaps these methods need to be easily changed back ... such
Anonymous Speeding vehicles are a serious danger to cyclists and pedestrians. A
9/10/2019 10:28 AM vulnerable road user has a much better chance of surviving being hit a by a
driver if they are going less that 30 km/h. Right -sizing the roads will divert
traffic to other roads and/or other modes of transportation, so I am not
concerned about congestion.
Woofcat Vehicle speeds are not too high. We need to raise the speed limits, people
'+/10/2019 11:45 AM being afraid isn't a reason to change the laws.
Anonymous Where will the cyclist ride in these narrow street situations?
9/10/2019 03:41 PM
Anonymous
Some people will speed regardless and the narrow lanes makes their driving
9/10/2019 04:53 PM
worst. I also see so many elderly people with obvious reduce vision driving
very very slow. I think they need more space. They can't follow all the
Anonymous
weaving lines. As a 69 year old driver I now feel I am in a Super Mario game
9/11/2019 10:47 AM
or some such game that young people play. You need to given some
Page 25 of 73
consideration to elderly drivers.
Anonymous
The narrowing of the lanes for the purpose of slowing traffic is a good idea,
9/11/2019 06:19 AM
but when limited to streets w/o bus service ... what happens if/when bus
routing changes and suddenly a bus is scheduled on a street where it hadn't
been before. Perhaps these methods need to be easily changed back ... such
as temporary / removable barriers put in place?
Anonymous
This is a great measure; at least as long as they are not "(4) bicycle
9/11/2019 08:38 A°
greenways (quiet streets with low traffic volume and speeds which are
optimized for cycling)". This does not work in the "car paradise" that is KW. It
is enough to just observe Victoria Park or King St. in Kitchener to see that
this doesn't work and that cars pass cyclists anyway.
Anonymous
Enforcement of speed limits should be a priority. With no accountability there
41 AM
is little motivation by habitual speeders to obey.
Anonymous Too much car devoted asphalt. Our climate is changing, let's reduce the
9/11/2019 08:50 AM lanes.
Anonymous
Considering people are unable to avoid hitting LRT trains, I am concerned
9/11/2019 10:41 AM
that narrowing the lanes would lead to more collisions and/or cause drivers to
go into non-curbed/barriered bicycles lanes more often than they already do.
Anonymous
I think that design is key to safety. Reducing speed limits on a wide street
9/11/2019 10:47 AM
does not change behaviour. The ideal is to create a cognitive feeling of lack
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of safety without reducing safety (a narrower street feels less safe which
causes people to slow down which increases safety)
Anonymous This is better than proposals to reduce speed limits because those limits only
9/11/2019 10:56 AM work when there is enforcement - and narrower streets reduce speeds ALL
the time.
Anonymous vehicle lanes should be faster not slower - as the whole point of a road is to
get people moving quicker through the city. Narrowing lanes has shown to
prove otherwise to your suggestions and it will create huge bottlenecks in the
city, it will increase the incidents of pedestrians being hit (look at what is
going on in Toronto and how lanes are reduced and more and more
pedestrians/cyclists are being hit). We have dedicated bike lanes and
sidewalks, so why slow traffic on our roads when cars should have priority on
the roads if we've made active transportation a priority by creating seperated
bike lanes, side walks, green lanes, etc.
Anonymous Motor vehicles represent the largest risk in the mix due to their ubiquity and
9/11/2019 11:31 AM capacity to do damage to other parties in the system.
Anonymous I have this is my neighbourhood, and some people treat it like a challenge. It
does slow traffic some or just makes it move elsewhere. Please include a
reasonable set back to accommodate the turning radius for buses.
Anonymous This is just dumb, gridlock is already a major problem, this will just add to it.
9/11/2019 12:18 PM
Anonymous while I understand and support the intention, I do not like the claustrophobic
9/11/2019 12:x.; M nature of narrowed streets. As both a driver, and a cyclist, I see both sides of
the issue. Personally I feel safer with wider lanes, and less visual
distractions. I do not have a better solution, just voicing my concerns with the
Jay
9/11/2019 01:31 PM
Anonymous
9/11/2019 03:28 PM
Reed
9/11/2019 03:31 PM
Anonymous
9/11/2019 04:52 PM
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above proposal. Yes, many drivers will slow down for narrow streets, but I
suggest those persons are NOT the problem. The chronic speeders and
dangerous drivers will not change, but will be more dangerous. (in my
opinion). Personally I love the photo radar warnings (not penalties), but
understand that's a big expense item.
Many of our streets are far too wide -especially if they have scarcely used
on -street parking. These ultra -wide paved areas make high -speeds
unavoidable.
Slowing cars makes for safer spaces. Lane width reduction leaves more
space for wider sidewalks, pedestrian areas and green permeable spaces for
water management.
Given space cars will drive fast and be less aware of their position on the
street. Tight streets force drivers to focus on the road.
Narrow street design is good when there is separate infrastructure for
cyclists. But narrow roads and cycling don't work well together, and put
cyclists at risk. In some cases local roads have been made more "narrow" by
painting in a bike lane, but I have found this gives drivers a false sense of
space, and the cyclist ends up with less room. In situations with separated
bike lanes, or multi -use trails, then narrow roads can help quiet streets. I do
think vehicle speeds are too high, and would love to see more local roads
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with speed limits of 40 km/h.
Anonymous but you still have to post and enforce slower speed limits for cars to slow
9/11/201905:31 PM down
Anonymous
Yes, speed limits on local roads need to be lowered to 40km or even 30km.
9/1 1/2019 10:42 PM
better approach than aggressive and inconsistently enforced speed limits or
Anonymous
I live on Guelph St, which underwent narrowing a couple of years ago, and
9/12/2019 11:14 AM
I'm not sure I see any difference in either speed or traffic volume (have we
Anonymous
done a follow-up study to confirm success?).
DoretaM
in my neighbourhood, (older section of Kitchener) the streets are narrow as it
9/12/2019 11:28 AM
is and if we make them narrower - AND allow for on -street parking, it will
Anonymous
cause problems. However, I don't want neighbourhoods to lose on -street
9/13/2019 02:53 PM
parking. People depend on it every day and if they have people over to their
home, there HAS to be somewhere for them to park !
Anonymous
Yes I support moving forward with narrowing vehicle lanes provided they this
9i12/2019 11:32 AM
effort is made in conjunction with other traffic calming measures as described
(and the examples given in the draft document). Narrowing alone won't be
enough.
Anonymous
I definitely want to see traffic moving slower, but am slightly concerned that
narrower lanes may cause more accidents. How does a narrow street affect
on street parking? What about large vehicle on a narrow street, does your
view of oncoming pedestrians at crossways get blocked?
Anonymous
I only wonder about the snow banks in winter, otherwise I would have
selected strong support.
Aaron Narrowing a street by nature slows traffic, making it a safer space for all.
Wide streets require enforcement to slow traffic and people naturally feel
comfortable traveling faster on a wider street.
Anonymous Lower vehicle speeds mean lower risk of dying for pedestrians, so I'm all for
9/12/2019 02:45 PM it.
howlettstudios
Urban environments should be built for people, not cars. This is a much
9/12/2019 03:14 PM
better approach than aggressive and inconsistently enforced speed limits or
clunky traffic calming measures like speed bumps because it encourages
more consistent speeds along a route as well as between different vehicles.
Anonymous
Not about threfulis one. As a driver, I don't want to be slowed down on
9/12/2019 08:24 PM
arterial streets. I can see reducing speed on neghbourhood streets. I would
be ca
Anonymous
Narrower roads contribute to poorer car traffic flow, and less safe bicycling.
9/13/2019 02:53 PM
Soarin44444 I feel less safe while cycling if the vehicles have narrower lanes
9/13/2019 03:06 PM
Vicci Roads seem crazily wide to me - I moved here from Europe in 2016, and the
9/13/2019 11:10 PV roads there are much narrower - cars are not so different these days to justify
that.
James Barr Drivers in this region can be very self centered. We need human centric
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9/14/2019 08:28 AM designs to motivate them to think of other users, slow down, etc.
Anonymous I'm fine with vehicle speeds
9/14/2019 09:36 AM
Anonymous There's a lot of shitty drivers out there, if lanes were narrower they might get
9/14/2019 03:48 PM confused
Anonymous Concerns about loss of parking and turn radius /width for safe access. Just
9/14/2019 03:57 PM something for someone to complain about - speeds.
Anonymous Narrower streets also means more room for bike lanes, sidewalks, and trees!
9/14/2019 09:52 PM
Anonymous
Less space makes it more frightening for newer drivers. As it is, I have
9/15/2019 01:13 Ar-
occasionally needed the extra space to avoid cars hugging the line, pot holes
and more space to move over to give emergency vehicles room to get by.
Anonymous
Drivers already get worries with street parking and giving a wide berth to
9/15/2019 08:03 AM
adjacent cars will cause problems with narrower lanes.
Anonymous This will eliminate parking and cause more accidents.
9/15/2019 12:27 PM
Anonymous I live on Mill st in kitchener and I suggest putting several large speed
9/16/2019 08:54 AM reducing "bumps" to reduce car speeds.
Anonymous I strongly support this. Narrowerr streets definitely ensure that drivers are
9/16/2019 09:27 AM more focused on the act of driving.
Anonymous My concern would be about on -street parking making it difficult to traverse
J/16/2019 10:31 AM the street, and construction work making it impossible to traverse the street.
Anonymous
Vehicle speeds are not too high. Constant congestion and roadworks on
9/16/2019 09:36 PM
arterial roads forces motorists to use residential roads instead of arterial
routes as throughways. Properly designed (and not narrowed and
deliberately slowed down) arterial roads make residential roads quieter and
Jgrv8
safer by properly handling the volume and moving motorists around
9/17/2019 03:13 PM
efficiently.
Anonymous
And in the winter when the roads get more narrow with the plows going by
the roads become 1 lane... Some people won't slow down, they will still drive
aggressively, especially when you keep construction going on main streets
for months and months when no work is actually being done
Anonymous
Yes, there's no reason for them to be as wide as they are.
j/17/2019 12:59 PM
Anonymous
I agree that narrowing lanes is a good idea, but it must come with added
9/17/2019 02:08 PM
bicycling and pedestrian infrastructure. Some side streets are safe now
because they are wide enough for cars to pass a bicycle. Putting curbs or
boulevards in can remove that space.
Jgrv8
If streets are narrower there must only be parking allowed on one side of the
9/17/2019 03:13 PM
street. Parking on both sides of street already creates dangerous bottleneck
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I support this with the caveat that bike lanes MUST be included to separate
bicycle and vehicular traffic on the street. Narrower lanes without separate
bike lanes will only force more cyclists onto sidewalks and into the path of
pedestrians.
Slower traffic means safer journeys for all. Slow vehicles can stop more
readily to avoid a collision, and the outcomes for pedestrians and cyclists if
they are hit are much better when vehicles are traveling more slowly.
I prefer keeping people away from roadways as much as possible
Evidence based decision making, yay!
Optional question (135 responses, 61 skipped)
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Q8 We heard: People do not feel safe enough without separated or protected cycling
infrastructure. We propose: Options for protected cycling infrastructure be prioritized,
including (1) cycle tracks (bike lane next to the sidewalk in the boulevard), ...
45(23.1%)
119(61.0%)
Question options
0 Yes, strongly agree 40 Yes, somewhat agree Neutral No, somewhat disagree No, strongly disagree
Optional question (195 responses, 1 skipped)
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Q9 Please explain your choice.
Anonymous
Prefer separated bike Lanes over cycle tracks
8/29/2019 11:51 AM
roadway even when the road was reconstructed with a separate cycling lane
Anonymous
I agree as long as they do not take over roads . the roads of our cities have
8/29/2019 01:53 PM
been neglected for decades and do not meet the needs of our citizens so to
encroach on them will make our cities over crowded and congested creating
Anonymous
more pollution. free flowing streets make commuting easy,safe and better for
Anonymous
the environment!
Anonymous
If cyclists followed the MTO rules for the road, there would be no issue, but
8/29/2019 02:28 PM
most if not all cyclists do not. I have seen more recorded videos of cyclists
trying to blame motorists in our region for apparently not given them (the
cyclist) enough room, but then I see cyclists all the time going through red
lights, weaving in and out of lanes, not staying in their dedicated bike lanes,
etc.
Anonymous
Absolutely, but there are key points here too. Multi -use paths are only
8/29/2019 03:02 PM
suitable for low volume areas, where there aren't a lot of cyclists and
pedestrians, that should be in the criteria, more separation between peds
and cyclists is needed in busy areas. Bicycle greenways are a great idea, but
the actual implementation is essential. Features like filtered permeability
(dead end for cars, through for bikes), and aggressive (more so than just
narrower lanes) traffic calming that provides a bypass for bicycles is essential
as well.
Anonymous
I travel Manitou Dr. several times per day and find that cyclists still use the
8/29/2019 04:37 PM
roadway even when the road was reconstructed with a separate cycling lane
outside the curb. They don't get it! The intersection of Pioneer Dr. and Doon
Village Road had the recently installed islands removed again and the lane
markings moved, only to eliminate the cycling lane. Does anyone that
Anonymous
designs these have any common sense.
Anonymous
Their needs to be a concrete barrier between vehicles and bikers.
8/29/2019 05:33 PM
Anonymous `Prioritized' here needs to mean `prioritized over motor vehicle traffic AND
8/29/2019 07:39 PM parking. It also needs to mean a complete network with good connections, no
gaps, and better intersection design.
Anonymous As long as the barriers between vehicles and the bike lane are NOT possible
8/29/2019 07:49 PM to drive through/park on as some of the simple barriers have ended up being.
Anonymous
I was hit by a bike in front of my home 2 or 3 years ago. I have multiple
8/29/2019 09:10 FM
flower gardens in front of my home. I was working in a flower bed and stood
up to view the results when a bicycler hit me. he was 25 years old max
wearing a helmut and bike gear. I had no protection. Very painful but onsider
myself lucky that I didn't need to be hospitalized..
Anonymous
Multi -use trails should be a last resort -- we have decent sidewalks for the
8/30/2019 02:19 P�l
most part and more than adequate roads. Why move the conflict point from
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cars/bicycles to bicycles/pedestrians? Stats show MUTs are not very safe
due to conflicts between cyclists and pedestrians and between all VRUs and
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vehicles at crossing points. MUTs are also planning for failure as they do not
scale to higher volumes as we would expect to come with a successful AT
plan.
Anonymous
As an avid cyclist it is proven to be safer (on local streets) to cycle in the
8/30/2019 08:16 PM
same lane as cars. Extra bike lanes are a total waste. My kids both under 12
use the sidewalk which is great for them, safe and very effective with very
little traffic. Don;t waste more money on protected cycling infrastructure.
Anonymous
Bicycle lanes and other ways of separating out bicycle traffic from vehicle
8/31/2019 05:04 AM
traffic would be fantastic. Many vehicles do not respect bicycles making it
very dangerous to ride on shared roads. One of the worst roads to ride a
bicycle on in our city is Victoria. An unscientific perception would suggest
from observation that traffic on the Iron horse trail is going up significantly for
both walkers and bikers. There is a section, just before entering the city of
Waterloo, that is very bad and should be repaired. We also have bike Lanes
on roads which fade in and out. We need consistency.
Mel B
The largest portion of residents fall in the 'interested but concerned' category.
8/31/2019 05:08 PM
Providing separated, protected lanes is most appealing to this group. If we
truly want to see more people cycling, we need to prioritize this kind of
i of rastructu re.
RyanB
Those should be the only four options for proper cycle infrastructure. Painted
8/31/2019 09:49 PM
bike lanes only make the road feel wider to motorists and promote faster
vehicular speeds. Raised cycle crossings where frequently used MUT interact
with roadways are also more pleasant for cyclists and increase safety. We
also need to be able to follow up on using the infrastructure in the winter.
Anonymous
We live on a low traffic street therefore bikes & cars can safely share the
9/01/2019 02:19 PM
roadway. However many cyclists continue to defy the law & cycle on the
sidewalk. Many people using motorized scooters use the road which is also
illegal.
Anonymous
I would only support #1 or #3
9/01/2019 06:36 PP
Anonymous
Also, it is important that the cycling infrastructure be connected. Currently, 1
3/02/2019 10:43 AM
am unable to bike to work because there is no continuous path.
Anonymous
It really depends on the users. For average user, new cyclists and kids
9/03/2019 11:10 AM
protected cycling infrastructure is really important to build a cycling culture
and increase the use of the infrastructure. Commuters and avid cyclists may
be discouraged if the infrastructure is not large enough to facilitate all user
types. It is important to establish a hierarchy of trail types to limit confusion
and increase users on the infrastructure.
Anonymous
Um. These are all things that need to be done, yes, however Kitchener has
9/03/2019 09:43 PM
been notoriously poor when it comes to safe intersection design. Bike boxes
are not protections and only add conflict spots between drivers and people
on bikes.
Anonymous
Firstly -- in the question above -- I was typing a response and for some
9/04/2019 09:22 AM
reason, the address above appeared out of nowhere and now I am unable to
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remove or delete it ----- s000000 I am answering the question above first and
then this one. I've been driving in this city since 1970 and see daily drivers
who make turns into the wrong lane or drive over the lane dividing lines.
People do not pay attention to their driving skills at all and narrower lanes will
do nothing but cause more accidents when there are already way too many.
Re this question --- I think bike lanes should always be put beside the
sidewalks and NOT take up space on the roadway. We have a growing
community and many people will always want to use their cars and not move
to biking or walking. Our aging community needs to have enough roadway
space for the influx of vehicle traffic, or nerves are going to fray and there is
going to be more violence. Lord knows how impatient most people are. I was
recently on Queen St S where the new bike lanes exist. The traffic was
heavy between Belmont and Westmount and it was backed up due to the
reduction of two lanes into one lane. There was not one pedestrian on the
sidewalk on the entire stretch but there was one cyclist --- ON THE
SIDEWALK ---- so even though there is a designate lane, --- that person still
chose the sidewalk - off the roadway. And cyclists are absolutely NOT
adhering to traffic rules. They weave between traffic, and I saw one go up
between the lanes of cars stopped at Highland and Westmount, and actually
made the left turn onto Westmount in front of the cars waiting for the
advanced green to turn onto Westmount. Cyclists don't stop at stop signs,
they weave in and out of the roadway and the sidewalk to avoid having to
stop at all, come up quickly on the sidewalk to cross the roadway when
someone is turning right and don't even see them coming on the sidewalk
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encourages more people to use active transit which improves overall health,
and encourages more people to leave their cars at home and reduce impacts
on the environment. This is an overall win! For people who drive, it also
makes their drive less challenging as they're less likely to have to actively
prevent unsafe interactions with people on bikes and other forms of active
2-326
and many other ways that they cause mayhem on our streets.
JustMe
Until I see the results of current bike lanes and the number of users,
especially in a Canadian city with a lot of snow (i.e. not Vancouver and
Victoria, and oft used example for cycle research), this should not be a
priority.
CamDavidsonPilon
My wife and I don't own a car, and we only walk & bike. Providing better bike
lanes means we can get to where we are going more safely. I like what they
have in Uptown Waterloo.
Anonymous
Excellent hierarchy. Would also save money because roads for cars and
trucks are built to withstand pressure from thousands of kilograms, but a
person on a bike weighs 150kg at most. There is no point in building a road
extra wide only to reserve a metre on either side of it for a painted lane for
people on bikes. Building cycle tracks next to sidewalks, on beds built to the
lighter sidewalk standards, are good enough. In addition, this is the preferred
location of people who cycle; physically separated from motor vehicles as
evident by the number of people cycling on sidewalks even when a painted
cycling lane is provided.
Anonymous
Providing protected infrastructure saves lives! It prevents crashes,
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encourages more people to use active transit which improves overall health,
and encourages more people to leave their cars at home and reduce impacts
on the environment. This is an overall win! For people who drive, it also
makes their drive less challenging as they're less likely to have to actively
prevent unsafe interactions with people on bikes and other forms of active
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transit.
Anonymous Cycle tracks, yes.
9/05/2019 04:26 PM
Anonymous Boulevard bicycle trails present many dangers for cyclists
9/05/2019 04:29 PM
Anonymous But Enforce the no stopping and parking regulations.also a $25.00 fine is
9/05/2019 04:43 PM useless.make it $100.00 also staff have to start acting like the big city we
are.i do not mean be nasty but mayor Tory is right we need to let drivers
know we mean business.
acm13 it would be wonderful if some of our trails that dead-end could be connected!!
9/05/2019 04:43 PM
Anonymous
I fully support the boulevard multi -use trails and the concept of bicycle
9/05/2019 04:47 PM
greenways. These would be the most comfortable solutions for me for biking.
I avoid busy streets where I can. Taking away driving lanes to create bike
lanes creates other issues for parking etc. Wide bike lanes make vehicle
traffic difficult. Realistically we need to accommodate both.
Anonymous
Roll curbs are not proper separation between cars and bikes. Also, please
9/05/2019 04:48 PM
consider the more significant effect of curbs, grates and other bumps on
cyclists when designing infrastructure. For example, making sure asphalt is
level with the curb at crossings. And avoid putting unnecessary roll curb
crossings in the bike line, like on Glasgow St between Westmount and
Fischer -Hallman.
Anonymous
Yes. The key is separating cyclists from cars. As much as PHYSICALLY
9/05/2019 04:58 PM
possible. That means NO roll curbs / mountable curbs. This is a huge issue
on King St in uptown now. People park and roll into the bike lane because
there is no physical protection. No paint as protection. Flex bollards are
better, and planters are even better. For multi -use trails, we should
reconsider trail crossings and give right-of-way to trail users. Having to stop
so often puts a damper on the bike ride. Especially Spur line trail at Union,
and Iron Horse Trail at Victoria. A note about "greenways" on quiet streets.
These can still be very stressful to cycle on - especially on narrow streets
with parked cars that are sometimes used heavily by motorists. Le. Guelph
St. Moore St. I wouldn't count these streets as "cycling infrastructure" in any
way.
Anonymous The velocity delta between cars and bicycles, combined with the mass delta,
9/05/2019 05:03 PM means that cyclists die in bicycle -vehicle collisions. Separation of
infrastructure helps prevent collisions.
Anonymous again... manipulating our road system for a very small vocal minority....
9/05/2019 05:14 PM
Anonymous Cyclists don't necessarily mix well with pedestrians. Too many cyclists race
9/05/2019 05:34 PM along like they own the space they are monopolizing.
Anonymous Dedicated, separated bike lanes are essential for cycling safety
9/05/2019 05:54 PM
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Anonymous MUPs are clearly the preferred choice of many. With the options included
most ALL user groups will be accommodated.
Anonymous
Bikers need to feel safe to increase ridership and see success.
Anonymous
I think separated bike lanes provide more of an appearance of safety than
actual safety compared to a good bike lane (wide enough). Probably a good
compromise would be bike lanes similar to those currently on Manitou where
there is a small curb between the bike lane and the car lane. I find the
separated lanes create confusion for drivers and reduce the visibility of
cyclists, which is a problem where the lanes cross driveways and
intersections.
Anonymous
Option 1 is the only one that makes sense. Option 2 has already shown there
9/05/2019 09:32 PM
is not enough cyclists using these to warrant more vehicle congestion on
roadways. Option 3 puts pedestrians at too great of risk of conflict with
cyclists. Option 4 is just like Option 2 , not enough use to justify ( look at
Union Street or Queen Street for example) Generally people are just too
impatient and cyclists take far too many risks, have too great a sense of
entitlement and do not follow traffic laws. Greater enforcement is needed but
not likely to happen.
Anonymous
Painting bicycle signs in the middle of King street is not the same as making
9/05/2019 09:33 PM
real bicycle lanes. I cycle often and have never met a cyclist who thinks it is
safe or a good idea to share king street with cars. The new lanes protected
with reflective markers are a huge improvement. Real barriers, such as
Vancouver has done with parking barriers and flower planters along their bike
lanes would be even better and make it safe for children and families to
commute via bicycle.
Anonymous
Cycling in Kitchener can feel dangerous, especially for new or nervous
9/05/2019 09:45 PM
cyclists. The recent rash of high-profile car/LRT collisions definitely add to the
feeling for cyclists that motorists aren't looking out for other people or non -car
vehicles on the road. In downtown areas the use of alternative modes of
transport (cycling, transit, walking) should be prioritized and encouraged.
Separated lanes and better bike infrastructure are a key part of encouraging
people to use bikes instead of cars to make their way around the city.
firstbass
This is great but the municipalities and Region really need to educate drivers
9/05/2019 10:30 PM
about sharing the road with cyclists (and vice versa...). Also: give back to
drivers for taking a lane of their driving or parking space (e.g. Queen's Blvd.).
Invest in smart tech to reduce unnecessary waiting at traffic lights.
Anonymous
I think spending too much money on this doesn't make sense considering our
9/06/2019 12:51 AM
climate. We will not get bike traffic for 6 months of the year regardless of how
"safe" we make it.
Anonymous
Perhaps quiet streets could support bike lanes.
34 AM
Anonymous
Not at the expense of street trees. The thermal comfort and aesthetics they
9/06/2019 08:53 AM
provide outweigh the benefit of having a different lane for everyone.
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Anonymous
Having separated facilities for bikers is essential to getting cycling rates
AM
higher in the city. Study after study shows that people will bike, but only if
they feel safe. What about putting parked cars on the OUTSIDE of bike lanes
Anonymous
as is done successfully in the Netherlands and in Spain (Especially
9/06/2019 07:45 PM
Barcelona)?
Anonymous
More waste of taxpayer dollars. Allow bicycles to use the underused
9/06/2019 09:16 AM
sidewalks.
Anonymous Safer biking options are needed.
9/06/2019 10:09 A0.
Anonymous Couldn't agree more
9/06/2019 11:41 AM
Anonymous There is a definite problem with enforcement. Police need to enforce and
9/06/2019 02:06 PM there should be better education for ALL bikers and ALL users of wheel
chairs etc.
Anonymous Infrastructure improvements are excellent. Education with these would be
A great.
Anonymous
I'm a frequent cyclist but avoid many major streets because it's just too risky.
9/06/2019 03:50 PM
My partner would like to cycle more but does not feel safe on most streets.
Separated infrastructure would encourage her and many others like her to
Anonymous
bike more. I'd like to see the region and cities build more contra -flow bike
9/06/2019 07:45 PM
lanes on quiet streets so that cyclists can take the most direct safe route
between points.
Anonymous
For obvious reasons this makes the most and safest sense!!
9/06/2019 04:25 PM
If cycling was safer, I would be much more likely to use my bicycle for
Anonymous Anything to promote safe cycling!!!!
9/06/2019 04:50 PM
Anonymous
Motorists are TAX PAYERS not cyclists or pedestrians. Hopefully the city
9/06/2019 07:40 PM
remembers this come election time. Having a bicycle lane along the edge of
city streets is good enough.
Anonymous
I watch cyclists break traffic laws all the time, including riding on sidewalks
9/06/2019 07:45 PM
and narrowly hitting people. I'm more concerned with that than with more
cycling infrastructure. I disagree with putting up more barriers between
vehicles and bike lanes and more cycling infrastructure.
Anonymous
If cycling was safer, I would be much more likely to use my bicycle for
9/06/2019 08:42 PM
running errands and visiting people and places in nice weather, taking cars
off the road.
Anonymous I want to see more real estate dedicated to non -automobile traffic, so I fully
9/06/2019 10:20 PM support this. I want to see more bakfiets, scooters, skateboards on the road
too.
Anonymous you need to educate the public as to what the new lane markings mean. for
example, I use queen street a lot, and the new markers are dangerous for
cars (it has narrowed the lanes considerably. the new green sections don't
make any sense; you are not consistent with the lane markings (can you use
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the bike lane to make a right turn or not... sometimes you can and sometimes
you can;t, but most motorists will.... and they use the bike lane to pass.
Anonymous the downtown area is not currently safe for cyclists so we end up using the
sidewalk
Anonymous Absolutely this is important. If we are going to promote cycling then we need
to make roads safe. Unfortunately, drivers continue to be abusive to cyclists.
In this regard, separated lane ways are absolutely important.
Anonymous Feel that again safety and respect for all should be paramount. Difficult
9/07/2019 12:30 PM decision to make to satisfy all.
Anonymous Safe separation for cyclists and also pedestrians (i.e. where sidewalks do not
9/08/2019 02:59 PM have physical barriers from the road) don't feel as safe and are less likely to
be used
Anonymous Bicycle lanes are only appropriate on busier city streets. Including them on
9/08/2019 05:37 PM quiet residential streets is simply increasing the impermeable surfaces in our
municipality where they are not needed.
Anonymous Cyclists need to be given secure places to transit.
9/09/2019 09:07 AM
Anonymous I strongly agree with the last 2 options. Trails are a very good option and if
9/09/2019 10:29 AM not bicycle greenways would help move traffic off quiet streets that should
not be used as pass thrus. I believe this would create safer areas for cyclists
and neighorhoods alike.
Anonymous Strongly prioritize separating cyclists from pedestrians. As cycling
infrastructure improves the numbers of cyclists grow - this is leading to
conflicts on MUT trails.
Anonymous 100% necessary. I can be as safe as I can in a bike lane, but all it takes is
someone distracted or swinging the wheel accidentally and it's going to hurt a
lot. Not worth it. Analyze the pedestrian traffic compared to bike traffic and if
the number of walking people is extremely low, not worth investing in more
infrastructure (ie, the sidewalks plus paved shoulder on Manitou Dr ... seems
like a waste when you just bike on the sidewalk since there's nobody walking
on the sidewalk and the paved shoulder isn't enough of a difference from teh
road.
Anonymous We need space.
9/09/2019 12:46 PM
Anonymous Don't want to share sidewalk space with cyclists. Too dangerous..
9/09/2019 01:08 PM
pau Ib Please!!
9/09/2019 05:50 PM
Anonymous Think should have more shared and boulevard use. Cyclists are too close to
9/09/2019 09:55 PM the road and not safe for kids/ teenagers let alone adults
Anonymous I bike a lot around KW and am always happy to see a bike lane. If the goal is
9/09/2019 10:06 PM to reduce traffic, say by reducing lanes, I don't support it. But, I want to feel
safe on my bike. I ride 8kms to work a few times a week and use the
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Anonymous Some of the existing is terrifying to bike on, so it does not surprise me that
more people currently don't cycle. Paint does not prevent cars from entering
the bike. Protected bike infrastructure will enable less confident cyclists and
parents traveling with children to make more trips by bike. It is imperative that
a large number of trips by car are converted to cycling (or walking or transit)
in order meet our carbon emission reduction goals and prevent urban sprawl.
We must create a useful network of infrastructure where cyclists of all ages
and abilities can feel comfortable cycling.
Woofcat Implement a Bicycle license that is $200/year and then perhaps we can build
some infrastructure.
Anonymous I support #1 and #3. 1 do not support #2 and #4
Anonymous I support ALL of these potential options being fully explored, with protection
for both the cyclist (from pedestrians and vehicles) AND also the pedestrians
and motor vehicles (from the cyclists) being top of mind. I am not sure which
option is best, but I think I favor #1 and #2.
Anonymous I strongly agree with that; not necessarily with your ranking; (2) (separated
bike lanes) is by far the best option, followed by (1), then (3) and finally (4).
Anonymous I think this is pretty good. MUTs are pretty nice at times but the interaction
with pedestrians is less than ideal. I have seen Bicycle Greenways in
Vancouver and they were fantastic but had many, many vehicle slowing
devices (round abouts, chicanes, bicycle only connectors). I think they really
are amazing but interested to see how they are implemented here.
Anonymous I strongly agree and will not take my daughter bicycling on roads or
sidewalks out of fear of her getting hurt (on roads) or potentially hurting a
pedestrian (on sidewalks). Also, I would like to cycle to work, but not so long
as I'm sharing the road with vehicles that don't respect bike lanes.
Dividing/barriered lanes will help me feel safer.
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sidewalks a lot as the major streets are scary.
Cory
In general yes, but only when there is not enough physical space to have
both a sidewalk and a separated bike lanes. A commitment must be made to
prevent the mixing us pedestrians and bicycles, or bicycles and cars, as
much as possible.
Anonymous
I barely see any cyclist, why are we spending so much money for something
no one is doing? I see thousands of cars each day, maybe we should make
the roads usable for all of them!
Anonymous
These options will make cycling a more viable option. I'm extremely excited
to see these options developed. I am in favor of barriers that prevent turns
and parking, and infrastructure or signage to minimize conflicts between
pedestrians and cyclists (e.g., floating bus stops, ped/bike signs). For cycle
tracks, it is important that the road design makes cyclists visible to turning
cars.
Michie
Only if used ..... lanes I see now don't seem to be utilized.
Anonymous Some of the existing is terrifying to bike on, so it does not surprise me that
more people currently don't cycle. Paint does not prevent cars from entering
the bike. Protected bike infrastructure will enable less confident cyclists and
parents traveling with children to make more trips by bike. It is imperative that
a large number of trips by car are converted to cycling (or walking or transit)
in order meet our carbon emission reduction goals and prevent urban sprawl.
We must create a useful network of infrastructure where cyclists of all ages
and abilities can feel comfortable cycling.
Woofcat Implement a Bicycle license that is $200/year and then perhaps we can build
some infrastructure.
Anonymous I support #1 and #3. 1 do not support #2 and #4
Anonymous I support ALL of these potential options being fully explored, with protection
for both the cyclist (from pedestrians and vehicles) AND also the pedestrians
and motor vehicles (from the cyclists) being top of mind. I am not sure which
option is best, but I think I favor #1 and #2.
Anonymous I strongly agree with that; not necessarily with your ranking; (2) (separated
bike lanes) is by far the best option, followed by (1), then (3) and finally (4).
Anonymous I think this is pretty good. MUTs are pretty nice at times but the interaction
with pedestrians is less than ideal. I have seen Bicycle Greenways in
Vancouver and they were fantastic but had many, many vehicle slowing
devices (round abouts, chicanes, bicycle only connectors). I think they really
are amazing but interested to see how they are implemented here.
Anonymous I strongly agree and will not take my daughter bicycling on roads or
sidewalks out of fear of her getting hurt (on roads) or potentially hurting a
pedestrian (on sidewalks). Also, I would like to cycle to work, but not so long
as I'm sharing the road with vehicles that don't respect bike lanes.
Dividing/barriered lanes will help me feel safer.
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Anonymous Absolutely critical to encouraging more people to cycle. It also encourages
people to walk (eg the Spur Line was instantly attractive not just to cyclists
but also to walking commuters, dog walkers and families out for a stroll)
Anonymous Having usable and safe bicycle transport options is a priority, however this
needs to be coupled with a strategy to educate, train and manage mutli-use
behaviour. We currently have a well established system for managing
vehicular traffic and usage through licensing and policing. However, there is
no similar diligence for cyclists. As an avid cyclist, it is obvious that many are
unaware as to how to cycle safely in mixed mode environments despite the
improved infrastructure. Having some combination of encouragement would
go a long ways towards effective use of the infrastructure.
Anonymous How would this be implemented? I cycle while towing a trailer with my
J/11/2019 11:40 AM children - any opportunity to be separate from traffic would be nice.
Anonymous
An entirely new cycling infrastructure needs to be build, NOT one that runs
9/11/2019 12:18 PM
parallel to auto routes, or interferes with traffic flow.
Anonymous
I love #1. And #3 is a variation of that. I hate #2. Barriers are a visual
Anonymous
distraction to both drivers and cyclists. And they take up space in the real
9/11/2019 04:52 PM
estate of paved surface area.
Jay
I wholeheartedly agree that "Options for protected cycling infrastructure be
prioritized," but not necessarily with using the rank -order above. Explained
below. All of the above are equally safe and useful on appropriate streets -as
Anonymous
they all separate bicycles from fast moving traffic. Once you accomplish that,
9/11/201905:31 PM
each of the above should not be prioritized, but matched to the particular
Anonymous
street's needs. Boulevards are fine for very long stretches of arterial roads
9/1 1/2019 10:42 PM
that typically lack many pedestrians, cycle tracks and seperated bike lanes
provide the ability to have dedicated cycle crossings at busy intersections,
and bicycle greenways are obviously only useful where motor traffic is
typically <30kph and where there are few major intersections.
Anonymous
Consider protected bike lanes where parked vehicles are on the outside of
9/11/2019 02:39 PM
the bike lane, as in Spain, Netherlands. It works well in Bercelona.
Anonymous
Promotion of more bicycle traffic through infrastructure that is safe for
9/11/2019 03:28 PM
bicycling will make a less polluted city, reduce traffic, improve health etc.
Reed
I've biked to work and school in this city and am often passed closely or have
9/11/2019 03:31 PM
motorists turn right in front of me. separated bike lanes make biking more
accessible as a form of transport.
Anonymous
These are all great ideas, but on street parking or narrow roads on "bicycle
9/11/2019 04:52 PM
greenways" can still be hazardous, especially for preteens/teens cycling on
their own or young families. I fully agree with adding more separated cycling
options whether those are options 1, 2, or 3, as long as the intersections are
designed well for safety.
Anonymous
if shared with pedestrians, the tracks have to be wider than the current 3.0 for
9/11/201905:31 PM
MUP/MUT.
Anonymous
But please, no roll curbs. I feel almost as unsafe on MUP with roll curb
9/1 1/2019 10:42 PM
directly next to a traffic lane as I do in a painted bike lane. Physical barrier
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Anonymous Painted lanes are ridiculous and the only people who ride their bike in them
is people who would ride regardless of the painted line. Protected
infrastructure is the only correct infrastructure for safe cycling throughout the
city.
Anonymous Very much for helping people feel safer when walking and cycling.
J/12/2019 12:49 PM
Aaron We should feel comfortable having our young children ride on our cycling
9/12/2019 12:59 PM infrastructure. Most of what exists now is far from safe enough for our
children to use, never mind adults.
Anonymous I enjoy biking on city trails because I am physically separated from traffic, so
9/12/2019 02:45 PM this makes sense. My main concern is that the "guidelines" will say 'cycle
tracks or separated bike lanes are prioritized" but then the project budget will
say "we couldn't afford it and so we didn't do it" - what accommodations are
there for the extra $$ required to do things differently?
howlettstudios All of these options are great! In addition you may want to consider using
9/12/2019 03:14 PM parked cars as a barrier between car traffic and bike lanes as another
possible solution. As the city continues to expand please also look into raised
pedestrian and cyclist pathways as with NYC's Highline, Paris's Coulee Verte
Rene -Dumont, and Toyko's expansive overhead pedestrian network. While
we are not at a density that would support this approach quite yet, it may
become viable sometime in the not so distant future.
Anonymous
that would prevent an inattentive drive from accidentally drifting into a
9/12/2019 08:24 PM
bike/MUP lane is absolutely necessary. Cars weave when drivers text, and a
roll curb will not stop a car from killing a cyclist.
Anonymous
While separated bike lanes are a good idea, they are often put on major
Anonymous
streets, narrowing those streets and choking car traffic. A better solution is,
9/13/2019 07:14 AM
wherever possible, to put bike lanes on smaller streets that run parallel to the
larger streets (Park, Duke, Regina) - cyclists would feel safer and vehicular
traffic isn't forced onto residential streets.
DoretaM
I don't ride my bike in town simply because it isn't safe ! Streets are too
9/12;2019 11:z3 irvi
narrow and bikes aren't allowed on the sidewalk. Drivers are in such a hurry
and don't have much patience so I leave my bike at home. I value my life and
don't really want to end up in the hospital -or worse simply because a driver
was impatient or didn't see me.
Anonymous
Yes, I most definitely support this direction. Cyclists will not make up a larger
2,2019 11:32 AM
portion of the road users (and thereby gain visibility) until the infrastructure
can support all skill levels of cyclists.
Anonymous
Bikes should be on the sidewalk, i think
2019 ' 1 `S? .AM
Anonymous Painted lanes are ridiculous and the only people who ride their bike in them
is people who would ride regardless of the painted line. Protected
infrastructure is the only correct infrastructure for safe cycling throughout the
city.
Anonymous Very much for helping people feel safer when walking and cycling.
J/12/2019 12:49 PM
Aaron We should feel comfortable having our young children ride on our cycling
9/12/2019 12:59 PM infrastructure. Most of what exists now is far from safe enough for our
children to use, never mind adults.
Anonymous I enjoy biking on city trails because I am physically separated from traffic, so
9/12/2019 02:45 PM this makes sense. My main concern is that the "guidelines" will say 'cycle
tracks or separated bike lanes are prioritized" but then the project budget will
say "we couldn't afford it and so we didn't do it" - what accommodations are
there for the extra $$ required to do things differently?
howlettstudios All of these options are great! In addition you may want to consider using
9/12/2019 03:14 PM parked cars as a barrier between car traffic and bike lanes as another
possible solution. As the city continues to expand please also look into raised
pedestrian and cyclist pathways as with NYC's Highline, Paris's Coulee Verte
Rene -Dumont, and Toyko's expansive overhead pedestrian network. While
we are not at a density that would support this approach quite yet, it may
become viable sometime in the not so distant future.
Anonymous
Where possible this is good but I also think painted bike lanes on roads are
9/12/2019 08:24 PM
good if they are properly connected and there are not a lot of barriers or
mysterious endings. (BTW, the box above seems to be malfunctioning. It is
an address box rather than a comment box).
Anonymous
Especially agree with suburban expansion of bike lanes, not just those in the
9/13/2019 07:14 AM
downtown core. Lots of people are cycling in areas trying to get to work.
Connecting industrial / business areas with suburban areas is very important.
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Anonymous
I like parts of this proposal and dislike others. (1) cycle tracks is great. (2)
_3 FM
cycle tracks work in some places, particularly if done without posts as on
Queen St., but should not be done on important car routes. (3) multi -use
Anonymous
trails are great. (4) bicycle greenways are unnecessary - if the streets have
9/14/2019 09:52 PM
low traffic volume, bikers aren't afraid to use them.
Soarin44444
My favourite idea is # 1. 1 bike with my kids and have tried having them on
9/13/2019 03:06 PM
Queens boulevard pilot route. Its better than the painted lane but open areas
feel less protected than having my kids on the sidewalk. I have felt unsafe
Anonymous
more than once while cycling on westheights drive (you reduced the lanes,
2019 01:13 AM
now vehicles use the bike lane as a passing lane and it feels unsafe). I wish
there was a safe place to ride near the pedestrians instead of the cars
Vicci
While I am a confident cyclist, I have still had more close calls in this city
9/13/2019 11:10 PM
than I would like. Make it safe for all, and you will find more people use it.
9/15/2019 08:03 AM
Note: parked cars right against a cycle path is not safe - if a child is sitting in
a car waiting for a parent to return, they may open a door onto a cyclist
without looking - this is dangerous for the cyclist and the child.
James Barr
I am terrified of my children biking in areas shared with cars.
9/14/2019 08:28 AM
Anonymous Yes, but only if there's a clear way for cyclists to reintegrate with regular
9/14/2019 09:36 AM traffic when the separated bike lanes end. This is very poorly done at Alan
and Caroline, and, from what I've seen, at Albert and Web.
Anonymous Boulevard multi use is my preference, like Toronto, one side for bikes on for
9/14/2019 03:48 PM pedestrians, away from traffic
Anonymous Separate and implement multi use trails in Blvd better use of space off the
57 PM road but direction is good. Keep onstreet parking helps reduce speeds.
Oran
Lower enforced speed limits on all roads including bus routes would allow
9/14/2019 04:25 PM
cyclists to use the road and share them with motorized vehicles so cyclists
will not have to share space with pedestrians.
Anonymous
I think there should also be a share the road law, like that cars have to give a
9/14/2019 09:52 PM
few metres of space when they pass a bike (ie move into the next lane). And
Page 41 of 73
the region needs to figure out how bikes fit into roundabout traffic. All the
most recent roundabouts are way too dangerous for biking, unless the
expectation is that we use the pedestrian crossing, which is far from clear.
Anonymous
(2) 1 assume this is some like what has been done on Queen st in Kitchener.
2019 01:13 AM
How are vehicles supposed to safely pull over for emergency vehicles with
numbers and vertical poles all over the street? I'm all for number 1 and 3,
neutral on 4.
Anonymous
The cost to protect the vocal minority is already impacting our streets and our
9/15/2019 08:03 AM
taxes. How much more are we going to have to pay for their convenience.
Anonymous
I support cycling lanes however they really are only effective for half of the
9/15/2019 12:27 PM
year. We live in Canada and need to acknowledge that this investment may
not pay off. I agree with designing cycling lanes. I don't agree with doing so
at the expensive of vehicle lanes.
Anonymous
As an occasional cyclist I would feel much safer biking around town if there
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9/16/2019 09:27 AM was dedicated cycling infrastructure.
Anonymous I'm fine with standard on -road bike lanes, but traveling on paths (Iron Horse
9/16/2019 10:37 AM trail, Laurel Trail, etc.) is certainly preferable.
Anonymous
Cyclists should have separated paths from both motorists and pedestrians.
9/16/2019 09:36 PM
They should not be on major arterial routes though. Bicycles can't achieve
the speeds of these roads anyway, so there is no reason they should not be
Courtney
put on residential roads. Narrowing residential streets and encouraging bikes
9/17/2019 08:01 PM
to use them is the best way to improve safety for cyclists by getting them out
of faster moving and more dense traffic. Cyclists make little to no noise as
well, so will not disturb residents on neighbourhood streets.
Anonymous
I don't agree with 4. The rest is ok. But stop taking away full lanes on roads,
get bikes off the streets people swerve to avoid them last minute potentially
causing car accidents.
Anonymous
The treatments at intersections and driveways need to be given first-class
consideration, including a commitment from WRPS to enforcing full stop -and -
look behaviour, with 100% compliance. My 8 -year-old daughter was nearly hit
on the weekend while cycling on the sidewalk, by a driver who exited a
driveway across the sidewalk without stopping at all; I regularly experience
similar things when biking on multi -use trails, and my sense is that WRPS
does not take the issue seriously or have any interest in enforcing safe
behaviour from drivers. Without this commitment, new multi -use paths are at
best useless and at worst deathtraps.
Anonymous
Putting in separated biking facilities is great! Please make sure intersections,
9/17/2019 02:08 PM
driveway crossings, etc are considered when these facilities are built. Any
cycling facility with a "dismount to cross" sign is a failure.
Anonymous
I support this direction with the exception of combined pathways for cyclists
9/17/2019 03:58 PM
and pedestrians. Pedestrians are not safe walking where cyclists travel.
Anonymous More and more people are cycling (or want to start cycling). It's better for the
9/17/2019 05:40 PM environment, better for the people cycling (healthier, which is ultimately better
for the region), and even better for those driving (less traffic on the roads
means fewer delays, even accounting for the time needed to navigate safely
around cyclists). Making it safe for cyclists means more will cycle, and these
benefits will be experienced more and more broadly.
Anonymous I especially support lanes beside sidewalks
9/17/2019 06:11 PM
josh Where there is space to accommodate cycling, #1 should be a last resort.
9/17/2019 07:55 PM Ex: #2 > #3 > #1 > #4
Anonymous
More safe cycling infrastructure translates to more cycle usage (and thus less
9/17/2019 07:58 PM
car usage), which leads to a healthier population, greener environment, safer
and more quiet neighborhoods
Courtney
"separated bike lanes" as on Glasgow are not good enough, need barrier or
9/17/2019 08:01 PM
actual full curb.
Anonymous Barriers between traffic and bikes are not necessary. Even forget them, or
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9/17/2019 10:06 PM use alternatives like wider sidewalks or center boulevards
Optional question (132 responses, 64 skipped)
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Q10 We heard: More trees and greenery should enhance sustainability and comfort for
pedestrians. We propose: Widening boulevards to meet the ideal soil requirements to facilitate
better tree growth. Do you support this direction?
F
23(11.8%)
35(17.9%)
Question options
0 Yes, strongly agree 40 Yes, somewhat agree Neutral No, somewhat disagree
Optional question (195 responses, 1 skipped)
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41,
1
l 113(57.9%)
No, strongly disagree
2-337
Q11 Please explain your choice.
Anonymous
That only works if there is enough road to do it. restricting roadways is not
8/29/2019 01:53 PM
the right thing to do as it will just create congestion, pollution and the inability
to get around.
Anonymous
At what cost is my only question.... are you going to get seedlings/saplings or
8/29/2019 02:28 PM
expensive 10ft + trees? that usually die within the first year or 2 and will need
to be replaced.
Anonymous
Trees are always good, and hey, take the space from the roadway.
8/29/2019 03:02 PM
More trees=more shade. Always welcome in this era of hot hot summers.
Anonymous
Greenery is always a good thing! A street always looks and feels more like
8/29/2019 04:37 PM
home when it is lined with trees. The environment needs all the help it can
get.
Anonymous
Can you also look into growing a specific moss on fences? Moss acts as a
8/29/2019 05:33 PM
huge contributor to oxygenating the area, like trees do. I heard this from a
guy on the bus and he seemed to know what he was talking about, so
acknowledge goes to a guy named Adam.
Anonymous
More trees=more shade. Always welcome in this era of hot hot summers.
8/29/2019 09:10 PM
Anonymous They also tend to create a calming influence for drivers
8/30/2019 02:19 PM
Anonymous I agree with planting more trees in the City, but plant them in areas like
8/30/2019 08:16 PM parks, back yards, open space areas ponds etc... where they can grow and
add value. The boulevard is for other more practical uses that we also need
to live such as utilities, sidewalks, driveways, fire hydrants, street lights, signs
etc... don't try to add soil or extra space for the sake of trees.
Mel B It seems like a smart move but if budgets constrain projects, I'd be willing to
8/31/2019 05:08 PM see this one prioritized less than infrastructure that provides safety.
RyanB I agree with this in principal; in practice we also need to ensure the
8/31/2019 09:49 PM necessary infrastructure is met first, including the mentioned active
transportation expansion above.
Anonymous Maintain (ie.) Properly prune existing trees. As it is now branches are only
9/01/2019 02:19 PM removed when they break off & block the roadway, sidewalk or driveway.
This should be of utmost importance due to keeping all individuals safe while
walking, cycling or driving.
Anonymous no opinion
9/01/2019 06:36 PM
Anonymous I think the space would be better used for multi -use pathways (instead of
9/02/2019 10:43 AM trees).
Anonymous Without the necessary soil the long term health of the trees can be limited.
9/03/2019 11:10 AM Maintenance and watering are equally important to the long term success of
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the trees within the City.
Anonymous As long as this is done in conjunction with making roads narrower and adding
9/03/2019 09:43 PM protecting and separation from/for people on bikes.
Anonymous While a agree we need more trees, I don't agree that boulevards need to be
9/04/2019 09:22 AM widened to add them ----- it leaves a greater area for residents to have to
mow in the summer months and where there are overhead wires, make a
complete eyesore when the limbs are cleared for hydro lines.
JustMe Decreases heat in the summer from concrete and creates better air quality.
9/04/2019 11:21 A'
CamDavidsonPilon Trees look nicer than parked cars
9/04/2019 01:47 PM
Anonymous
Wider boulevards will help to enlarge and enhance the urban forest (reducing
9/05/2019 01:00 PM
the urban heat island effect, cleaning the air, increasing property values, etc.),
increasing infiltration/mitigating or reducing storm water run-off.
Anonymous
Trees improve the health and beauty of our communities. Trees and
9/05/2019 04:20 PM
sustainable greenery should take precedent over pavement any time
possible.
Anonymous
We need to do everything we can to support the declining number of old
9/05/2019 04:26 PM
growth trees we have in this city.
Anonymous Trees clean the air,
9/05/2019 04:43 PM
acm13 instead of grass - how about planting wildflower meadows in these areas?
9/05/2019 04:43 PM
Anonymous
I support this as long as it doesn't take too much space from sidewalks, bike
9/05/2019 04:58 PM
lanes, crosswalks, etc. I don't care about reducing people's front yards
though - they're not very useful anyways.
Anonymous
Trees make oxygen. That thing you need every second to stay living? Yeah,
9/05/2019 05:03 PM
that stuff. More trees please. Also they take carbon out of the atmosphere,
helping with carbon footprints etc etc. Also, trees deaden street noise,
making neighbourhoods quieter and therefore nicer.
Anonymous
Yes, keeping in mind CPTED and SWM principles in mind.
9/05/2019 06:15 PM
Anonymous Yes because we need all the green we can add for a number of reasons like
9/05/2019 06:24 PM more oxygen & cross pollinated shrubs & flowers for our bees!
Anonymous Agree but Are there cost implications?
9/05/2019 07:47 PM
Anonymous Trees are great.
9/05/2019 08:47 PM
Anonymous Trees confer benefits other than aesthetically - they cool down hot city
9/05/2019 09:45 PM streets (particularly important in some areas that currently are somewhat of
an exposed, scorching concrete desert in the summer!), they provide habitat
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for native wildlife, and they provide interest as you walk down the streets.
Anonymous Perhaps Blvd could be not so wide so bikes have room. But spending too
9/06/2019 02:34 AM much money on these items is a waste.
Anonymous Urban tree planting makes for a more comfortable experience. Trees reduce
9/06/2019 08:58 AM heat in the summer, so helping us to save on air conditioning.
Anonymous
Planting trees is good for the environment but to do it by tearing up roads
9/06/2019 09:16 AM
and sidewalks to make more room for trees is counter productive and not
good for the environment. More waste of tax payer dollars.
Anonymous
Within the existing layout it would be a positive direction if it enhanced (or
9/06/2019 11:41 AM
didn't detract from) what the property owners currently enjoy.
Anonymous Who will keep up the boulevards. Kitchener just lets the weeds grow way too
9/06/2019 02:06 PM much in some areas
Anonymous It will be hard to make this a blanket solution. Perhaps incentives for home
9/06/2019 03:22 PM owners/business owners to plant trees.
Anonymous We already have a good amount of greenery on our streets.
9/06/2019 03:50 PM
Anonymous Trees beautify our environment as well as support our quality of air as well as
9/06/2019 04:25 PM lower the average temperature!!! We need more trees anywhere we can
possibly plant them!!
Anonymous If the money can go to more and improved and safer walkways/bike paths
9/06/2019 04:50 PM spend it there....
Anonymous
9/06/2019 07:40 PM
STOP narrowing city streets!!!!!!
Anonymous Boulevards look nice, but they are not a good use of road space. Wider
9/06/2019 08:42 PM sidewalks and trees along the street are more efficient and achieve a greater
degree of safety and comfort for pedestrians.
Anonymous Trees and greenery make neighborhoods feel more cozy and intimate. I don't
9/06/2019 10:20 PM think people necessarily want to live in concrete jungles
Anonymous trees are damaging the sidewalks.you plant trees beside light poles, and
9/07/2019 01:14 AM when they grow, the block the light (blackwell)... that's just stupid planning,
which any person with common sense would realize
Anonymous more green space also adds to the environment
9/07/2019 10:44 AM
Anonymous Does this take land away from homeowners?
9/07,•'2019 11:21 AM
Anonymous I think this is vital. It also requires consistent maintenance so that we can
9/07/2019 12:23 PM condition to beautify our roads. While this requires an increased budget,
there is value in investing in this way. It is also important to incorporate
various community people via co-op students in high schools colleges and
universities as well as people who can contribute to such ventures, perhaps
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people who are incarcerated or people who are doing community service
orders.
Anonymous We need more ground to support heavy rains being experienced. When the
9/07/2019 12:30 PM road have greenery it is a more calming experience and I think drivers reduce
speed.
Anonymous More trees and shrubs will have multiple benefits - both for pedestrians
9/08/2019 02:59 PM comfort, cooling our city , reducing runoff and air pollution
Anonymous The more green, the better.
9/09/2019 09:07 AM
Anonymous Yes trees help offset the pollution vehicles create.
9/09/2019 10:29 AM
Anonymous Excellent. Shade is essential for folks as we anticipate hotter summers.
9/09/2019
Anonymous Honestly, I love trees, but this sounds like a waste of money. Maybe
9/09/2019 11:26 AM downtown where there's less green. I haven't noticed this being a issue.
Anonymous New builds only
9/09/2019 01:08 PM
paulb I agree with this proposal, provided that wider boulevard requirements do not
9/09/2019 05:50 PM result in smaller buildings or larger properties. We need to increase density!
Anonymous Depends on bike lane and street width
9/09/2019 09:55 PM
Anonymous More trees..how can I argue with that?! ;)
9/09/2019 10:06 PM
Cory Yes, if it helps to narrow the roads. No, is it prevents the installation of
9/09/2019 10:10 PM separate bike Lanes.
Anonymous This is a good goal, but should not come at the expense of wider sidewalks
9/10/2019 12:57 AM or expanded cycling infrastructure.
Michie Always support more trees
9/10/2019 09:52 AM
Anonymous If it comes to down to boulevards vs bike lanes or sidewalks, I would pick
9/10/201910:28 A' bike lanes or sidewalks, but it is important to provide shade to make walking
more doable for everyone.
Woofcat
j/1 0/2019 11:45 AM
Anonymous
9/10/2019 04:53 PM
Anonymous
9/11/2019 06:19 AM
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Trees and greenery is not important to me. I think Kitchener Waterloo has
ample greenery ... we do not need it on boulevards if it means safe space for
pedestrians, bikes and cars.
This is a tricky one ... while it sounds great ... and even ideal ... this could have to
be sacrificed in order to prioritize bicycle and pedestrian safety first ... and I'd
Proposed Complete Streets Guidelines : Survey Report for 15 August 2019 to 17 September 201"
be ok with that.
Anonymous More green is definitely what we should be aiming for.
Anonymous I support more greenery/trees from a shade and environmental perspective.
Anonymous Not just pedestrians. I love riding the Spur Line because of the number of
9/11/201< ,.:47 AM trees and bushes that are along the way.
Anonymous
There will be places where doing this will reduce density or take away from
9/11/2019 10:56 AM
greenery already in place away from the boulevard. Conceptually this is good
Anonymous
- but not at the expense of reduced density or existing greenery.
Anonymous
There is no greenery in Kitchener - it's a concrete jungle and looks so gross.
9/11/2019 1 1 :19 r
Makes me want to live outside of the city for the next 100 years plus, cause
Anonymous
your 2 yr old trees don't do anything and look very silly. Mature trees/forests
9/11/2019 02:39 PM
are what are needed in Kitchener.
Anonymous
Boulevard greenery is important but not a significant initiative relative to the
9/11/2019 11:31 AM
overall "greening" of the city and in light of effective mobility infrastructure in
9/11/2019 03:31 PM
general.
Anonymous
More trees please!
9/11/2019 11:40 A'
Anonymous Root base needed for healthy trees far exceeds any logical sidewalk size
Anonymous I love trees.
Jay
I agree, but there are many other ways to improve comfort for pedestrians.
9i1 1 /2019 01:31 PM
Slower traffic, narrower roadways, Tess parked cars, interesting things to Zook
Anonymous
at and greenery/shade all improve comfort for walking (and encourage longer
walks). Honestly, the least comfortable part of any walk in the city happens at
intersections. That is the biggest bang -for -buck in terms of investment.
Anonymous
You have to get the local utilities on -side. It's no good planting trees that get
9/11/2019 02:39 PM
hacked to bits by work -crews or dug up before maturity so as to reach utilities
that conflict spatially.
Reed
We lack affordable housing in this region and city and making less space for
9/11/2019 03:31 PM
housing won't improve that issue.
Anonymous Shade is wonderful!
9/11/2019 04:52 PM
Anonymous
Trees and greenery make for a pleasant walk, rather than walking alongside
9/11/2019 10:42 PM
what feels like a racetrack or parking lot.
Anonymous
If widening boulevards to add trees results in narrower roads, we're going in
the wrong direction. I wonder how wide do boulevards have to be for
pedestrians can pass each other? Just add trees to existing -width
boulevards, and stop wasting money re -crafting uptown Waterloo and
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downtown kitchener to look prettier and less functional.
DoretaM I think the City should look after the trees it already has before starting to
plant more ! I have been talking to people a the City for years about a tree of
theirs on my property that is a hazard and they have ignored me, for the
most part. Deal with what you have and then look at planting more ! In newer
sections of the City, where houses are being built, fine, make the boulevards
as wide as you want.
Anonymous Great!
Anonymous Great idea to get more trees and plants.
9/12/201912:. -M
Aaron Trees, and the shade they provide, make a space more welcoming and "soft',
9/12/2019 12:59 PM walking in a "hard" environment, devoid of trees, is not pleasant or desirable.
Anonymous Trees are our first line of defence against climate change and urban trees
9/12/2019 02:45 PM help reduce flooding, provide shade from the sun in the summer (cooling the
city) and provide habitat for biodiversity. We should be doing everything we
possibly can to plant more trees and protect the ones we have!
howlettstudios Yes please! Make our city beautiful and filled with nature!
9/12/2019 03:14 PM
Anonymous Not everywhere but where it makes sense to do so. Especially in
9/12/2019 08:24 PM neighbourhoods but not everywhere in downtown cores.
Anonymous This would work in some places but not in others.
9/13/2019 02:53 PM
Soarin44444 Since many boulevards are different sizes, i am not sure. It sounds
9/13/2019 03:06 PM expensive.
Vicci Planting more trees provides shade and is beneficial for the environment -
9/13/2019 11:10 PM additionally, I believe it has been shown to be good for your health to
regularly spend time in nature - adding trees to the sides of roads is one
step. I would also encourage fruit trees - then local people who may not be
able to grow anything at home could enjoy the fruit when it ripens.
James Barr This would certainly beautify the roads and make walking or biking much
9/14/2019 08:28 AM more enjoyable - especially in hot summer months.
Anonymous What does this have to do with cycling??
9/14/2019 09:36 AM
Anonymous Trees are great
9/14/2019 03:48 PM
Anonymous More trees, healthier environment!!!
9/14/2019 03:57 PM
Anonymous Trees are way more important than cars
9/14/2019 09:52 PM
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Anonymous
In new build areas this makes sense, I guess. Just plant more trees in
9/16/2019 09:36 PM
existing parks and public spaces instead of adding to pollution to widen a
boulevard for a tree that will probably die being stuck between a road and a
Anonymous
sidewalk and a lack of humans to care for it.
Anonymous
I am all for trees and beautifying the boulevards and if it had been done in
9/15/2019 08:03 AM
previous site plan approval processes would have been great. Kitchener is
basically developed now with few areas left to instate this option without
taking away from already crowded streets.
Anonymous
Yes!!!! This helps everything about our cities.
Anonymous More green is always good.
z)/ 16/2019 10:3/ AM
Anonymous
Again, not to the point of sacrificing road volume and adding more
9/16/2019 09:36 PM
congestion to roads. These complete street ideas are ideal for everything
except the key arterial roads.
Anonymous
By widening boulevards you mean removing paved roadways... Rip up good
roads and cement curbs for an extra bit of grass for trees. Then the trees
grow and then they get in the way of power lines or break through
underground infrastructure. Trees are good but where you put them you
actually have to think about what else is already in the ground.
Anonymous
Seems reasonable, but when push comes to shove on space and sightlines
:3/17/2019 12:59 PM
for safety, greenery is what's least important to me.
Anonymous Tree cover is good for everyone! It makes walking easier with the shade, and
9/17/2019 02:08 PM beautifies a neighbourhood.
Anonymous Trees provide not only aesthetic benefit but also shade from the sun and
9/17/2019 03:58 PM contribute to a healthier climate.
Anonymous More trees = healthier environment and healthier population.
9/17/2019 05:40 PM
Anonymous I don't care about the level of greenery
9/1 //2019 06:11 PM
Courtney This would go well with narrowing roads and if absolutely needed in some
9/17/2019 08:01 PM areas widening sidewalks.
Anonymous Focus on wider boulevards and sidewalks for bike paths
9/17/2019 10:06 F
Optional question (106 responses, 90 skipped)
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Q12 Research shows larger turning spaces at intersections encourage higher vehicle
speeds, posing a risk to pedestrians and cyclists. We propose: Tighter turning radii to help
slow speeds and shorten pedestrian crossing distance. Do you agree with this...
14(7.3%
24(12.4%)
30(15.5%)
Question options
Yes, strongly agree 40 Yes, somewhat agree
Optional question (193 responses, 3 skipped)
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Neutral No, somewhat disagree
41,
J
j
102(52.8%)
No, strongly disagree
2-345
Q13 Please explain your choice.
Anonymous
That is ridiculous. I would rather see 4 way stops, more pedestrian education
because right now people walk onto intersections without stopping,looking
both ways as they have been told they have the right of way which they do
but it has entitled them to just walk without looking. COMMON SENSE and
COURTESY go along way but it has gone the way of the DODO in this
me,me world!
Anonymous
Is this all only about pedestrians and cyclists? I have seen so many trucks/18
8/29/2019 02:28 F
wheelers, buses etc that cannot maneuver around our silly overly small
gazillion round abouts and so they cause potential accidents when turning
radiuses are cut down. We need a network of roads that are accessible for
every driver and we need to stop catering to the pedestrians/cyclists (as
there are many other ways for those individuals to get from point A to point
B, back to point A without any incident and off our main roads, but they don't
want to use them and the education on those trails/paths are so minimal it's
laughable).
Anonymous
Absolutely, giant turn radii are a terrible idea ... cars go faster and peds have
8/29/2019 03:02 PM
longer to walk.
Anonymous
I had not thought about this, but it makes sense as long as trucks can
8/29/2019 04:37 PM
maneuver without run up over the curb.
Anonymous
When safety is a factor, I conquer.
8/29/2019 05:33 PM
Anonymous
Include priority signals, bollards, bump outs, bans on right on red, and get rid
8/29/2019 07:39 PM
of beg buttons.
Anonymous I walk rather than drive whenever possible . Any enhancement to safety is
8/29/2019 09:10 PM most welcome.
Anonymous Good idea
8/30/2019 08:16 PM
Mel B A recently released study stated that speed is the number one cause of injury
8/31/2019 05:08 PM and death on our roads. We must slow down our driving. Turning radii is a
generally simple and cost effective way to do exactly that. We know that
signs and education campaigns do not sow down the speeds on our roads.
Physical infrastructure and design such as this is required.
Anonymous Assuming it slows speeds & does not increase traffic accidents.
9/01/2019 02:19 PM
Anonymous Living close to a corner, I would appreciate slower speeds when coming up
9/01/2019 06:36 PM the traffic lights.
Anonymous This is simple solution and also shows that there is a commitment to the
pedestrian and cyclists in the community to give them a priority in the public
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realm and that cars are not the only mode of transportation in the City.
Anonymous Yes, 100% Smaller radii also improve pedestrian safety by substantially
9/03/2019 09:43 PM decreasing crossing distances.
Anonymous for the same reasons as I have stated above
9/04/2019 09:22 AM
JustMe This is insane and shows the level of "research" you people are using. The
9/04/2019 11:21 AM number of accidents will increase as you have increased the skill and time
necessary to complete a manoeuvre. Look for other ways to allow safe
pedestrian crossing.
Anonymous In winter larger turning radii are required for safety
9/05/2019 04:20 PM
Anonymous Safety is paramount. Slowing traffic protects vulnerable road users. Vehicle
9/05/2019 04:20 PM drivers also benefit from reduced pressure to maintain unsafe high speeds.
Anonymous This is not an actual issue.
9/05/2019 04:26 PM
Anonymous Especially at roundabouts
9/05/2019 04:29 PM
Anonymous Also we need to get the province to ban right hand turns on any red light.get
9/05/2019 04:43 PM our signals more European , pedestrians first and then motor vehicles.also
ticket pedestrians who disobey their signals
Anonymous Enforcement reduces vehicle speed and protects pedestrians.
9/05/2019 04:47 PM
Anonymous Great idea
Anonymous I've seen super tight corners for roads in London, UK. Seems to help with
9/05/2019 04:58 PM traffic calming. Yes, we should tighten it up as much as possible.
Anonymous Same concerns as bicycles above, re: mass and velocity deltas. Separate
pedestrian infrastructure from vehicle infrastructure to prevent collisions. See
https://bicycledutch.wo rdp ress.co m/2012/08/23/spectacu I ar-new-floati ng -
cycle -roundabout/
Anonymous there is a speed problem in this city that goes beyond physical
9/05/2019 05:14 PM obstruction .... more redlight cameras and speed radar is needed
Anonymous Commercial vehicles must still be accommodated, unless other
9/05/2019 06:15 PM loading/delivery options are available
Anonymous Again, Why spend money?
9/05/2019 06:24 PM
Anonymous Trust your research
9/05/2019 07:47 PAA
Anonymous Cars should slow down in general.
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9/05/2019 08:47 PM
Anonymous Vehicles should be taking great care at intersections anyway, as this is where
9/05/2019 09:45 PM they are most likely to interact with vulnerable populations (cyclists,
pedestrians).
firstbass Great!
9/05/2019 10:30 PM
Anonymous I'm not sure I understand how this will achieve a what you say.
9/06/2019 12:51 AM
Anonymous Please leave things alone. The city is hard enough to get around in. if bikers
9/06/2019 02:34 AM where encouraged to use quieter streets all would be better.
Anonymous No, it just puts pedestrians and traffic closer together. There is already an
9/06/2019 08:53 AM issue with pedestrians standing too close to the road on corners. I drive a car
and I have trouble with tight radi sometimes. I can't imagine having to drive
work trucks etc through this.
Anonymous Yes! I've been nearly run off the road too many times to disagree.
9/06/2019 08:58 AM
Anonymous It's fine the wayit is. Cyclists need to follow the rules of the road and they'll be
9/06/2019 09:16 AM fine.
Bob Dietrich I have seen this done along Guelph street, and it has improved traffic speeds
9/06/2019 11:15 AM significantly
Anonymous
Plan can't restrict emergency and large vehicles. There are some areas
9/06/2019 11:41 AM
within the city where truck traffic is necessary. Turning radii have to allow for
this and not put pedestrians waiting at street corners at risk.
Anonymous
I do not see this as a strong priority when weighted against other proposed
9/06/2019 03:44 PM
Items.
Anonymous
9/06/2019 03:50 PM
Anonymous
9/06/2019 04:2` -
Anonymous
9/06/2019 04:50 PM
Anonymous
9/06/2019 07:40 PP
Anonymous
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Yes - as a pedestrian I have been nearly run over multiple times this year by
drivers taking corners dangerously and not paying attention. There is no need
to have huge overbuilt intersections - as evidenced by the snowy neckdowns
we see every winter. Unfortunately it often seems like the Region is unwilling
to take any action which would slightly inconvenience drivers, even at the
expense of pedestrian and cyclist lives.
I'm not sure about this. Traffic circles work well but with better visibility for
pedestrians. What's with the HORRIBLE QUALITY OF PAINT on the
roads??? No reflective strength, zero visibility in the rain and at night. These
are the things that people can change realitivly easily, rather than tearing up
all the roads and making narrower streets.
I don't know enough related to this concept.
STOP narrowing city streets!!!!
I'm skeptical.
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Anonymous
9/06/2019 10:20 PM
Anything that slows down traffic is positive
Anonymous
do you actually drive our streets? people don't stop for stop signs, they run
9/07/2019 01:14 AM
red lights, they view these things as a slalom course, and accelerate harder.
the curves in my neighbourhood are viewed as a race course.
Anonymous
I think I understand this principle but I'm not certain. I guess my only concern
9/07/2019 12:23 PM
about this is buses that turn on tighter radii. I also think that there's value in
taking a Toronto approach where all lanes of traffic are stopped at
intersections well all pedestrians get to walk wherever they want to walk for
45 seconds to 90 seconds.
Anonymous
Don't have enough knowledge to comment.
Anonymous Larger turning spaces at intersections encourage safer turns. If pedestrians
tiW r'M are properly using marked crosswalks, the distance, give or take several
meters, is irrelevant.
Anonymous Speeds need to be reduced, and turning locations need to be better
9!x!4 x+)19 09:07 AM managed.
Anonymous Yes anything to encourage traffic to slowdown.
9/09/2019 10:29 AM
Anonymous Yes! Forcing drivers to slow down at intersections is crucial to preventing
9/09/2019 11:21 AM accidents.
Anonymous Definitely, makes sense.
9/09/2019 11:26 AM
Anonymous It's safer.
9/09/2019 01:08 PM
Anonymous Likely issues with larger vehicles and deliveries
9/09/2019 09:55 PM
Anonymous I don't know enough about it. I cross at crosswalks to avoid big turns
9/09/2019 10:06 PM
Cory Smaller corner radii as a default standard is something that is desperately
9/09/2019 10:10 PM needed all over all cities in towns in the Region. Most of those intersections
do not have semi trucks going through them, and even busses are capable
of much smaller corner radii. Smaller corner radii also reduce the length of a
crosswalk needs to be, and that reduces the time that a pedestrian interacts
with traffic. And that leads to fewer accidents.
Anonymous Don't agree with universal application. Depends n traffic density
9/09/2019 11:09 PM
Anonymous The roads are meant for cars to drive on them. If you want to make it safer
9/09/201911:13 P for bikes and pedestrians then you should look at adding bridges for them to
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get over busy roads.
Anonymous As a cyclist, intersections are risky. Reducing driver speeds and increasing
9/10/2019 12:57 AM the time during which drivers see intersections are great goals.
Michie
Just for roads as they require repair
9/10/2019 09:52 AM
cross this street as a pedestrian and a cyclist. However having said that I
Anonymous
The speeds that some of the current turning allow drivers to turn at is
9/10/2019 10:28 AM
frightening. This is important to keep vulnerable road users. It is so important
that we don't forget to build safe infrastructure at intersections, because one
dangerous intersection can make an otherwise safe and pleasant cycling or
Anonymous
walking route unusable. Just this week, a cyclist was serously injured at
Victoria and West, which has a ridiculous turning radius. (This may not have
Anonymous
been a factor in that particular collision, but even crossing at the signalized
9/11/2019 06:19 AM
intersection is terrifying)
Woofcat
Getting the police to enforce pedestrians to follow the signals will do more to
23/10/2019 11:45 AM
increase their safety.
Anonymous
When I think of the Stirling Street and Courtland intersection, it is hard to
9/10/2019 04:53 PM
cross this street as a pedestrian and a cyclist. However having said that I
Anonymous
think car drivers have a lot to process now with LRT and streets now one
way or no turning on red lights. Adding a tighter turning radii is yet another
issue to contend with. My sister & her husband who grew up here and then
moved to Meaford don't even want to move back because they find driving in
Anonymous
KW too stressful. Be careful that the pendulum is not swinging too far in the
other direction.
Anonymous
Not sure ... first time I've heard of this theory and at first glance it appears to
9/11/2019 06:19 AM
make sense and possibly be a solution, I think research into possible
negative repercussions needs to be fully evaluated also.
Anonymous
I strongly agree with that. This approach is adopted by many countries in
9/11/2019 08:38 AM
Europe, e.g., https://www. huffpost.com/entry/dutch-
junction_n_ 56aO260be4bOd8cc1098b7b3?guccounter=l.
Anonymous
I want smaller intersections in general. Staring out at this huge expanse of
9/11/2019 08:50 Ate
black asphalt is a strange experience.
Anonymous
I would need to see the science.
Anonymous
Shorter pedestrian crossings are always helpful.
Anonymous
tighter turning radii is totally the opposite and will create more and more
accidents because planners do not get how people live in a city and how it's
impossible to get goods/services to downtown cores if you tighten radii at
corners/turns.
Anonymous
Vehicle intersection management is an issue for all modes of transportation.
There are many experiences of incorrect turning that endanger vehicles,
cyclists and pedestrians alike. Anything we can do to improve this will be
helpful.
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Anonymous Does this include bus routes? But generally yes, a good idea.
9/11/2019 11:40 AM
Anonymous I would like to see alternative intersection options such as bicycle only
9/11/2019 11:44 AM crossing times.
Anonymous I foresee more Tbone accidents
9/11/2019 12:18 PM
Anonymous
I think more attention should be taken as to "need". For example,
9/11/2019 12:28 PM
Westheights and McGarry - likely needs it due to the end -of -day school
traffic, but not at any other time. Is it really worth it? The impact it has on the
Anonymous
lane drawing, and need to swerve to simply stay in your lane, is an issue. "it
9/11/2019 04:52 PM
depends where it is". I live near a narrowed pedestrian crossing. I do not
agree that pedestrians need that. It's not that much a saving, and it's
Anonymous
extrusion into the roadway feels like a mistake. OFTEN I hear trucks or other
9/11/2019 10:42 PM
vehicles as they apparently bump over the curb when taken by surprise.
Imagine if they lost control when a pedestrian was standing at the edge of the
crosswalk.
Jay
Tighter turning radii can also encourage people to come to complete stops at
W) 19 01:31 P
"
stop -signs before turning, and significantly reduce the crossing time for a
pedestrian -further improving safety and comfort. In fact, the latter is probably
the best reason to shrink intersections.
Anonymous
Yes, I've nearly been killed while biking, on several occasions, by right -turning
9/11/2019 02:39 PM
fast vehicles.
Reed
As I said above I've had cars almost turn into me on multiple occasions.
9/11/2019 03:31 PM
Anything to slow cars down and have them focus on their surroundings
should be done.
Anonymous
Smaller turning radii can also help drivers see pedestrians coming along
9/11/2019 04:52 PM
sidewalk, as the stop line often not as far back. Anything to help slow drivers
down or see better.
Anonymous
and at roundabouts can you please either put speed bumps before and after
9/11/2019 10:42 PM
the crosswalks, or put crosswalk lights/signals, or move the crosswalks
another car length away from the roundabout; and pedestrian islands with
physical protection on all 4 -lane roads
Anonymous
Absolutely NOT. The traffic problem is this town is it's *lack* of turning lanes -
9/12/2019 11:14 AM
when one car stops, a dozen or more cars behind a turning car must stop to
wait for all traffic to clear before that car can complete it's turn. Further
restricting turning lanes is asinine.
DoretaM
Tighter turning radii will only cause accidents / people riding the curbs.
j12/2019 11:28 AM
Vehicles don't travel at higher speeds because the intersections are too big
Anonymous Similar to narrower streets, I fear more accidents. Large vehicles may have
?/12/2019 11:50 AM more difficulty making the turn.
Anonymous Big fan of slowing the traffic!
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Aaron The current turning radius on nearly all our streets allow corners to be taken
at speeds at or near the speed limit. This is far from safe and has lead to
more close calls and near misses than I can count. Tighter corners require a
driver to slow, makes the crosswalks narrower, and gives much better lines of
sight as drivers navigate the corner. In situations where EMS vehicles or
large trucks need wider turn radiuses there are plenty of options including
flexible bollards, roll curbs with raised concrete turn pads, etc.
Anonymous It is unconscionable that in the downtown core, a turning 18 wheel transport
9/12/2019 02:45 PM truck's comfort (they can take the corner quickly / easily) is considered more
important than the safety of a parent attempting to cross the street with a
stroller. We should be actively retrofitting strategic intersections (I'm thinking
King/Victoria for example) with tighter corners to reduce crossing distances
and slow cars & trucks down.
howlettstudios Definitely, though watch out for bus routes where they sometimes get stuck
02/2019 03:14 PM like Victoria and Park.
Anonymous As a driver I don't want to be slowed down unnecessarily. Do this in
9/12/2019 08:24 PM neighbourhoods but there needs to be some arterial roads where people can
easily get from place to place without feeling frustrated.
Anonymous Only if it doesn't impact vehicular traffic, or if there is a cycling lane in place.
9/13/2019 07:14 W
Anonymous Less safe vehicle turns is not a good idea. I haven't found larger turning
9/13/2019 02:53 PM spaces unsafe as a bicyclist or pedestrian.
Soarin44444 Tighter spaces for driving my van or when riding my bike does not sound
9/13/2019 03:06 PM appealing to me
Vicci When my mum visits she often is frightened to cross the road - she has some
9/13/2019 11:10 PM mobility issues so uses a rollator, but is always scared that she won't have
enough time, so then she starts to run which increases her risk if falling
James Barr Anything to slow vehicles and make them think.
9/14/2019 08:28 AM
Anonymous
Yes my family nearly got run over by an idiot speeding around Ottawa right
9/14/2019 03:48 Plo
into Weber, I swear he went on two wheels trying to beat the light. That's
why I worry when kids are walking to school one crossing guard can't monitor
that entire intersection
Anonymous
Volume of traffic should be taken into account, case by case where needed.
9/14/2019 03:57 PM
Pedestrians and cyclists need to follow rules of the road and pay attention as
well.
Anonymous
This all sounds very well researched and I think it will really help make
Kitchener greener and healthier
Anonymous
There is so much research that shows that speeding is not the cause of most
accidents. It's people not paying attention and the barrier to entry of what a
"good" driver is very low. Make driving tests more rigorous, make better
drivers. Teach people how to avoid collisions, how to brake effectively, how
to check blind spots, to drive in proper lanes on the highway.
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Anonymous Again, making it more difficult for drivers by trying to design a fix for people
not paying attention or breaking the law. This makes driving more difficult for
everyday law abiding drivers who actually pay attention as opposed to
training people to drive properly.
Anonymous As long as there are laws in place to not have fences etc snugged up to the
9/15/2019 12:27 PM intersection. Line of sight is critical.
Anonymous Similar to narrowing the roadways, this will help keep drivers aware and
9/16/2019 U9:27 AM focused on the act of driving, this keeping pedestrians and bicyclists safer.
Anonymous Seems reasonable.
9/16/2019 10:37 AM
Anonymous Again, the issue isn't speed of motorists. The issue is cyclists and
9/16/2019 09:36 PM pedestrians needing dedicated routes that are separate from motorists. No
Street design is perfect for all and these blanket statements don't work.
Tighter turning radii in residential neighbourhoods are great. Roundabouts on
major routes are great, but cyclists and pedestrians need to have other
routes to get where they're going.
Anonymous And what are Ig delivery trucks suppose to do, wait for traffic the other
direction to move? School buses and city buses will have a harder time
getting around, but let's make every street a street standing with traffic going
nowhere
Anonymous
Yes please. Why are roundabouts signed for 30km/h but built for 70km/h?
When I drive through them at 30km/h I am literally honked at for going too
slowly. We need to stop pretending that signs and paint can solve these
problems, and moving the curbs inward— everywhere—is a great first step.
When I asked a regional engineer about the turn radius issue, he said that
when they try to do them smaller, people jump up on the curb and then sue
the city for damage to their car's suspension. WTF is wrong is with our
priorities when that's the kind of logic that's driving the design of our urban
spaces?
Anonymous
Yes! All of that!
9'i "i i _U i w v_:uu PM
Anonymous
As a pedestrian I face drivers turning aggressively every day when crossing
9/17/2019 03:58 PM
the street.
Anonymous Yes. Any time pedestrian safety is prioritized where pedestrians and vehicles
9/17/2019 05:40 PM interact is a positive move in my opinion. Pedestrians deserve to feel safe,
especially when the only sacrifice for drivers is a few extra seconds.
Anonymous Don't make driving harder
9/17/2019 06:11 PM
Courtne°' Again, evidence based decision making!! This is great and has proven
9/17/2019 US:U i t im effective, especially for right lane turns. Would also like more policing of right
turns turning in to far left lane for the same reason.
Optional question (109 responses, 87 skipped)
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Q14 Do you have any comments, suggestions, affirmations, or questions for staff to
consider in the final guidelines and staff report to city council? (please include page numbers
if you have specific comments)
Anonymous Keep the pedestrians on the sidewalks, do not constrict the already
Page 61 of 73
constricted roads and put 4 way stops in intersections you deem unsafe.
People need to get to work and transit is too slow and does not go where
people work. OUR ROADS NEED ATTENTION BUT NOT BECAUSE THEY
SHOULD BE PARED DOWN BUT TO OPEN THEM UP SO THE PEOPLE
WILL BE ABLE TO GET AROUND IN 20 YEARS. OTHER WISE YOU WILL
HAVE SMOG DAYS CREATED LOCALLY> The LRT was put into place
under the false statement that it would alleviate congestion only later where
we told the real reason. It has also made it impossible for disabled people to
get around under their own power forcing them to travel 4 or 5 times farther
to get where they want to go. it has cut of all east west egress and ingress
while over populating roads that were no meant to handle traffic. Creating
things like bike lanes is a good thing but bikes are only used by .001% of the
population for 4 months of the year so that is why they should not be put on
the roads taking away valuable real estate that is needed to move people.
Also buildings should not be allowed to but up close to roads we need a
buffer in case we need to widen roads and build bike lanes as part of
widened sidewalks! The way the city and region has gone about these things
so far have cost us a fortune and destroyed the ability for citizens to get
around. Transit should not be built to force people out of their cars as the
new cars are so fuel efficient that it is cheaper to drive than take a bus and it
is about 90% faster travel time. You have put an LRT on a road and also
serviced that same road with 3 or 4 buses? What is the point of doubling or
tripling the service. Emergency vehicles can no longer get down King Street
because of the hard curbs They should have made them all soft curbs but
government and public sector employees cares not about the tax payers they
only care about themselves. We need to see our core services upgraded and
then you should start to think about caring about the minority's needs unless
you are dealing with the disabled and seniors who have been left out of your
conversations and are now stuck paying for things that they cannot use and
makes their lives harder! Democracy means that decisions are made to help
the many not the few when the many are taken care of then you take care of
the few. You need to listen to all the people not just people who do not like
people driving on their roads. nobody seems to care that since the LRT was
built and the additions to thousands of living units traffic on our streets will be
horrendous. my street has seen traffic increase by 3000% easy thanks to the
LRT and 265 units at the top of our street and there are traffic jams on
Moore Ave it is a cluster )(&^ waiting to happen especially when you start
digging up all the streets to accommodate sewage and water. My water has
been brown since the LRT started construction and our water source is being
poisoned by the city because they do not want people driving with studded
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tires in the winter. OUR ROADS SUCK, y6ou cheap out on them and they
Anonymous Definitely moving in the right direction but needs to be more ambitious wrt
8/30/2019 02:19 PM reducing design speed of streets. 10 km/h less in all cases -- anything less is
accepting deaths and life -altering injury as inevitable.
Anonymous Reducing the asphalt width, reducing the sidewalk width and reducing the
overall land in the roads is a great idea. As lots get smaller, densities higher
why do the roads widths stay the same. The City should also join the smart
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only last like 5 years if we are lucky! What are we going to do when there is
no more water to drink????? WE NEED TO BAN SALT!!!!!!!!!!! You are doing
this so you can feel a sense of purpose in your jobs instead of doing what the
city really needs a strong infrastructure not all these feel good initiatives.
STOP SPENDING MONEY LIKE IT GROWS ON TREES!!!!!!!!!! PS THESE
NEW BIKE LANES LOOK LIKE CRAP AND NOBODY IS USING THEM. I
feel sorry for the thousands of people that have to access their homes via
Queen street as it is going to add time to their commutes and create more
pollution!!!!!!!!
Anonymous
I enjoy the solar lights going up on the iron horse trail. would love to see
8/29/2019 02:11 PM
more of that around the city. a map of all community trails on the city web
site would be helpful.
Anonymous
This is all good, please get the region on board as their roads are the most
8/29/2019 03:02 PM
problematic roads in the city. Also, we need to address intersections a little
more, tightening turn radii is good, but we need protected intersections, and
better crosswalks.
Anonymous
I'm in favour of safer streets for pedestrians and cyclists but when I see some
8/29/2019 04:37 PM
of the stupid ideas used to try and accomplish this it makes me wonder what
someone was thinking. ie. see comment above for Doon Village Rd. and
Pioneer Dr. The cycling lane could have been left in tact as it was, rather
than eliminated. Another example is Doon Village Rd in the village itself.
Speed signs are placed in the center of the road stating 40k/hr. Since no
sidewalks exist and the road can't be widened because of it being a heritage
area, people walk on the edge of the road. Drivers cannot move over to give
them move space because the signs are in the center. Even at the slower
speed (which is fine) this is a safety hasard . To me the ION is the biggest
headache and annoyance causing me to speed where I didn't before to get
where I need to be. ie. I tried to cross Fairway Rd. on Wilson. If it is time for
the ION to stop at Fairview plaza, the light does not turn green for at least 4
light cycles. Now your have 4 times the traffic trying to get across or on to
Fairway Rd.. It will take 6-10 minutes to get through one intersection. Now
people are later than they counted on and are in a hurry which leads to
speeding! Myself included. Heaven forbid that you turn left and wait at the
next crossing at Courtland!
Anonymous
When doing these studies I strongly think that to get a better understanding
8/29/2019 05:33 PM
of how things work, one needs to try a week in say a wheelchair, to gain a
better perspective. This type of experience would be quite beneficial.
Anonymous
All of these initiatives sound like they will greatly contribute to making the city
8/29/2019 07:49 PM
more pedestrian and bicycle -friendly!
Anonymous Definitely moving in the right direction but needs to be more ambitious wrt
8/30/2019 02:19 PM reducing design speed of streets. 10 km/h less in all cases -- anything less is
accepting deaths and life -altering injury as inevitable.
Anonymous Reducing the asphalt width, reducing the sidewalk width and reducing the
overall land in the roads is a great idea. As lots get smaller, densities higher
why do the roads widths stay the same. The City should also join the smart
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Proposed Complete Streets Guidelines : Survey Report for 15 August 2018 to 17 September 2019
growth team and try to reduce the land required on roads.
Mel B This can be a hard sell at times given the status quo and our love for the car.
However, study after study, across the country (and world) show us that
design and infrastructure that prioritizes pedestrians and cyclists actually
work better for everyone. The City of Kitchener has identified being a
caring/compassionate city as one of it's strategic visions (as well as people
friendly transportation). Creating complete streets fits in well with that as it
prioritizes the needs of our most vulnerable street users. I encourage us to
be brave and confident as the city moves forward with this important plan.
Anonymous What is the plan to address cyclist on the round a bout?
Anonymous You need to go all in on this stuff. There will be people who have a problem
with it, but you can't dance around it. Don't waste money on incomplete
solutions that will just need to be replaced with good proper solutions
eventually. Do it, go all in and do it right. Don't reinvent cycle infrastructure -
there are good, time tested designs all over that we can replicate. We don't
have to make things up as we go. Also, don't let city councillors overrule
public consultation, staff recommendations and advisory committee decisions
at the last minute in a ratifying vote (like the vote about young st bike lanes
on Aug 26). That should never happen
JustMe Please hire a real academic capable of a non -biased survey. I would
immediately decline to publish an article with such amazingly biased
questions as its main form of data. The leading questions and use of
"research shows" is appalling. This survey is only looking for answers to prop
up its current vision, not to actually look at what might be incorrect.
Anonymous Wow. Staff have really been listening and have knocked it out of the park. A
few more thoughts: Excess capacity on city roads should be removed or
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repurposed. Roads such as Homer -Watson between the expressway and
Stirling, or Benton St, have more capacity than what will ever be needed or
used. Other roads, such as Queen's Blvd, Belmont Ave, Weber St, Erb St,
Bridgeport Rd, University Ave, etc., could have improved vehicle capacity
and safety with a narrower total width by converting to a single lane in each
direction with a two-way left turning lane (TWLTL) in the middle (link 1, link
2). We are wasting capital funds to rebuild the excess capacity and wasting
operational costs in maintaining them (plough, sweep, patch, etc.). Remove
all on -street parking. Transportation networks are for moving people and
goods, not storage of private property (i.e. vehicles). If a city road allows for
on -street parking, then by definition it is being under-utilized. It is
inconveniencing road network users and not returning full value to taxpayers.
The city should not be in the business of subsidizing private car storage. We
don't allow individuals to store excess furniture on our roads, or excess cloths
in our water pipes, so excess cars should also not be allowed on city roads
either. Then declare all portions of land identified as excess in the above
tasks as surplus land and sell or reallocate the slivers of land back to the
adjacent property owners. The city would benefit in the short term sale price
revenue, and the long-term increased property tax revenue. Remove parking
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Jecor Police need to stop speeders... Enforce the laws.
9/05/2019 04:41 PM
acm13 provide lots of areas to sit and lock bikes up as well will encourage
)ni o n, n PM pedestrian use of the streetscape.
Anonymous Pedestrian islands need to be more clearly marked. Often drivers mistake
9/05/2019 04:47 PM them for pedestrian right of way crosswalks and stop in the middle of the
road to to allow pedestrians to cross. This creates extreme hazards for both
drivers and pedestrians. That driver has no control over the driver coming in
the other direction putting the pedestrian in a harmful situation and teaching
Anonymous
9110,,?n1g1:?;+ "A
Anonymous
9/05/2019 05:03 PM
Anonymous
Anonymous
Page 64 of 73
children improper crossing rules. Also and oversized island was installed in
front of the community centre on Rittenhouse Rd. It is so large that you
cannot drive past it without entering the bike lane creating a hazard for both
driver and cyclist. Please take these into consideration with future planning
People won't get on their bikes until there is 1. a minimum safe bike grid to
get to most places - home, work, shopping, etc. 2. real separated and safe
lanes for cyclists
There's been a lot of chatter recently about reducing neighbourhood speed
limits for safety. It's a better solution to block off ends of streets to prevent
the street from being a thoroughfare. Then only local traffic exists and most
of that is pretty good about not being a danger to their immediate neighbours.
Except, nobody will stand for having to go the long way around, so they try to
force everyone else to conform to their desires. Have the neighbourhoods
that want more safety conform to their own desires.
I think that you are going to cause a lot of accidents to happen. Bigger
vehicles will have problems with this.
I feel that bike lanes should either be part of the road (an extra lane to the
car lanes), where the cyclist acts like another vehicle on the road, or be
should be completely separated (multi -use boulevard path). If a cyclist wants
2-357
minimums to allow the market to determine the amount of parking required
and will lead to less need for auto -dependency which means fewer cars and
trucks on the road and results in longer lasting roads and more affordable
housing. Also need more frequent (closer) pedestrian crossings (both formal
and informal). Also need city led sidewalk snow clearing across the city.
Anonymous
The proposed Complete Streets Guidelines are exactly the change we need.
9/05/2019 04:20 PM
I am so incredibly optimistic about the direction Kitchener is heading to be a
more sustainable, safe, active, enjoyable community. Thank you for the
passionate work. The next phase of hard work will be to stick to these
guidelines in times where Council, developers, and other naysayers raise
noise about a specific road or bike lane or corner. Please use these
guidelines to stay on the right path!!!
Anonymous
Very excited for this to become the norm in Kitchener, and would be
9/05/2019 04:22 PM
interested in hearing more about how existing streets can be worked on to
meet these goals through pilot projects and Io-fi prototypes.
Anonymous
None. Thank you for asking.
9/05/2019 04:26 PM
Jecor Police need to stop speeders... Enforce the laws.
9/05/2019 04:41 PM
acm13 provide lots of areas to sit and lock bikes up as well will encourage
)ni o n, n PM pedestrian use of the streetscape.
Anonymous Pedestrian islands need to be more clearly marked. Often drivers mistake
9/05/2019 04:47 PM them for pedestrian right of way crosswalks and stop in the middle of the
road to to allow pedestrians to cross. This creates extreme hazards for both
drivers and pedestrians. That driver has no control over the driver coming in
the other direction putting the pedestrian in a harmful situation and teaching
Anonymous
9110,,?n1g1:?;+ "A
Anonymous
9/05/2019 05:03 PM
Anonymous
Anonymous
Page 64 of 73
children improper crossing rules. Also and oversized island was installed in
front of the community centre on Rittenhouse Rd. It is so large that you
cannot drive past it without entering the bike lane creating a hazard for both
driver and cyclist. Please take these into consideration with future planning
People won't get on their bikes until there is 1. a minimum safe bike grid to
get to most places - home, work, shopping, etc. 2. real separated and safe
lanes for cyclists
There's been a lot of chatter recently about reducing neighbourhood speed
limits for safety. It's a better solution to block off ends of streets to prevent
the street from being a thoroughfare. Then only local traffic exists and most
of that is pretty good about not being a danger to their immediate neighbours.
Except, nobody will stand for having to go the long way around, so they try to
force everyone else to conform to their desires. Have the neighbourhoods
that want more safety conform to their own desires.
I think that you are going to cause a lot of accidents to happen. Bigger
vehicles will have problems with this.
I feel that bike lanes should either be part of the road (an extra lane to the
car lanes), where the cyclist acts like another vehicle on the road, or be
should be completely separated (multi -use boulevard path). If a cyclist wants
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to go slow (jogging speed or less), then they should be permitted on the
sidewalk, but must be courteous to pedestrians and give right of way to
pedestrians. In this way we would have the car lanes being the fast travel
(40kph+), the bike lane being swift travel (15-35kph), the sidewalk for slow
travel (<10kph). This allows for various modes of travel to choose the
appropriate "lane" for travel. I'm an avid cycling commuter and currently ride
14km one way from home to work. I much prefer nature trails for my mental
well being, but then I prefer a simple bike lane on a regular road. I find the
options in between become confusing for how to navigate and interact with
vehicles. Where I must ride on streets I will take a quieter street over a busier
street, which I think is not always easy for people to figure out. I'll spend a
bunch of time looking at road maps to see what ways might work and then
try them out. I think other people would benefit from designating certain
streets as "cycling -friendly" to help them find routes more easily.
Anonymous I live on Strange St, across from a church and an elementary school. Despite
9/05/2019 09:33 PM the new sign that asks people to slow down, cars regularly drive at 80km-
100km through the 40km school zone. I would like to see speed bumps,
similar to what has been in place for years on Homewood Avenue, across
from the Elementary school on Strange St. I think it would make our
community an immensely safer place
Anonymous I know this is unrelated, but it's important - please consider adding flouride
9/05/2019 09:45 PM back into the water supply. There is strong evidence that its addition to the
water can help improve dental health for all citizens.
firstbass Making life better for pedestrians and cyclists (and riders of public transit) is
9/05/2019 10:30 PM very important but there will continue to be many cars on the road. I think it is
very important to make life as pleasant as possible for drivers. While there
are many reasons for this, it is important that no one believes that a "war
against cars" is underway. The city needs to continue investing in smart
technology for street lights, etc. that can make driving a more pleasant time
despite lanes of traffic being converted to bike lanes and streets being
narrowed. Drive times in many cities, including those in the Region is slower
due to traffic lights that are poorly timed, change unnecessarily, and include
or don't include turning arrows, to name a few issues.
Anonymous I think roads need to be made to support good flow of traffic and that these
19iu6/2019 12:51 AM roads should take the brunt of the car traffic. The side roads can then handle
the pedestrian and cycling traffic. I look at Milton and Mississauga as great
examples. The roads where cars need to move are wide and offer 70km
speed limits. The rest are slower. Those faster roads do not have any
residential presence therefore there is less likelihood of danger.
Anonymous
Stop wasting money on bike lanes that noone uses. Cyclist are only
9/06/2019 09:16 AM
comfortabble on off road trails ie Iron Horse trail.
Anonymous
The plan was presented at a Advisory meeting. My impression was that most
9/06/2019 11:41 AM
everything in the plan was positive. Attention to the ramifications to budgets,
accessibility and usability during the winter months should warrant some
additional study if not already underway.
Anonymous
You may have guessed my big problem is bikers and wheelchair or scooter
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9/06/2019 02:06 PM
users who do not follow the rules of the road, ride the wrong way, no bells etc
9/06/2019 07:40 PM
etc. Their is no enforcement and too little communication.
Anonymous
Excellent move in the right direction.
9/06/2019 03:44 PM
need of repair yet never get fixed. The city needs to fix intersections where
Anonymous
I'm happy about the direction and guidelines, but it seems like too often the
9/06/2019 03:50 PM
governments here pay lip service to the idea of safer streets and
encouraging cycling, but the actual built infrastructure makes it clear that the
car is king. We need to be willing to actually make safety a priority over driver
Anonymous
convenience.
Anonymous
You are headed in the right direction. Congratulations!
9/06/2019 04:50 PM
fischer hallman intersection right. have you ever sat at a roundabout for 10
Anonymous
The focus of the city needs to be on STANDARDIZED INTERSECTIONS and
9/06/2019 07:40 PM
fixing the potholes on city streets which force motorists and cyclists to
SWERVE constantly to avoid major vehicle damage. Many roads are in DIRE
need of repair yet never get fixed. The city needs to fix intersections where
the right lane (on a two lane road) is a right turn only lane. There are several
examples of this and it causes crashes. Example: Glasgow street at Park
street. The right lane should be for RIGHT or STRAIGHT traffic always. The
LEFT lane should be the only lane that gets restricted.
Anonymous
yes - planners should drive the streets, so they can see what works and what
9/07'"
doesn't. I don't care what other cities do. You still haven't got the ottawa -
fischer hallman intersection right. have you ever sat at a roundabout for 10
mins on ira needles (I have several times) and you are allowing more density
there ... argh!
Anonymous
planning is one thing but implementation is what gets things done.
Anonymous Signage is important. Also more knowledge to cyclists to shout out passing
12:ju i`M on left or use of bell. However, as a cyclist have been directly behind person
not wanting to startle and they have earbuds in and don't hear. As a
pedestrian I have also been very startled by a cyclist zooming past me
without warning. Yes, I do shout out "use your bell or your words". As a driver
watching many still cycling on sidewalks when bike lane is there - Davenport.
Anonymous I believe the City of Kitchener is spending far too much time searching for the
9/08/2019 05:37 PM solution to problems which don't exist when there are so many issues which it
should be addressing. Our road systems have worked well for years and
continue to do so, with the exception of general maintenance. Bicycling
continues to be the choice of a small minority of our population, and will
appeal to even fewer as our population ages. They are a loud minority who
are making the city jump through hoops. Most of us cyclists are quite content
with the current situation on quiet city streets, and only seek improvements
on the busier streets where heavy traffic flow and higher speeds cause
concern.
Anonymous I do not agree with with the bike lanes on Queen St. This is a major street
that should have been kept as is. There are cross streets that could have
been used for bikes. Using these cross streets could better protect cyclists
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and neighbourhoods from unwanted traffic.
Anonymous It seems like the reducing street width fixes most of the issues, slowing
9/09/2019 11:26 AM vehicles and allowing more room for separate lanes for bikes and sidewalks,
I like this a lot. Key would be finding cheapest way to get this done all over as
quick as possible. Don't need fancy features, even just a raised sidewalk with
bike lane (also raised) is enough
paulb
Cycling infrastructure is great and important, but the cohesiveness of a
9/09/2019 05:50 PM
cycling network is vital. It would be better if 10% of the population could cycle
100% of the time, than if 100% of the population could only cycle 10% of the
time.
Cory
Don't be afraid to try things that are new to us. Don't just do things because
9/09/2019 10:10 PM
that's the way they've always been done. Be bold, and ignore the people who
don't want something merely because it is different rather than because they
have good arguments against.
Anonymous
If we narrow and reduce the speeds on every single street, how are we going
9/09/2019 11:09 PM
to prevent total gridlock. There are people who must go from Kiwanis Park to
the Wloo costco. I don't think a 30-40 minute trip by car or truck is acceptable
. Widen the sidewalks? What's the increase in snow removal going to be?
Allow for passing wheelchairs? We can't level the bone jaring bumps out.
Next you will be taking out the left turn lanes because it makes the roads too
wide to walk across. Shared accommodation is needed not caterimg to the
slowest modes of transportation.
Anonymous
Stop spending money on bicycle lanes!!! You are wasting pikes if money on
0/09/2019 11:13 PM
something I don't see anyone using. This direction of development is making
it impossible to travel in the city. I drive across Kitchener and Waterloo
everyday and see maybe 4 bikes total. What are we doing to make it so that
all the cars in the road can actually get from one side of the city to another in
a decent amount of time?
Anonymous
It's extremely encouraging to see the report explicitly call out that painted
bike lanes do not "provide a level of comfort and safety to be appropriate for
all ages and abilities" (p. 11)
Michie
All suggestions are great as the need arises...... not to just rip up
infrastructure that is in good shape..... too much tax dollars
Anonymous
I am so excited that the region has made complete streets a priority. These
infrastructures changes will make traveling in the region much safer and
convenient for me and my family. These changes will benefit everyone -
drivers, cyclists, pedestrians and businesses. It is so important that to
prioritize active transportation in light of climate change. I hope that the
complete streets guidelines can be implemented expediently and effectively.
Woofcat
Please stop trying to slow down traffic because if NIMBY people.
Anonymous I would be happy with bike lanes on streets that they don't exist on ... like
9/10/2019 04:53 PM Bearinger Road, Fisher Hallman (from Bleams Rd. up to cemetery) etc.. I
don't need the bike lane and posts on Queen street. Queen street is all uphill
from Highland Road to Fischer Hallman and not a nice ride unless you work
downtown and bike there. Recreation cyclists travel through Lakeside Park
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and other trails to get across town. (Personally I have found motorists very
respectful of me. They are cautious (unless texting) and courteous if you
signal and let them know which direction you are going in. Personally, I have
experienced local transit bus drivers as less courteous. They think their rights
and schedule supersedes everyone else's. )
Anonymous I'm very pleased at not only the totality of these initiatives, but also the
9/11/2019 06:19 AM opportunity to be a part of the consideration of them. Thank you :)
Anonymous
I am stoked for what you are doing here. Excited to see this move forward
9/11/2019 08:50 AM
and final products.
Anonymous
This is the exact direction the city needs to go. We are an active family with
9/11/2019 10:52 AM
young children and want to be able to enjoy our city without the need to
always get into our car to get where we want to go. To be able to leave our
house on bike (we live in Idlewood/stanley Park area) and be able to get to
downtown Kitchener for events or it to dinner without needing to bike on an
unsafe road would be absolutely amazing. The ion is also an amazing step in
the right direction and we fully support expanding that network to facilitate
more people getting out of their cars and exploring the city in new ways and
also making An impact on climate change. We would also like to see more
efforts to tree planting on city property particularly on park lands. It's
necessary not just from a climate perspective but also from an enjoyment of
the Greenpeace perspective. Hanging out in the sun is not our idea of a good
time. We need shady spaces for our children to enjoy!
Anonymous
Why did proposals in Kitchener for bicycle infrastructure change to save 4
9/11/2019 10:56 AM
parking spots at the expense of needing cycling infrastructure in 3
intersections (rather than 2) and directing cycles on a less direct route.
Encouraging cycling works best when the logical direct routes are supported
because many people won't take the less direct/perceptually more dangerous
route (requires a left turn to go straight) that will have infrastructure.
Anonymous
The guidelines suggest ways to make crosswalks safer (good), but do not
9/11/2019 11:06 AM
say much about where crosswalks should be located. Making existing
crosswalks safer is good, but there are many places where people need to
cross busy streets with no crossing infrastructure at all. This is the case
especially on Regional Roads, but should be considered on City Streets as
well. At a minimum, there should be safe crossing infrastructure at all bus
stops and at all places where a trail crosses a street.
Anonymous
The new separated bike lanes on Queen Street have been great since they
9/11/2019 1 1 :31 AM
were added a few weeks ago. They make travelling side-by-side with cars
feel much safer.
Anonymous
The infrastructure improvements in the city have been of practical and
9/11/2019 11:31 AM
personal benefit to us and many that we know. We are encouraged and
commend these efforts. One area of opportunity is a solid link between inter-
city transportation and in -city transportation. For example, it would be great to
have a confident secure bike parking facility at the Go Transit hub and at key
iON stations. Emphasizing these integration points would in our opinion go a
long way to elevating the entire transportation ecosystem.
Anonymous
Glad to see this in progress!
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Anonymous
Have cyclists pay for what they use, a yearly licence fee that would be used
for dedicated cycle paths
Jay
Please see the Region's Traffic Demand Management documents. All of the
above are side-stepping the issue that providing safety, choice, and
sustainability necessarily means *reducing* solo motor -vehicle trips. It's not
just about shiny new biketracks and sidewalks (which I'm all for! yay!), it's
about significantly reducing wasteful/unnecessary driving trips. The best way
to make non -motor trips more attractive, is to reduce the noise and danger of
fast and heavy traffic. The second best way is to make sure there are actual
destinations that can be comfortably walked to. Remember that Kitchener
was eminently walkable 100 years ago -even though it lacked wide, leafy
sidewalks and state-of-the-art bicycle infrastructure. Don't ignore the elephant
in the room. The elephant gets affordable housing and priority transportation
dollars all across our city, and we humans don't. The Region's green -bin (and
bi-weekly garbage pickup) program proved that even small nudges can
create large, community -wide changes in behaviour. At this point, it is "as if"
we had bi-weekly green -bin pickup and hourly garbage pickup. We have
spent most of our money to incentivise the wrong thing.
Anonymous
I think this is a long time coming. Many developed countries are far more
9/11/2019 02:38 PM
advanced when it comes to bike/pedestrian culture and safer roads.
Affordable transit options should be next top priority. Many countries in the
world have transit at no cost and accessible to all! Imagine how many cars
would be off the road, less congestion, less pollution equals happier people!
A win-win in my opinion!
Anonymous
Keep the bikes off the road and widen the streets for parking and 2-4 lanes
9/11/2019 03:08 PM
car traffic. Stop making the streets narrow
Reed
Do not punish bikers from riding on the sidewalk when there is no bike lane.
9/11/2019 03:31 PM
Biking alongside motorists is unsafe, much more so than bikes and
pedestrians. This type of enforcement leads to fewer folks biking.
Anonymous
I am not a fan of the traffic calming measures where streets are more narrow
9/11/2019 04:52 PM
at intersections. I'd prefer speed humps, raised crosswalks and lower speed
limits. In some areas (such as Fallowfield drive) the road is very narrow at
some parking lot driveways, making it very difficult to navigate that area
especially with oncoming traffic and/or cars parked on the road near where
the road narrows. It's difficult and dangerous for cars travelling in opposite
directions to pass each other in some of these areas. It also can be difficult
to turn out of these parking lots. Perhaps other options could be employed
here, or a flexible bollard in the middle of the road instead of having the road
so narrow at these turning points. Another point to consider, is long stretches
of collector roads with no controlled intersections. You see this where all the
feeder streets have stop signs but the main road does not. In this case it's
difficult for pedestrians to get across. More controlled crossings or at the very
least pedestrian islands will make these areas safer.
Anonymous
30km/h limits for cars/trucks in neighbourhoods/pedestrian areas. 40km/h
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9/11/2019 05:31 PM everywhere else unless it is built like fischer-hallman (so wide, no houses).
based on the pushback about the 7 'precious" parking spaces on young st, i
am worried the master plan will get approved then completely ignored by
council members who are stuck with car -centric attitudes better left in the
Anonymous Yes, from what I've read it seems like it.
9/12/2019 12:49 PM
Aaron I want to affirm the direction and desires the the region is taking to make our
9/12/2019 12:59 PM cities safer, healthier and more friendly places to be. I trust that these goals
will become reality, and not be watered down or only implemented where
convenient. People of all ages, incomes and backgrounds will benefit from
this. Let us continue to keep in mind the goal of feeling good about our young
children using our sidewalks, trails and bike infrastructure, with out fear.
Thanks!!
Anonymous
1960's. we need staff to push back when nimby residents and council put
parking spaces over resident safety.
Anonymous
It seems that staff is trying to strongarm KW into becoming entirely car -less
by choking vehicular traffic, and giving pedestrians and cyclists
howlettstudios
disproportionately large sections of the infrastructure (and I say this as a
9/12/2019 03:14 PM
member of the Waterloo County Wanderers, a cycling club). Your anti -car
plan is arguably an admirable dream, but it's also theoretical, heavily biased,
and completely unrealistic due to 2 factors 1) it's already a car society and 2)
we have winter; good luck getting people to walking/cycling through
Anonymous
snowbanks. The solution, whatever it is, must be unbiased and balanced to
provide benefits to everyone, not a small minority. ==> Let's stick with
achievable, and balanced goals, such as optimizing flow for everyone -
pedestrian, cylists, and car traffic.
DoretaM
Maybe enforce the laws in the City before accommodations /changes are
11:28 AM
made because of speeding. I live in a quiet neighbourhood on a corner.
Down the one street - off of Frederick - there are drivers who fly down the
road. There is never a police officer around to catch them. I have lived there
for years and just cringe when I see / hear these drivers. There are plenty of
small children in the area as well as seniors. Put a police officer at a corner
and their quota for speeding tickets would be met in a day.... especially in the
summer!!
Anonymous
Bikes should go on sidewalks!!!
9/12/2019 11:32 AM
Anonymous Yes, from what I've read it seems like it.
9/12/2019 12:49 PM
Aaron I want to affirm the direction and desires the the region is taking to make our
9/12/2019 12:59 PM cities safer, healthier and more friendly places to be. I trust that these goals
will become reality, and not be watered down or only implemented where
convenient. People of all ages, incomes and backgrounds will benefit from
this. Let us continue to keep in mind the goal of feeling good about our young
children using our sidewalks, trails and bike infrastructure, with out fear.
Thanks!!
Anonymous
How do you plan to enforce the 'guidelines' - it should be made illegal to not
build a complete street once they pass. Extra money should be made
available for complete streets. Please consider reverse engineering some
high profile areas like King/Victoria.
howlettstudios
Thank you for listening! This is an incredible city and I'm so proud of the
9/12/2019 03:14 PM
thoughtful and compassionate growth we are demonstrating. Please continue
to make deliberate, data backed, people focused decisions. Also, please put
flouride back in the water. It is trivially inexpensive to implement and has
substantial health benefits for everyone.
Anonymous
So glad that you are looking at this carefully and researching best practices.
Page 70 of 73
2-363
Proposed Complete Streets Guidelines : Survey Report for 15 August 2018 to 17 September 2019
9/12/2019 08:24 PM
It is great to see such forward thinking for our community. Thank you!
Anonymous
Please develop something going from river road (south) to deer ridge.
9/13/2019 07:14 AM
and st Anne is very dangerous and busy, in the winter the snow is not always
Anonymous
I am concerned with what appears to be a war on vehicular traffic, which I do
9/13/2019 02:53 PM
not think is a good idea. There are many ways to encourage bicycling in
Anonymous
ways that do not hinder car traffic. I suspect the feedback you have received
9/14/2019 03:57 PM
is slanted toward those who want change in how things are done as people
liking the status quo rarely make their voice heard; I would be surprised if the
majority of people in our region like the changes you are proposing.
Soarin44444
I like that you are looking into this. The bike lanes would be the highest
9/13/2019 03:06 PM
priority for my family and i am happy with the direction you are going in. I am
really not sure about the narrowing and tightening of streets so I am voting
that i am neutral overall
Anonymous
Make things clear - when cycling infrastructure ends, give clear indicators,
9/14/2019 09:36 AM
both to cyclists and motorists, of what they are supposed to do.
Anonymous
Schools are encouraging walking school buses so the city needs to ensure
9/14/2019 03:48 PM
that walking to school is safe. Ottawa Weber intersection for sheppard ps
and st Anne is very dangerous and busy, in the winter the snow is not always
properly cleared and drivers speed trying to get to the highway . Need good
crossing guard coverage, 2/ large intersection
Anonymous
Campaign safe cycling too many cyclist whip through stops then up on
9/14/2019 03:57 PM
sidewalks to avoid traffic controls and hard to determine what they will do
seems no rules apply and no enforcement. It's a community problem not just
motorists who are blamed for all road/safety issues.
Oran
The overall direction seems to favour cyclists over pedestrians and motorists.
9/14/2019 04:25 PM
This city and region has been designed with vehicle traffic in mind. We do not
have the luxury of, say Toronto, where every neighbourhood is quite self
sufficient and most everything is in walking distance. When the thought
process is to make it harder for cars to get around your are penalizing a very
large percentage of the population. Lower speed limits and enforce them.
That will change behaviour.
Anonymous
Yes. I applaud the initiatives but you can't keep pushing alternatives at the
expense of our primary mode of transport, the car. Reducing or making those
means more difficult works when there a like alternatives. For me to get to
work: driving is 25 mins, transit is 1 hour 21 minute, walking or cycling is not
feasible. Taking away a vehicle lane that a 1000 cars use for 25 cyclists that
don't ride in the rain or snow just doesn't make sense.
Anonymous
I'd be happy if there were more bike lanes in general, and if the
9/16/2019 10:37 AM
trails/sidewalks were plowed earlier in the winter. I don't even need the
segregated bike lanes, just a wide enough strip on the side is fine.
Anonymous
I think it is a move in the right direction. 75% of roads it is great for. But there
9/16/2019 09:36 PM
need to be high volume high speed routes for vehicles to move around the
region quickly. Not everything can be two lanes wide and handle the volume
of traffic we currently have, and certainly not the level we will have in 10
years. Cyclists need dedicated paths to encourage cycling. Pedestrians need
Page 71 of 73
-364
Proposed Complete Streets Guidelines : Survey Report for 15 August 2018 to 17 September 2019
speed limits reduced, particularly around school areas and streets ; tinted
windows in the fronts of cars were prohibited (unable to see if driver can see
us when we can't see their faces) ; and if we could be assured drivers who
are cause "near misses" when it comes to safety were ticketed (many times
cars have inched up to as WHILE we cross at a cross walk), this would bring
much peace of mind while working to be safe and polite citizens to those in 2
ton vehicles. These are just a few practical things I believe would make a
dramatic difference in helping pedestrians and cyclists feel safer.
Optional question (87 responses, 109 skipped)
Page 72 of 73
2-365
pedestrian friendly routes to encourage walking. But not every street needs to
be designed for cyclists and pedestrians only.
Anonymous
Just because a minority of people want massive changes to roads doesn't
mean you have to do it. As areas actually need to be resurfaced or come to
their end of life that's when you add it in. How much does it cost to put in
those barriers for bike lanes on qeen street by fisher Hallman, do staff put in
new equipment every year, and take it out before winter so the plows can
actually plow? All this extra money are we really that abundant in funds that
you don't need to raise my taxes for this stuff. No everyone keeps raising the
cost of living 2% city 2% region 10% water and gas... How long till people
can't afford anything? This isn't the right direction for all, it panders to 1
specific group and leaves car drivers screwed.
Anonymous
As above, all this is great sounding, but basically.... I just don't believe that
9/17/2019 12:59 PM
the current staff are capable of implementing such a radical change in
priorities. Key people in leadership positions at both the city and regional
level simply do not get it— they will always give active transportation options
only the space that is left over after high speed automobile traffic and parking
needs are accounted for. They will refuse to make safe crossings for people
walking or on bicycles because it would "interrupt traffic flow" or cost too
much, and then talk your ear off about design tradeoffs. There is simply no
two ways about it— these people must be fired and replaced in order for real
progress to be made. Here's an easy litmus test to use: Significant portions
of Weber St have been closed for the last two summers— there's barely any
traffic there! Has the world imploded? No it has not. So why is Weber still a
four lane highway? Any staff who think Weber St. couldn't or shouldn't be
reduced to four lanes should get the can.
Anonymous
This list looks like a great start! It is important to follow through on guidelines
9/17/2019 02:08 PM
like this, rather than allowing regular exceptions based on complaints from
homeowners.
Anonymous
My child was almost hit while riding her bike down the sidewalk this weekend.
9/17/2019 05:40 PM
My husband has been almost hit on his bike more times than I can count. My
friends have all experienced close calls while walking their kids to school. It's
terrifying. This isn't how it should be.
Anonymous
As someone who travels every day by bike and stroller with multiple children
9/17/2019 08:38 PM
(ages infant to 8 years), I am constantly telling the kids they are invisible to
vehicles , because people in vehicles just don't look. I would love to see:
speed limits reduced, particularly around school areas and streets ; tinted
windows in the fronts of cars were prohibited (unable to see if driver can see
us when we can't see their faces) ; and if we could be assured drivers who
are cause "near misses" when it comes to safety were ticketed (many times
cars have inched up to as WHILE we cross at a cross walk), this would bring
much peace of mind while working to be safe and polite citizens to those in 2
ton vehicles. These are just a few practical things I believe would make a
dramatic difference in helping pedestrians and cyclists feel safer.
Optional question (87 responses, 109 skipped)
Page 72 of 73
2-365
Proposed Complete Streets Guidelines : Survey Report for 15 August 2018 to 17 September 2019
Q15 Overall, do you believe the Complete Streets guidelines are heading in the right
direction, to achieve the city's vision of every street being safe, comfortable and convenient
for all?
135 (7(
29(15.1%)
Question options
40 unhappy 49 neutral 40 happy
Optional question (196 responses, 0 skipped)
Page 73 of 73
28(14.6%)
2-366
Staff Repoil
Community Services Department
REPORT TO: Community and Infrastructure Services Committee
'i
Ki i\i R
www.kitchener.ca
DATE OF MEETING: October 21, 2019
SUBMITTED BY: Gloria MacNeil, Director of Enforcement (519-741-2200, ext. 7952)
PREPARED BY: Gloria MacNeil, Director of Enforcement (519-741-2200, ext. 7952)
WARD (S) INVOLVED: ALL
DATE OF REPORT: October 9, 2019
REPORT NO.: CSD -19-032
SUBJECT: Winter Maintenance By-law
RECOMMENDATION:
That Council repeal Chapter 687- Snow and Ice of the City of Kitchener's Municipal Code
and approve and replace it with a new Winter Maintenance By-law as outlined in Report
CSD -19-032
BACKGROUND:
On May 27, 2019, City Council passed the following resolution related to the enforcement of the
City's sidewalk snow clearing bylaw:
"That staff be directed to conduct a review of the required level of service stated in By-
law chapter 687 (Snow and Ice) as outlined in program component 1 of Infrastructure
Services Department report INS -19-009, throughout the summer 2019 and report back in
fall 2019 with results and recommendations."
REPORT:
Throughout the second half of 2019, staff have conducted research, engaged with members of
the public and consulted with other municipalities to better understand the implications of various
approaches to sidewalk winter maintenance.
In 2015, staff presented a report to Council which included a variety of improvements that could
be made to the enforcement of the existing sidewalk snow clearing by-law. At that time, City
Council endorsed the following five specific areas of improvement:
Response times for clearing sidewalks found in violation of the bylaw — an external
contractor was hired who has committed to a 24-hour response time for clearing.
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
3-1
2. Chronic offenders / properties — a proactive inspection list was created.
3. Enforcement of the "bare pavement" requirement — Officers were directed to use
discretion and consider weather conditions, such as frigid conditions.
4. The 24 wait period for residents to lodge a complaint —this limit was removed.
5. Public awareness activities were undertaken related to sidewalk snow clearing.
These improvements were successfully implemented during the 2015-16 snow season and have
since been carried out seasonally. In addition, By-law officers were directed by Council to use
discretion and to consider extreme weather conditions and other factors when enforcing this
standard. Staff have followed this direction, working with property owners to educate and
eliminate immediate safety risks while ensuring safe passage for all residents.
At the time of the 2015 report, staff were awaiting provincial changes to the Minimum
Maintenance Standards (MMS) which were implemented in May 2018. Staff have now
incorporated the relevant changes into (Chapter 687) Winter Maintenance by-law, including the
following addition which reflects the MMS:
Significant Weather Event:
• Adding the declaration of a significant weather event to the by-law as per the new MMS.
• A significant weather event could potentially have an impact on the enforcement of snow
and ice removal from sidewalks. The by-law would provide the Director of Enforcement
with discretion to suspend enforcement of the by-law, cease the performance of
inspections or decline investigation of complaints for the duration of the significant
weather event.
In addition to the changes which reflect the MMS, staff have identified gaps in the current by-law
(Chapter 687 Snow and Ice) and have proposed the following changes for inclusion in the by-
law moving forward.
Sidewalk Definition:
• A definition which encompasses any type of surface that has been improved for
pedestrian use and includes, asphalt, concrete or gravel finishes, but does not include
any part of the roadway, driveway apron, or multi -use trail.
• Includes any openings leading onto roadways such as corner accessibility and pedestrian
crosswalks, etc.
3-2
Ongoing Maintenance of Sidewalks:
• A provision which requires residents to keep their sidewalks maintained and cleared of
snow and ice at any time, not just immediately following a snowfall. This would include
instances of blowing snow, freeze and thaw cycles causing ice formation on a sidewalk,
freezing rain, etc.
The City of Kitchener's current by-law (Chapter 687) requires property owners to remove all
snow and ice from adjacent sidewalks within 24 hours of a snowfall ending. This component of
the City's by-law has long been interpreted to mean sidewalks must be cleared to the surface
(bare pavement). Meeting this standard ensures maximum accessibility and provides an
objective standard by which the by-law can be implemented. However, cleaning a sidewalk to
bare pavement can be difficult in extremely cold conditions and situations in which ice has
developed on a sidewalk.
Some members of the community have suggested that instead of a bare pavement requirement,
it would be more appropriate to use a "reasonable" or "passable" standard. In addition to
accessibility challenges, these standards are also much more subjective, with a wide variety of
possible interpretations. Enforcing such a standard would be extremely difficult and would
preclude consistent enforcement across the city.
As part of our research, staff reached out to other municipalities to gather information and
determine which municipalities have a snow and ice by-law in effect, understand their
requirements/standards for clearing and the language used to describe their requirements. The
chart below provides information on each of these areas.
Municipality
p y
City Plows
Standard of
Additional Comments
Sidewalk?
Cleared
Hamilton
Only
Bare Pavement
-Entire width of sidewalk must be clear
in sections of
-24 hours after snowfall
Ancaster
-Do not enforce the bylaw until they
have been informed by public works
that the roads have been cleared.
St. Catharines
No
Bare Pavement
-Entire width of sidewalk must be clear
-24 hours after snowfall
Milton
Residents are
Bare Pavement
-Entire width of sidewalk must be clear
responsible for
-24 hours after snowfall, ice, hail, rain
clearing their
-any ice must be cleared/salted/
sidewalks
sanded, etc. to ensure no slip risk
Accumulation
of 5cm or
more of snow,
sidewalks
3-3
In addition to the information provided in the chart above, staff found the following cities do not
have a snow clearing by-law and whereby the City is responsible for sidewalk clearing. These
include Niagara Falls, Barrie, London, Burlington, Oakville, Toronto and Guelph. For many of
these cities, snow clearing is only triggered after a specific amount of accumulation and none of
these municipalities clear sidewalks to a bare pavement standard.
As a result of the information collected by staff, it would appear that municipalites who have a
snow and ice by-law also have a 24 hour requirement for snow and ice to be removed from the
sidewalk and require a bare pavement standard of clearing. In contrast, municipalities who are
responsible for clearing city sidewalks do not typically have a by-law in place and apply varying
standards for clearing. A specific amount of accumulation is typically identified as the threshold
for staff being deployed to clear sidewalks.
It has been challenging to find an easily -understood alternative to a bare pavement standard
that describes "passable" or "walkable" without compromising the accessibility need of residents.
Staff launched a survey on Engage Kitchener which resulted in 243 responses over a 20 day
period. Residents were asked to describe what winter sidewalks should look like, with 88% of
respondents agreeing that winter sidewalk conditions should be safe and accessible; 74.4% of
respondents agreed that an appropriately cleared sidewalk should reduce the risk of injury and
be clear of snow and ice to act as a safe transportation network for people of all abilities.
When residents were asked if they agree with the current snow and ice clearing standard
commonly interpreted as "bare pavement" 58.7% of respondents disagreed with our current
snow and ice clearing standard of bare pavement and 41.3% agree with the by-law.
3-4
associated
with schools,
transit routes
and major
pedestrian
travel are
plowed by the
Town
Brampton
No
Bare Pavement
-Snow/ice must be cleared by 11 am
the day after a snowfall
-Officers can use discretion to
determine if passable which requires
any ice to be cleared/salted so that
there is no slip and fall risk
Waterloo
No
Bare pavement
-Entire width of sidewalk must be clear
-24 hours after snowfall
Cambridge
No
Bare pavement
-Entire width of sidewalk must be clear
-36 hours after snowfall
In addition to the information provided in the chart above, staff found the following cities do not
have a snow clearing by-law and whereby the City is responsible for sidewalk clearing. These
include Niagara Falls, Barrie, London, Burlington, Oakville, Toronto and Guelph. For many of
these cities, snow clearing is only triggered after a specific amount of accumulation and none of
these municipalities clear sidewalks to a bare pavement standard.
As a result of the information collected by staff, it would appear that municipalites who have a
snow and ice by-law also have a 24 hour requirement for snow and ice to be removed from the
sidewalk and require a bare pavement standard of clearing. In contrast, municipalities who are
responsible for clearing city sidewalks do not typically have a by-law in place and apply varying
standards for clearing. A specific amount of accumulation is typically identified as the threshold
for staff being deployed to clear sidewalks.
It has been challenging to find an easily -understood alternative to a bare pavement standard
that describes "passable" or "walkable" without compromising the accessibility need of residents.
Staff launched a survey on Engage Kitchener which resulted in 243 responses over a 20 day
period. Residents were asked to describe what winter sidewalks should look like, with 88% of
respondents agreeing that winter sidewalk conditions should be safe and accessible; 74.4% of
respondents agreed that an appropriately cleared sidewalk should reduce the risk of injury and
be clear of snow and ice to act as a safe transportation network for people of all abilities.
When residents were asked if they agree with the current snow and ice clearing standard
commonly interpreted as "bare pavement" 58.7% of respondents disagreed with our current
snow and ice clearing standard of bare pavement and 41.3% agree with the by-law.
3-4
Residents were then asked to describe what a "passable" standard should look like if the City
permitted an alternative standard for sidewalk snow clearing — a "passable" standard what would
that look like? There were 221 written responses to this question:
• 73% felt the sidewalk should be free of ice or if there is ice, it must be salted/sanded
• 63% felt the sidewalk should be "walkable" which was defined as a response that included
the terms flat, not slippery, sanded/salted ice, passable, level terrain, some mention of
minimal snow cover/hard packed snow or simply evidence that some effort to clear snow
had been made
Comments from residents were wide-ranging and included some of the following excerpts:
• "a bare sidewalk is the only safe sidewalk"
• "no ice or slippery patches"
• "enough traction to walk safely"
• "expectations in line with conditions and environment"
• "three inches of snow/ice or less"
• "sufficient width for one person to walk, free of ice, packed snow OK"
• "as much ice and snow removed as possible considering the physical capabilities of the
property owner"
There were some commonalities in the descriptions provided, however none of the residents'
descriptions clearly communicate an objective by-law standard the way bare pavement does.
Staff consulted with three citizen committees to understand their needs as it relates to sidewalk
snow clearing, The Grand River Accessibility Advisory Committee (GRAAC), the Mayor's
Advisory Council for Kitchener Seniors (MACKS) and TriTag. GRAAC and MACKS felt the
current bare pavement standard is the only standard that meets their needs for safety and
accessibility. TriTag felt bare pavement was not necessarily the goal, however the by-law could
be used as a tool to reach this goal. Further details outlining the consultation process are
provided below in the Community Engagement section of the report.
Based on all of the research conducted to date, staff have concluded that by continuing to use
a bare pavement standard, the City of Kitchener will remain consistent with other municipalities
in both the timelines and standards of clearing required. We are also ensuring that all residents
are provided with a standard which accounts for accessibility challenges and the necessity
required for mobility devices and strollers. In addition, bare pavement has been a snow removal
standard that has been applied across the City for over 20 years because the by-law wording is
clear and objective. Council has given staff the ability to use discretion and judgement during
weather events that are unusual or atypical, this will allow us to continue to apply relaxed or
alternative measures on a temporary basis should the need arise.
3-5
In summary, staff would like to share one of the comments provided in the Engage Kitchener
survey which staff feel is reflective and supportive of the concerns we have highlighted in the
report, "If you open up the wording, you'll get less people making an effort to clear sidewalks to
even a passable standard. Bare pavement gives people a target to strive for."
ALIGNMENT WITH CITY OF KITCHENER STRATEGIC PLAN:
The recommendation of this report supports the achievement of the city's strategic vision through
the delivery of core service.
FINANCIAL IMPLICATIONS: N/A
COMMUNITY ENGAGEMENT:
As mentioned above, staff have engaged with several key stakeholders including (GRAAC),
(MACKS) and TriTag in the development and implementation of the City's sidewalk snow
clearing policies.
GRAAC and MACKS both continue to support the 24 hour waiting period and the bare pavement
requirement that has been applied over the years. Both of these groups strongly supported the
continued approach of bare pavement and felt there was no other snow clearing alternative that
would meet or support their needs. They did recognize there may need to be consideration for
special weather events.
Some of the most repeated comments we heard from GRAAC and MACKS were:
1. Bare pavement is the right standard. Any accumulation of snow and ice can be
dangerous for people using mobility devices.
2. The 24 hour window is the right standard. It is reasonable and should not be changed.
3. Any changes from clear of snow and ice will open up the bylaw into interpretation and
won't work.
4. Everyone, including seniors and persons with physical disabilities, should be able to get
out and move around in winter. Unclear sidewalks impact the quality of life and health of
seniors and persons with disabilities.
TriTag expressed that while bare pavement was not necessarily the goal, the goal should be
meaningfully passable and level without being slippery. They see the current by-law as a tool to
reach this goal.
TriTag felt the City should improve communication and explain the by-law enforcement process.
We were encouraged to explain how we address a first time offender versus a repeat/chronic
offender.
3-6
TriTag felt the extension of the 24 hour window during consecutive snowfalls is problematic.
Engage Kitchener online survey: open for 20 days and received 243 responses. Based on survey
analytics, responses were received from all 10 wards and there was fair representation from
respondents of all ages, except the 17 or under category. Staff have included some of the
statistical data obtained from the survey in the report and have attached a report summarizing
the remainder of the survey results.
ACKNOWLEDGED BY: Michael May, General Manager Community Services Department and
DCAO
3-7
Summary Report
10 September 2019 - 30 September 2019
EngageWR
PROJECTS SELECTED:1
Winter sidewalk maintenance review 2019/2020
FULL LIST AT THE END OF THE REPORT
Visitors Summary
1000
750
500
250
16 Sep'19 23 Sep'19 30 Sep'19
Pageviews , Visitors
Highlights
TOTALMAX
VISITORS PER
VISITS
DAY
675
215
NEW
REGISTRATIONS
58
ENGAGED INFORME AWARE
VISITORS VISITORS VISITORS
243 360 590
3-8
EngageWR : Summary Report for10 September 2019 to 30 September 2019
PARTICIPANT SUMMARY
243 i=NGAGED PARTICIPANTS
TOP PROJECTS
Registered
Unverified
Anonymous Participants (%)
IContributed on Forums
0
0
0
Winter sidewalk maintenance... 243(41.2%)
IParticipated in Surveys
243
0
0
IContributed to Newsfeeds
0
0
0
IParticipated in Quick Polls
0
0
0
IPosted on Guestbooks
0
0
0
Contributed to Stories
0
0
0
Asked Questions
0
0
0
Placed Pins on Places
0
0
0
Contributed to Ideas
0
0
0
' A single engaged participant can
perform multiple actions ' Calculated as a percentage of total visits to the Project
360 INFORMED PARTICIPANTS
Viewed a video
Viewed a photo
Downloaded a document
Visited the Key Dates page
Visited an FAQ list Page
Visited Instagram Page
Visited Multiple Project Pages
Contributed to a tool (engaged)
TOP PROJECTS
Participants Participants (%)
0 Winter sidewalk maintenance... 360(61.0%)
0
0
0
38
0
121
243
A single informed participant can perform multiple actions ' Calculated as a percentage of total visits to the Project
590 AWARE PARTICIPANTS
Visited at least one Page
TOP PROJECTS
Participants
590 Winter sidewalk maintenance...
' Aware user could have also performed an Informed or Engaged Action ' Total list of unique visitors to the project
Participants
590
Page 2 of 6 gyred by engagen4& 9
Snow and Ice Bylaw Review Survey : Survey Report for 10 September 2019 to 30 September 2019
Q1 In your opinion, winter sidewalks should... (Check all the boxes that apply).
250
225
200
175
150
125
100
75
50
25
Question options
0 Be safe and accessible pathways Reduce risk of injury
Be clear of snow and ice to act as safe transportation networks for people of all abilities
It does not matter to me what conditions the sidewalks are in 0 Other
Optional question (242 responses, 1 skipped)
Page 1 of 34
3-10
Snow and Ice Bylaw Review Survey : Survey Report for 10 September 2019 to 30 September 201!"s
Q2 Please specify:
It depends on the location. Sidewalks near and around up/downtown should
be completely clear but a sidewalk in a quiet cul-de-sac in a residential area
need not be.
• Allow for rain water infiltration to reduce risk of floods. • Be aesthically
streetscaped to encourage use
Be clear of electric vehicles not required for the mobility Impaired.
The city should plow all the sidewalks. Property owners should not be
responsible to clear it.
Be accessible for caregivers operating strollers.
Are an essential component of our transportation network, even people
driving cars, or taking transit will still use sidewalks. But people who only use
sidewalks in their residential neighbourhoods do not know what sidewalks
look like in other (higher traffic) areas.
Be cleared in a timely and consistent manner to allow them to be relied upon.
Have snow and ice removed by the City
This standard is only reachable if the city handles the snow removal process.
Also please add flouride back to water.
Be cleared by the city to the standard they choose
Should be the responsibility of the City of Kitchener
Walking with a base of snow on the sidewalk is so much easier than walking
on sidewalks cleared to the cement. With cement you get a coating of ice
and down you go.
Cleared within reason. Not bare just enough traction to allow walking safely.
No sheet ice or deep (4" or more) snow
Sidewalks should be maintained to the best possible standard without the
unrealistic standards set by bureaucrats and politicians. The results should
be achieved without copious amounts of chemicals such as salt, which has
already increased saline to harmful levels that are putting our freshwater
ecosystems in jeopardy. At present we use up to 30% more salt than is
necessary. Heads up people an alternative chemical for ice melting is not a
solution, but sadly thats not how politicians work they need a crisis to do the
3-11
Snow and Ice Bylaw Review Survey : Survey Report for 10 September 2019 to 30 September 2019
right thing eg. carbon pricing, and plastic packaging. But wait theres more,
even at moments such as these more often than not politicians have no teeth
to address bad corporate behavior and policies.
sidewalks should be clear of ice and not have an excessive amount of snow
A clear path but accessible during the winter to the point where residents are
physically hurting themselves trying to clear them to unrealistic expectation
(down to the pavement) is unnecessary. We live in Canada! Packed snow or
ice with sand should be acceptable AND if it is not then the city should take
over the responsibility of clearing the snow. After all, it is city property!!
The city is doing a much better job at maintaining trails in the winter.
However, if I can't easily access those trails because sidewalks are unclear,
then what's the point? Also, if we want to be an accessible, equitable city, we
must ensure all folks can move around the city safely and comfortably (not
just those using vehicles).
They should be safe and accessible with reduced risk of injury within a
reasonable timeframe. 24 hours is sometimes unachievable to some
homeowners. We have NO sidewalks on most of the streets for upper Doon
and yet we survive! Perhaps this bylaw should apply to major roads
/commercial areas where there is more foot traffic.
Should be passable but not necessarily down to the cement or pavement
Be as well maintained as winter roads.
Not be too salty
Be kept with a small amount (1-2cm) of snow as to prevent ice from forming
after being cleared.
Packed snow is fine if it's safe to walk on Ice must be removed
treated as though they have the same importance as roadways for vehicles
maintained by the municipality
be reasonably passable, knowing the limitations of Canadian winter
conditions. (pedestrians have a due diligence responsibility in a Canadian
winter to wear boots with reasonable traction and studded pull -ons when
conditions demand. It is unreasonable to expect full handicapped accessibility
at all times throughout the winter.)
Optional question (26 responses, 217 skipped)
Page 3 of 34
3-12
Snow and Ice Bylaw Review Survey : Survey Report for 10 September 2019 to 30 September 2019
Q3 Our current snow and ice clearing standard is commonly interpreted as "bare pavement".
Do you agree with this standard?
142(58.7%)
Question options
0 Yes • No
Optional question (242 responses, 1 skipped)
Page 4 of 34
100(41.3%)
3-13
Snow and Ice Bylaw Review Survey : Survey Report for 10 September 2019 to 30 September 2019
Q5 If the City permitted an alternative standard of sidewalk snow clearing - a "passable"
standard. What would that look like to you? (Please limit to 5 words or less)
Any standard besides "bare pavement" would discriminate against people
with mobility challenges and children.
Do not adjust current bylaw
reasonable attempt to clear sidewalk
should include sand or grit
Walkable and not slippery
Hard packed and sanded
cleared flat to allow wheel mobility
Smooth, packed snow should be acceptable - it is quite safe
It could be light snow (eg. less than 1cm); OR compact snow (the same
width of the sidewalk) or heavily sanded compact ice (the same width as the
sidewalk) that both walkers and wheels on mobility devices and strollers can
easily travel over
Enough snow should be cleared to allow a wheelchair or stroller user to
pass.
Easily passable for all who need to use the sidewalk (with a mobility device,
stroller, child, etc).
no ice; lightly snow packed allowed - provides better traction than bare
pavement which get icy
Walkable
No ice, thin packed snow
Clean enough anyone can walk without risk. Special attention to people with
limited mobility.
wheelchair accessible and high friction
3-14
$ and Ice Bylaw Review Survey: Survev Renart for 10 September 2019 to 30 September 2019
Compacted and level terrain
Light snow cover is ok
less than an inch of snow
city should do it all
Sufficient width for one person to walk, free of ice, packed snow OK.
It needs to be bare pavement for accessibility standards- people who use
wheelchairs, walkers, strollers, or who simply to do not want to fall on uneven
slippery compact snow or unnoticed ice patches. Please also ban salt use in
favour of greener options.
Bare pavement, width accommodating wheelchairs/strollers/etc.
Someone walking or using a scooter could travel down the sidewalk. As long
as there is ice melt or sand on the sidewalk, when icy, that should be fine.
Bare pavement isn't necessary all the time.
Strollers can use the sidewalk.
Stable footing, ice free
bare sidewalk should be standard
Walkable for all citizens
Flat, hard surface (no more than -1 inch height variation in a given area) and
applied with some element to reduce slipping (sand/salt etc)
clear enough to navigate easily
a few millimeters of ice/slush
easy, safe walking
Free of ice and obstructions
age 6 of 3e
3-15
v and Ice Bylaw Review Survey : Survey Report for 10 September 2019 to 30 September 201!
Flattened snow
snow shoveled, sand on ice spots
Clear of ice and slush and loose snow. A bit of packed snow can be
passable.
NO
If you open up the wording, you'll get less people making an effort to clear
sidewalks to even a passable standard. Bare pavement gives people a target
to strive for.
major obstacles removed
I don't believe a passable standard is acceptable. If one must exist, snow on
the ground is more acceptable than ice. Ice should never be left on the
sidewalks, and snow shouldn't be left so long that it compacts into ice.
The city should clean the sidewalks. They don't belong to the property owner
No exposed ice 1 m width
Inconsistent, unreliable, an excuse not to clear for all abilities.
Easily/safely traversable
People able to use the sidewalks for use intended.
Free of ice and snow
Not icey, under 2 -Inches snow
It should also state that businesses need to clear their sidewalk. It should be
passable and if there is ice it should have salt added to it to prevent slipping
and falling.
free from ice & deep snow
Cleared to allow unrestricted passage by a wheelchair
3-16
P—w and Ice Bylaw Review Survey : Survey Report for 10 September 2019 to 30 September 2019
Ice free, wheelchair accessible
I think bare pavement is a bit excessive makes it more slippery.
As low as you can shovel.
No ice, no snow build-up
Majority of snow/ice cleared
1" pack snow;no ice.
clear from snow, ice, water ,and any wet stuff, what can freeze
Light snow covering, no ice
shoveled/plowed, packed/thin layer of snow
Sidewalks should be city responsibility!
3 Inches of snow / ice or less.
Shovelled within 36-48 hrs
Cleared to best of owners' ability
Ther is no viable alternative
Clear of snow
clear edge to edge, no loose or fresh snow (so you can see if any ice, etc)
Bare pavement should be the goal, but is not always achievable. As well, last
year 24 hours after storm was not being observed by bylaw.They were
handing notices out before the 24 hour time.Notices were inconsistenity
applied.
age 8 of 34
3-17
-d Ice Bylaw Review Survey: Survey Report for 10 September 2019 to 30 September 201!
Sidewalks must be bare.
As clear as possible - may have a little bit of snow or ice.
Should include weekend and holiday s
no more than 1 inch of snow cover
I think that sidewalk clearing should be the cities responsibility.
Dangerous, I am DISABLED!
I don't agree because many residents are physically not able to attain this
standard. This should be done by the city.
Safe, non -slippery
Bare pavement
little ice, not bumpy.
Dangerous walking from ice.
Ice free, thin layer of packed snow
passable would be a level, hard surface.
Sounds like lazy to me
Mostly clear
sanded sidewalk or enough room to walk by safely
Minimal snow, no ice
Not possible
Page 9 of 34
3-18
Snow and Ice Bylaw Review Survey : Survey Renort for 10 September 2019 to 30 September 2019
Page 10 of 34
usable by all
Free of hazardous conditions
Sufficient traction
Safely able to walk no ice or snow buildup
A little snow on he sidewalk
less than 2 cm of loose snow
It would be wide enough and cleared enough to allow the passing of mobility
devices and strollers with ease. The walk would be "sanded" to help prevent
falls.
mostly clear, say 75%
Not bare but attempted to cleaned within 24hrs
flat, no ice, packed snow
Shovel walkways within 24 hours.
Shovelled free of snow, no ruts or ice and snow build up
Much improved
No ice or slippery patches
5 inch patches of ice allowed only
The sidewalk should be free of ice to avoid slips and falls. However, if there
is a bit of hard packed snow on it then that is ok.
Plowed/shoveled and salt/sanded
Enough traction to walk safely
3-19
Snow and Ice Bylaw Review Survey : Survey Report for 10 September 2019 to 30 September 2019
flat, ice patches sanded
centre bare, with hard pack
Major snow removed
Cleared and free of ice
No ice and no salt, ie only sand allowed
removal was attempted to pavement
Free of Ice and Snow.
This leaves too much room for interpretation and most sidewalks not cleared
to the pavement are not passable by pedestrian standards
sanded, salted, not slippery
expections inline with conditions and environment
Evenly packed and non -slippery
cleared and salted
Less than 1" of snow and as reduced slipperiness as possible. Clear to
pavement sidewalks are very prone to black ice.
minimal snow no ice
It is really hard to maintain a completely bare pavement. Need something
that you can walk on without having to wear ice grips.
mainly clear of snow and ice
Passable would be slush or light fluffy snow
Page 11 of 34
3-20
Snow and Ice Bylaw Review Survey : Survey Report for 10 September 2019 to 30 September 2019
Snow packed or ice that has sand applied from the city sand boxes. Last
winter was crazy with snow and freezing rain within an hour of each other.
Page 12 of 34
Easily passable by all
It would have to be bare pavement at least wider than the width of a
wheelchair. Otherwise it's not a path for everyone.
a walkway
See question 1
Level, gritty passage
Close to "bare" as possible, safe enough to walk over for able bodied and
easy enough to pass for the lesser able.
Cleaned once every 24 hours via snowblower or shovel
Ice unacceptable, but some amount of snow that's packed and covered with
something that creates grip, like sand, might work well. Needs to be leveled.
No this is not acceptable for elderly, children and those with physical
limitations.
Almost impossible to be pavement clear
nominal packed snow or cleared
Passable can mean a layer of snow, usually well packed. Bare pavement
risks developing a thin (and dangerous) layer of ice. I never fall on snow;
always slip on thin ice formed on bare pavement.
Snow removed and salted
Roads are cleared, so should sidewalks!
shovelled, not slippery, accessible
winter wheelchair winter boots
Able to walk on
3-21
Snow and Ice Bylaw Review Survey : Survev Renort for 10 September 2019 to 30 September 201!'
Page 13 of 34
scraped down but can be snow covered not icy
hard pack snow - sanded (not salt)
60% free of ice -width of sidewalk
Shovelled snow, no ice
Thin hard -packed snow acceptable
The city would clear the sidewalk
Sidewalks should not be icy.
hard pack snow is OK
1 or 2 centimetres
Done by the city
No ice, light snow
Packed down snowy path made by a snowblower. Icy patches salted or
sanded.
Clear flat sanded salted
No ice, an accessible path wide enough for a stroller or wheelchair to use
Less than 1 c
Safe hard packed: not too much salt
snow packed down, no ice.
Snow obviously cleared in path
3-22
$ and Ice Bylaw Review Survey: Survey Report for 10 September 2019 to 30 September 201!
Page 14 of 34
smooth, wide enough for wheelchairs, and salted or sanded. clearing all ice
is too difficult. especially when the plow dumps giant chunks of ice on the
sidewalk. impossible to chip
No high snow, no ice
Snow to be cleared, ice to sanded rather than salted or salt alternatives. Our
city is to dependent on salting, as seen in the shortage of salt in stores last
winter. It is doing more harm than good to our watershed.
Flat, hard packed, not slippery
slipfree, trip free, fall free, passable
No ice, salted or sanded
Packed snow ,smooth surface
Clear of ice
Shoveled and no ice.
As close to bare pavement as possible
Smooth packed sanded
Should be 90% clear of snow and ice
That would be acceptable
Some snow left over, NOT tightly packed until it turns to ice, should be easy
to walk across for people of all abilities
Shovelled salted and easy to walk
1 c of snow, whole width of sidewalk, no clumps of ice or black ice
Hardback non -slippery snow that is flat (and not requiring stepping in specific
footprint holes). It's being slippery that has me concerned and as a young fit
3-23
Snow and Ice Bylaw Review Survey : Survey Report for 10 September 2019 to 30 September 2019
abled person I have fallen myself several times on black ice.
Easily walkable, some ice is acceptable. Might be best if city cleared all
sidewalks.
Bare or flat compacted snow (full width)
No alternative - bare pavement
Lowered solid layer with traction
Don't agree. Too hard to gauge.
Even grading, low level packed snow
Reasonable effort made (90% clear)
walkable with proper footware
covering black ice
Reduced risk of ice forming
flat, packed, won't impede wheels
Light (1cm?) snow coverage, but no ice build up.
A bare sidewalk is the only safe sidewalk.
When you are old even hiring a company to clear sidewalks as we have
done. They don't make them bare. They don't even remove ice. So a soft
dusting of snow would be acceptable.
This would need to include room for strollers and wheelchairs so that
individuals with wheels don't have to use the road instead when sidewalks
have only a narrow path.
No more than 1 inch of snow. No more than 1/4 of sidewalk square has ice.
Reasonably can see a wagon/stroller continue on path. Reasonably a child
aged 3-7 would not slip, trip or fall when walking due to condition.
Clear it 4 school kids, 4 strollers & elderly to walk safely. Doesn't have to be
scraped clean as the sun can melt it. Refrain from using salt, let the sun do it.
Snow height should be 1.5" before clearing. Let it melt 1st. Refrain from salt
Page 15 of 34
3-24
v and Ice Bylaw Review Survey : Survey Report for 10 September 2019 to 30 September 2019
Page 16 of 34
overuse
Reasonably Cleae
A relatively smooth nonslip surface
Mostly clear with patchy hard to remove spots
Some snow & ice permitted
Wider clearance to allow for increased accessibility
As much ice and snow removed as possible considering the physical
capabilities of the property owner.
even packed snow with grit
free of ice, and snow depth no greater than 1 inch
up to 1/4 inch; no ice
Sidewalks should be cleared to less than 3 cm of snow, or if bare have no
more than 10% of the surface having ice
less than 3cm of snow/ice on path
Bare pavement or a light dusting of snow
clear of ice
Less than 5 cm of snow
Level but not slippery
Bare pavement is minimum
Snow but packed down
As clear as possible, salted
3-25
Snow and Ice Bylaw Review Survey : Survey Report for 10 September 2019 to 30 September 201!
Snow removed not to pavement. Ice removed but it is impossible to keep all
ice off. We chopped a lot of ice last year and still had a hard time getting it to
pavement. Go after those who do not clear their snow. Not the home owners
who are trying a lot
80% of snow removed
Reasonably bare pavement
As long as there is no ice, having a thin layer of snow should be allowed.
Some people's jobs dont allow them time to shovel right away.
<2 inches of loose snow, no smooth or unsalted ice
Best effort
Snow removed to 1 inch.
Bare Sidewalk When Reasonable
Don't know
honest effort to bare pavement
if the city could be CLEAR on things. expectations of residents. Without just
slapping notices on tax payers doors. Clearly define 24 hrs after a snow fall.
maybe snowing in one part of town not another. City needs to be clearer on
what their standards
level, no ice
clear where feasible, packed snow otherwise to a reasonably level surface
with a 4' minimum width, only using salt and/or sand in an environmentally
sensitive manner when ice conditions demand
Optional question (221 responses, 22 skipped)
Page 17 of 34
3-26
Snow and Ice Bylaw Review Survey : Survey Report for 10 September 2019 to 30 September 2019
Q6 What is your age?
51(21.1%)
0(0.0%) ,
o (o.o�io) VW
2 (o.8�io>
31(12.8%)
55(22.7%)
70(28.9%)
Question options
025-34 035-44 45-54 1 55-64 0 65 or over 10 Prefer not to answer 10 17 or under ;'- 18-24
Optional question (242 responses, 1 skipped)
Page 18 of 34
3-27
Snow and Ice Bylaw Review Survey : Survey Report for 10 September 2019 to 30 September 2019
Q7 Check all of the statements that apply to you:
160
140
120
100
0
C.
46
9M
150
Question options
40 1 live with mobility issues 0 1 use a walker, wheelchair, cane, or other assisted devices
I travel with a stroller or other wheeled devices on the sidewalk 40 None of these statements apply to me
Optional question (238 responses, 5 skipped)
Page 19 of 34
3-28
Snow and Ice Bylaw Review Survey : Survey Report for 10 September 2019 to 30 September 2019
Q8 How do you use City sidewalks?
33(13.6%)
Question options
11 (4.5%)
10 Daily J Weekly Monthly I* Less often/not at all
Optional question (242 responses, 1 skipped)
Page 20 of 34
3-29
Staff Repoil
Community Services Department
REPORT TO: Community and Infrastructure Services Committee
'i
Ki i\i R
www.kitchener.ca
DATE OF MEETING: October 21, 2019
SUBMITTED BY: Gloria MacNeil, Director of Enforcement (519-741-2200, ext. 7952)
PREPARED BY: Gloria MacNeil, Director of Enforcement (519-741-2200, ext. 7952)
WARD (S) INVOLVED: All
DATE OF REPORT:
REPORT NO.:
SUBJECT:
October 9, 2019
CSD -19-031
Parking on Boulevard
RECOMMENDATION:
That the pilot to allow parking on paved boulevards City-wide be made permanent and be
permitted annually from December 1 thru March 31 and that an additional guideline be
added to the program that requires any vehicle parked on a boulevard within a school
zone from Monday to Friday to be removed by 8:OOAM.
BACKGROUND:
On January 7, 2019 City Council passed the following motion to allow parking on boulevards in
Wards 1-4 and Wards 6-10 on a one year pilot basis. Council has previous allowed boulevard
parking in Ward 5.
"WHEREAS on December 15, 2014 Council approved Clause 1 of Report CSD -14-108
that parking on the boulevard (paved area of a driveway between the sidewalk and the
curb/road edge) be permitted in Ward 5 for December 1st to March 31st annually subject
to the conditions outlined in Report CSD -14-108; and,
WHEREAS on December 15, 2014 Council did not approve Clause 2 of Report CSD -14-
108 that parking on the boulevard (paved area of a driveway between the sidewalk and
the curb/road edge) be permitted from December 1st to March 31st as part of a one year
pilot project in Wards 1-4 and Wards 6-10; and,
WHEREAS on June 26, 2017 Council further approved a two-year pilot program to permit
year-round boulevard parking for the Wildflower Subdivision; and,
WHEREAS a number of residents continue to bring forward requests to permit boulevard
parking in Ward 7;
THEREFORE BE IT RESOLVED that parking on the boulevard (paved area of a driveway
between the sidewalk and the curb/road edge), be permitted from December 1st to March
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
C=I
31st as part of a one year pilot project in Wards 1-4 and Wards 6-10 as outlined in Report
CSD -14-108'."
In the past Councillors have requested information on how neighbouring municipalities handle
boulevard parking. Staff reached out to the cities of Cambridge and Waterloo and can provide
the following information:
City of Waterloo: Waterloo does not actively enforce the boulevard parking prohibition
during the winter months. They will respond to a complaint if it is warranted, or where a
public safety concern exists, but the focus is to get vehicles off of the roadway.
• City of Cambridge: Cambridge has allowed lower driveway boulevard parking through a
street by street petition and questionnaire process since 2007. Given the popularity of the
program they expect to adopt lower driveway boulevard parking as a permitted use under
their by-law but still need to go through the review process. Streets not enrolled in the
program are enforced year round but only on a complaint basis.
REPORT:
In 2014, staff brought a report forward that recommended parking be allowed on boulevards
across the entire city during the winter months (Dec. 1 — March 31). At that time, City Council
did not support a city-wide approach, however, it did approve boulevard parking in Ward 5 during
the winder months.
On January 7, 2019, City Council approved a one year pilot to allow boulevard parking in all
other wards of the City (in addition to Ward 5) during the winter season, provided residents were
parking within the following specific guidelines:
Vehicles are only permitted to park on the paved boulevard (i.e. apron) where they were able
to comply with the following criteria, relating to safety and operational concerns:
• Vehicles, if parked parallel to the road, must face the direction of travel;
• Vehicles must not park on the landscaped or hardscaped portion of the boulevard or
access the paved portion of the boulevard by driving over landscaped or hardscaped
portions of the boulevard;
• The vehicle must be fully encompassed on the paved portion of the boulevard such
that:
o All tires must be fully on the hard surface
o No part of the vehicle can overhang the sidewalk or the curb/ road edge;
• Residents with abutting driveways must not overhang the projection of the property
line;
• No boulevard parking will be permitted within 15 metres of an intersection; and
• Only driveways providing access to single family, semi-detached and street fronting
townhouses are applicable.
4-2
These guidelines were developed as a result of staff input and any concerns received from
residents and take into consideration safety, visibility, operational concerns for road clearing, as
well as overall liability.
2018/19 Exaerience with Boulevard Parkin
Throughout the 2018/19 winter parking season, staff received only one email from a Kitchener
resident about the boulevard parking program.
Bylaw Enforcement staff did proactively issue tickets to vehicles parked on boulevards that did
not meet the Council approved requirements listed earlier in this report.
Infrastructure Services staff did not have any concerns with vehicles parked on a boulevard
impeding with snow clearing activities or overhanging onto the roadway. They indicated support
for Bylaw Enforcement to continue with proactive enforcement if boulevard parking is allowed to
continue as this will assist with their operators and reduce the likelihood of damage or accidents
when plowing.
One challenge boulevard parking did create last year was where residents would remain parked
on the boulevard in school zones during bell times, creating a safety hazard for school children
walking to/from school. In addition, parents would often park on the boulevard portion of people's
driveways who lived near the school's to drop off their children, sometimes parking and leaving
their vehicles in order to avoid receiving a parking ticket in the school zone.
In order to avoid this situation in the future, staff recommend adding a new requirement (in
addition to the requirements listed above) that would place a time limit on boulevard parking and
require any vehicles parked on the boulevard from Monday to Friday to be removed by 8:OOAM.
This additional guideline provides residents with a parking reprieve overnight and on the
weekends but eliminates abuse and risks of safety to school children.
ALIGNMENT WITH CITY OF KITCHENER STRATEGIC PLAN:
The recommendation of this report supports the achievement of the city's strategic vision through
the delivery of core service.
FINANCIAL IMPLICATIONS:
Staff anticipate financial implications to be minimal, as the pilot was implemented last winter with
minimal impact to fine revenue.
COMMUNITY ENGAGEMENT:
The Council resolution was to pilot this for the 2018-19 winter season and have staff track any
concerns or complaints that arose during that time. Staff did receive two written notifications
from residents in the Region, one resident did not live in Kitchener but wanted to express they
were not supportive of boulevard parking. The second resident wanted Council to reconsider
bullet number six, as they felt residents with abutting driveways should not be able to park on
the boulevard as this creates a visibility issue for the neighbouring property when backing out of
their driveway.
4-3
PREVIOUS CONSIDERATION OF THIS MATTER:
December 8, 2014 CSD -14-108
Special Council — January 7, 2019
ACKNOWLEDGED BY:
Michael May, General Manager Community Services Department and DCAO
Staff Report
Development Services Department
REPORT TO:
Community and Infrastructure Services Committee
DATE OF MEETING:
October 21, 2019
SUBMITTED BY:
Barry Cronkite, Director, Transportation Services
519-741-2200 ex. 7738
PREPARED BY:
Lou Slijepcevic, Traffic Project Coordinator,
519-741-2200 ex. 7153
WARD (S) INVOLVED:
All Wards
DATE OF REPORT:
October 3, 2019
REPORT NO.:
DSD -19-160
SUBJECT:
Consolidation of Uniform Traffic By-law
RECOMMENDATIONS:
K �-FvR
www.kitchen er. c a
That Council enact a by-law to regulate traffic and parking on highways under the
jurisdiction of the Corporation of the City of Kitchener; and further,
That Council approve amendments to the Administrative Monetary Penalty System
(AMPS) By-law to incorporate the new Uniform Traffic By-law; and further,
BACKGROUND:
Transportation Services staff, in consultation with the Region of Waterloo, the City of Cambridge,
the City of Waterloo, the Township of Wilmot, the Township of Wellesley, the Township of North
Dumfries, the Township of Woolwich and Waterloo Regional Police Services have developed a
consolidation of the Uniform Traffic By -Law to regulate traffic and parking on Municipal roads.
The new Uniform Traffic By -Law 2019 replaces the City's existing Uniform Traffic By -Law 2007-
138.
REPORT:
The municipal working group for the consolidation review process included staff representation
from By -Law Enforcement, Legal Services, and Transportation Services sections.
The purpose of the By -Law review was to consolidate amendments which have been adopted
since the current By-law's inception in 2007, and to incorporate legislative changes in the
applicable governing Acts. The proposed changes to the By -Law consist primarily of
administrative amendments as well as modifications to retain and refine, wherever possible,
uniformity between the Area Municipalities By -Laws. The By -Law schedules have also been
amended where necessary to reflect existing signing on roads, and to correct errors, omissions,
and inconsistencies.
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
5-1
Uniform Traffic By -Law 2019-113 Updates
Provisions that are new, or have been changed from the existing Uniform Traffic By -Law 2007-
138 include:
Part II — Definitions
➢ Accessible Parking Space — Definition was added to remain consistent with the Region
of Waterloo. New definition: `means a parking space designated under this By -Law for
the exclusive use of a vehicle displaying an accessible parking permit.'
➢ Boulevard — Definition was changed to remain consistent with the Region of Waterloo.
New definition: `means that part of a highway from the edge of the roadway to the
nearest lateral property line, but does not include a shoulder, sidewalk, cycling lane or
multi -use trail;`
➢ Commercial/Essential Parking Permit — Definition has been removed because it is no
longer part of Transportation practice.
➢ Construction Parking Permit —'General Manager of Development and Technical
Services' was changed to `General Manager, Development Services'.
➢ Director of Operations —'Director of Operations' was changed to `Director, Operations -
Roads and Traffic', `Community Services Department' was changed to `Infrastructure
Services'.
➢ Heavy Truck — Definition was changed to remain consistent with the Region of
Waterloo. The maximum weight of an unloaded truck changed from 4600 kg to 4500 kg.
➢ Motor Assisted Vehicle — Definition was changed to remain consistent with the Region
of Waterloo. New definition: `includes a motor -assisted bicycle, E -bike, power -assisted
bicycle, segway, mini -bike, go-cart and any other motor -assisted transportation device
that weighs not more than 55 kilograms and that does not have sufficient power to
enable the transportation device to attain a speed greater than 50 kilometres per hour
on level ground within a distance of 2 kilometres from a standing start, but does not
include a wheelchair;'
➢ School Frontage — Definition was added to describe the frontage of a school: "means the
areas of a highway abutting the property of a school"
➢ Shared roadway —Definition was added to give context for 40km/h speed provision where
cyclists and motorists share the roadway. `means a roadway where both cyclist and
motorist share the same vehicular travel lane.'
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
5-2
➢ Sharrow — Definition was added to give context as to what a Sharrow looks like and what
it is used for. Definition: `means a marking consisting of two chevron symbols and a
bicycle stencil on a shared roadway.'
Part III — Enforcement and Authority
Authority to Install Signs
➢ a b c - `The General Manager of Development and Technical Services' has been
changed to `Director, Transportation Services'
➢ (d) —'Director of Transportation Planning' has been changed to `Director, Transportation
Services'.
Part IV - General
Operation of Vehicles
➢ a iv — Skateboarders, Scooter users and Rollerbladers using the sidewalk, multi -use
trail, or boulevard must yield right-of-way to pedestrians.
➢ b) —'General Manager of Development and Technical Services' was changed to
`General Manager, Development Services Division'.
➢ B) The Use of Transportation Devices — Definition has been changed to remain
consistent with the Region of Waterloo. `Pursuant to the Highway Traffic Act' has been
added to the end of the paragraph.
➢ C) Riding Abreast — This section has been deleted to allow side-by-side cycling.
➢ F) Obstructing a Sidewalk — This has been changed to include `or multi -use trail'.
Part V — Parkina and Stoaaina Restrictions
Parking Prohibited
General
➢ xvii —'Within 15 metres of either side of a bus stop' has been replaced with `Within 30
metres on the approach or 15 metres on the departure of a bus stop or light rail transit
station or stop' in order to remain consistent with the Region of Waterloo.
➢ D) Snow Event —'road' has been changed to `highway' to remain consistent with the
Region of Waterloo.
➢ E) Public Notice of Snow Event - `Director of Operations' has been changed to Director,
Operations - Roads and Traffic or his or her delegate'.
No Parking
➢ b), (xii) - Within 15 metres on either side of a traffic calming measure or seasonal traffic
calming measure.
*** This information is available in accessible formats upon request. ***
Please call 519-741-2345 or TTY 1-866-969-9994 for assistance.
5-3
Part VI — On -Street Parking Meters and Parking Permits
➢ Accessible Parking for Persons with Disabilities - `When an authorized sign is on display
establishing "accessible parking", no person shall park or stop a vehicle in an accessible
parking space on any highway named or described in Schedule `27' of this By-law, on
the side or sides of the highway set out therein, other than a vehicle upon which is
properly affixed a valid accessible parking permit that is issued and displayed in
accordance with the Highway Traffic Act and is at the time being used to transport a
disabled person.' has been added to remain consistent with the Region of Waterloo.
➢ Commercial/Essential Parking Permit — has been removed because it is no longer part
of transportation practice.
Part VIII — Pedestrian Crossovers
➢ Level 1 Pedestrian Crossovers —'When an authorized sign establishing "Level 1
pedestrian crossover" is on display on any highway named or described in schedule 11
of this By-law, any location set out therein is designated as a Level 1 pedestrian
crossover.' Has been added to remain consistent with the Region of Waterloo.
➢ Level 2 Pedestrian Crossovers —'When an authorized sign establishing "Level 2
pedestrian crossover" is on display on any highway named or described in schedule 11
of this By-law, any location set out therein is designated as a Level 2 pedestrian
crossover.' has been added to remain consistent with the Region of Waterloo.
➢ `Any approach/exit of a roundabout is a Level II Pedestrian Crossover when an
authorized sign is on display'
Part XIV — Rates of Speed
➢ (ii) —'Along all school frontages, the maximum rate of speed is 40 km/h when signs are
on display.' Approved through report INS -16-051.
➢ iii) - "On any shared roadway, when sharrows are displayed, the maximum rate of
speed is 40 km/h when on display" ' Approved through report INS -17-066
Part XVI — Limited Gross Weight
➢ (3) Oversize Loads —'Director of Transportation Planning' has been changed to
`Director, Transportation Services'
Part XVII — Heavy Truck Prohibitions
➢ Exception — Has been changed to remain consistent with the Region of Waterloo.
Part XXI — Penalties
➢ (2) Exemptions —'any vehicle owned or operated by Waterloo Regional Police Service
whether or not licenced or permitted to be on the roadway, including but not limited to
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golf carts, snowmobiles, remote controlled robots and/or off road vehicles, or' added to
exemptions as per request from Waterloo Regional Police Service.
Administrative Monetary Penalty System (AMPS)
An Administrative Monetary Penalty System (AMPS) was approved for parking violations by
Council on April 15, 2019, Report CSD -19-008 and the program was implemented on June 3,
2019. The repeal and replacement of the new Traffic By-law requires an amendment to the
AMPS by-law in order to ensure both by-laws reference one another and incorporate any
required definitions to reflect the AMPS process. This amendment is minor in nature and simply
a housekeeping requirement which will have no impact or change on the current AMPS process
or procedures as previously approved by Council.
Process Improvement
Over the last three years (2016-2018) Transportation Services presented 73 consent reports
regarding On -street Parking Regulations, On -Street Stopping Regulations, All -way Stops and
Pedestrian Crossovers to the Community and Infrastructure Services Committee. These consent
reports are generally for matters that are minor in nature. Further, issues contained within the
reports are reviewed by Transportation staff with consultation and input from the local community
and Ward Councillor. The current process is as follows:
1. A request/concern is received by Council and forwarded to Transportation Services or
received by Transportation Services directly.
2. Staff review and analyze safety, roadway functionality, and conformity with the Ontario
Traffic Manual (OTM) standards and warrants. Should the request be parking related, staff may
also survey/petition affected residents
3. If additional signs/restrictions are warranted and aren't currently addressed through
general provisions of the Uniform Traffic Control By-law, staff prepare a consent report to be
considered by Community and infrastructure Services Committee (CISC). The affected
community is notified of the upcoming CISC meeting.
4. If the consent report is approved, it is then considered by Council.
5. If approved by Council, staff then prepare the required by-law amendment that must also
be considered by Council and begin the installation process in collaboration with Operations
Services.
The entire process from intake through to the beginning of the installation process can take
approximately 4-6 months.
The current Uniform Traffic Control by-law gives authorization to the General Manager of
Development and Technical Services to "place, erect and maintain or cause to be placed,
erected and maintained such traffic control devices and traffic control signs that are required to
give effect to the provisions of this by-law and/or which are authorized by the Schedules to this
by-law". Staff are recommending that items that are generally minor in nature be resolved at a
staff level and authorized under the conditions of the by-law; with input from the community and
Ward councillor; without the submission of a staff report (removal of step 3 and 4). This change
in process would shorten the overall time for typical resolution by approximately 2-3 months,
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leading to more efficient customer service while producing the same end product. Should there
be any objections from the community that cannot be resolved, community members would have
the opportunity to appeal the staff decision before Council. It is worth noting that the City of
Cambridge and the Region of Waterloo already follow a similar process and highlight greater
efficiency and overall customer satisfaction.
All other provisions in the existing By -Law were reviewed and are recommended to remain in
place.
Council of the Regional Municipality of Waterloo has adopted their consolidated Uniform Traffic
By -Law and that By -Law is now in effect. The recommended implementation date for the
proposed City of Kitchener Uniform Traffic By -Law is January 2, 2020.
ALIGNMENT WITH CITY OF KITCHENER STRATEGIC PLAN:
The recommendation of this report supports the achievement of the city's strategic vision through
the delivery of core service.
FINANCIAL IMPLICATIONS:
There is no cost associated with this report.
COMMUNITY ENGAGEMENT:
INFORM — This report has been posted to the city's website with the agenda in advance of the
council / committee meeting.
CONSULT — The Region of Waterloo and various other agencies throughout the City of
Kitchener have been consulted in regards to the consolidation of the Uniform Traffic By -Law.
ACKNOWLEDGED BY: Justin Readman, General Manager of Development Services
Development Services Division
Attached:
Appendix A — Uniform Traffic By -Law 2019-113
Appendix B — Schedule 27
Appendix C — Administrative Monetary Penalty System (AMPS) By-law Amendment 2019-123
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5-6
BY-LAW NUMBER 2019-113
OF THE
CORPORATION OF THE CITY OF KITCHENER
(A by-law to regulate traffic and parking
on highways under the jurisdiction of the
Corporation of the City of Kitchener.)
The Council of the Corporation of the City of Kitchener
ENACTS AS FOLLOWS: -
PART I - SHORT TITLE
This by-law may be cited as the City of Kitchener Traffic and Parking By-law.
PART II - DEFINITIONS
For the purposes of this by-law:
Accessible parking space means a parking space designated under this By-law for the
exclusive use of a vehicle displaying an accessible parking permit;
Authorized Sign means any traffic control device or traffic control signal placed or
erected on a highway under the authority of this by-law for the purpose of regulating,
warning or guiding traffic.
Bicycle includes a tricycle having a wheel or wheels of more than 50 centimetres in
diameter.
Bicycle Lane means a lane on a highway designated by authorized signs, the use of
which is solely for bicycles.
Boulevard means that part of a highway from the edge of the roadway to the nearest
lateral property line, but does not include a shoulder, sidewalk, cycling lane or multi -use
trail;
Bus Stop means that portion of a highway designated by a bus stop sign for the use of
transit buses, as a space for loading and unloading passengers.
By -Law Enforcement Officer means any employee of the Municipality appointed by
Council to enforce or carry out the provisions of this by-law or any part or parts thereof.
Construction Parking Area means an area designated in accordance with Part 111 2. b)
of this bylaw.
Construction Parking Permit means a permit issued by the General Manager,
Development Services or designate for the purposes of permitting
temporary construction related parking pursuant to Part 111 2. b) of this bylaw.
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Corner means the point of intersection of curb lines.
Council means the Municipal Council of the Corporation of the City of Kitchener.
Cul-de-sac means a highway terminating in a turn -around.
Curb Lines:
a) where a curb has been constructed, means the line of curb; and
b) where no curb has been constructed, means the edge of the roadway.
Designated Provision means any section of this By-law designated in accordance with
Part XXI Section 1(c);
Director, Operations means the Director, Operations - Roads and Traffic in
Infrastructure Services of The Corporation of the City of Kitchener or his or her
designate.
Drive means to drive, move or operate a vehicle.
Driveway means that part of a highway that provides vehicular access to and from the
roadway and an adjacent property.
Heavy Truck means a vehicle or combination of vehicles, having a weight when
unloaded of 4.5 metric tonnes (4,500 kilograms or more, but does not include a
passenger vehicle, an ambulance, a transit bus on its assigned route or a vehicle of the
Police or Fire Departments.
Highway Traffic Act means the Highway Traffic Act, R.S.O. 1990, c. H.8 as amended
and regulations made thereunder.
Initial Parking would mean the time when a Bylaw Enforcement Officer enters the
license plate information into his/her handheld device or records the license plate.
Median means that part of a highway that divides a roadway or separates two
roadways within a highway, including any channelizing islands and the central islands
of any roundabouts.
Motor Assisted Vehicle includes a motor -assisted bicycle, E -bike, power -assisted
bicycle, segway, mini -bike, go-cart and any other motor -assisted transportation device
that weighs not more than 55 kilograms and that does not have sufficient power to
enable the transportation device to attain a speed greater than 50 kilometres per hour
on level ground within a distance of 2 kilometres from a standing start, but does not
include a wheelchair;
Motorized Snow Vehicle means a self-propelled vehicle designed to be driven
primarily on snow.
Municipality means the City of Kitchener.
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Multi -Use Trail means that part of a highway with surface improved with asphalt,
concrete or gravel for the use of pedestrians and non -motorized vehicles.
One Way Street means a highway upon which vehicular traffic is limited to movement in
one direction.
O. Reg. 333/07 means Ontario Regulation 333/07, made under the Municipal Act,
2001, S.O. 2001, c. 25, as amended from time to time or any successor thereof;
Parking Administrative Penalty By-law means By-law No. 2019-039 of the City, as
amended from time to time, or any successor thereof;
Parking Meter means a device that shall indicate thereon the interval of time during
which a vehicle may be parked, and which shall have a receptacle for receiving
payment, and which shall also indicate when said interval of time shall have elapsed.
Parking Space means that part of the roadway, the use of which is designated for the
purpose of parking a vehicle.
Pedestrian means any person afoot, any person in a wheelchair, any child in a
wheeled carriage, and any person riding a non -motorized bicycle with wheels less than
50 centimetres in diameter.
Police Officer means an employee of the Waterloo Regional Police Service who is
appointed as a peace officer pursuant to the Police Services Act.
Reparking means parking the same vehicle within 5 hours of initial parking within a `no
reparking area' designated by the Municipality.
Reserved Lane means a lane within a highway reserved under this by-law exclusively
for use by horse-drawn vehicles, buses or other specific classes or types of
vehicles.
Residential Visitor Parking Permit means a valid permit issued by the Municipality that
allows the user thereof to park in designated Permit Only Parking areas.
Roundabout means a form of intersection which accommodates traffic flow in a circular
direction around a central island.
School Bus means a bus that,
a) is painted chrome yellow, and
b) displays on the front and rear thereof the words "school bus" and on the rear
thereof the words "do not pass when signals flashing".
School Crossing means:
a) any portion of a highway at or near an intersection described in Schedule `20'
of this by-law distinctly indicated for pedestrian crossing by lines or other
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markings on the surface of the roadway; or
b) any portion of a highway distinctly indicated for pedestrian crossing by school
crossing signs and lines or other markings on the surface of the roadway.
School Frontage means the areas of a highway abutting the property of a school.
School Purpose Vehicle means a vehicle that a school board has contracted to
transport one or more students, including but not limited to a school bus.
School Zone means the areas of a highway abutting the property of a school, including
30 meters on both sides of a school crossing, provided the school crossing is located
on that same highway within 30 meters of the school property, as indicated by the
posting of no stopping signs in conjunction with school zone tab signs.
Shared roadway— means a roadway where both cyclist and motorist share the same
vehicular travel lane.
Sharrow — means a marking consisting of two chevron symbols and a bicycle stencil on
a shared roadway.
Shoulder means that portion of the highway lying adjacent to the roadway which is
improved with granular or paved surface and is not intended for the passage of
motor vehicles.
Sidewalk means that portion of a highway between the curb line and the property line
of the lot abutting the highway improved for the use of pedestrians.
Snow Event means a period of time during which the Director, Operations - Roads and
Traffic, or his or her delegate, declares that he or she anticipates a snow fall or
accumulation which is likely to require extensive snow ploughing, snow clearing, or
snow removal operations. A snow event shall end 24 hours later unless cancelled or
extended by the Director, Operations - Roads and Traffic in accordance with the
provisions of this by-law.
Special Event means an event designated as a special event for the period of
time and within the geographic area identified in a by-law passed by Council.
(Amended: By -Law 2015-039)
Time means whenever certain hours are named herein, Standard Time or Daylight
Saving Time, whichever shall be in general use in the Municipality.
Traffic Control Device means a sign, marking or other device on a highway for the
purpose of controlling, guiding or directing traffic.
Traffic Control Signal means any device, manually, electrically or mechanically
operated, for the regulation of traffic.
Traffic Island means a central island located within a cul-de-sac.
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Unlicensed Vehicle means a motor vehicle that does not have a current validation
sticker visibly affixed to its licence plate.
Wheelchair means a chair mounted on wheels driven by muscular or any other kind of
power and used for the carriage of a person who has a physical defect or disability.
PART III - ENFORCEMENT AND AUTHORITY
Enforcement -Deleted
(Amended: By -Law 2008-134)
2. Authority To Install Signs
a) The Director, Transportation Services or designate is hereby authorized to
place, erect and maintain or cause to be placed, erected and maintained
such traffic control devices and traffic control signs that are required to
give effect to the provisions of this by-law and/or which are authorized by
the Schedules to this by-law.
b) The Director, Transportation Services or designate, notwithstanding the
other provisions of this By-law, is further authorized for the duration of the
situation to place, erect or maintain such traffic control devices, including
signs, and traffic control signals that are not authorized by this by-law but
are required for safety, construction and/or emergency reasons.
c) Unless otherwise permitted, no person shall place, maintain or display
upon any highway any sign, signal, marking or device which purports to be
or is an imitation of or resembles any traffic control device or traffic control
signal, without prior approval of the Director, Transportation Services or
designate.
d) The Director, Transportation Services is authorized to issue Oversize
Load Permits for use of a municipal road by a vehicle or combination of
vehicles in excess of the dimension and weight limits set out in the
Highway Traffic Act.
3. Scope
All provisions of this by-law are applicable to highways or parts of highways
under the jurisdiction of the Municipality.
PART IV - GENERAL
Operation of Vehicles
a) Driving On a Boulevard, Sidewalk or Multi -Use Trail
(i) No person shall drive a motor vehicle or a motor -assisted vehicle
on any boulevard, sidewalk or multi -use trail except at a
d riveway.
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(ii) No person shall ride a bicycle on any boulevard or sidewalk except
at a driveway.
(iii) No person shall drive a motorized snow vehicle on any sidewalk or
multi -use trail or on any boulevard beside a sidewalk or multi -use
trail.
(iv) Skateboarders, Scooter users and Rollerbladers using the sidewalk,
multi -use trail, or boulevard must yield right-of-way to pedestrians..
b) Closed Highways
No person shall drive or park a vehicle except an emergency vehicle or a
vehicle authorized by the General Manager, Development Services
Division or designate or by a Police Officer through or enter upon any
highway, or part thereof, that is roped or barricaded or marked by
authorized signs prohibiting its use.
C) Newly Painted Lines
No person shall drive, or attempt to drive, on or over or tamper with or
walk on any newly painted line or series of lines on any roadway or
shoulder when the presence of such is indicated by signs, markers,
electric lanterns or otherwise.
d) Blocking Intersection
A driver or operator of a vehicle approaching a green traffic control signal
at an intersection shall not enter the intersection unless traffic in front is
e)
moving in a manner that would reasonably lead to the belief that the
vehicle can be cleared of the intersection before the traffic control signal
turns red. This prohibition, however, does not apply to the driver or
operator of a vehicle who enters an intersection for the purpose of turning
to the right or left onto an intersecting roadway and signals his intention to
make such turn prior to entering the intersection.
Roundabouts
No person shall drive any vehicle or animal in a roundabout other than in
a counter clockwise direction.
2. Pedestrians and Cvclists
a) Games or Sports
Unless allowed under a permit granted by the Municipality, no person
shall play or take part in any game or sport upon a highway, including the
placement or storage of sports equipment upon a highway.
b) The Use of Transportation Devices
Unless allowed under a permit granted by the Municipality, no person
riding in or by means of any skateboard, coaster, toy vehicle or similar
transportation device shall go upon a roadway except for the purpose of
crossing the roadway and when so crossing such person shall have the
rights and be subject to the obligations of a pedestrian pursuant to the
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Highway Traffic Act.
C) Parking a Bicycle
(i) Unless otherwise permitted in this By-law, no person shall park a
bicycle on any roadway or shoulder.
(ii) No person shall park a bicycle on any highway except in an upright
position.
d) The Use of Sidewalks
All pedestrians shall utilize sidewalks whenever they are provided
adjacent to a roadway.
e) The Use of Roller Skates
Unless allowed under a permit granted by the Municipality, no person
upon roller skates, roller blades or similar footwear shall go upon a
roadway except for the purpose of crossing the roadway and when so
crossing such person shall have the rights and be subject to the
obligations of a pedestrian.
f) Obstructing a Sidewalk
No person shall obstruct or impede pedestrians on a sidewalk or multi -use
trail unless otherwise permitted by the Municipality.
3. Animals
a) Riding on a Boulevard, Sidewalk or Multi -Use Trail
No person shall ride, drive, lead or back any animal, except household
pets, within, across or along any sidewalk, boulevard or multi -use trail
except on a driveway.
b) Attendance While In Motion
No person shall drive an animal drawn vehicle on a highway unless he or
she remains upon the vehicle while it is in motion or walks beside the
animal drawing it.
C) Parking
No person shall leave a carriage, cart, wagon, sleigh or sled drawn by an
animal on a highway without the animal drawing it.
4. Objects on Roadway
Unless otherwise authorized, no person shall place or store any object or
accumulation of material, including snow or ice, upon a roadway.
PART V - PARKING AND STOPPING RESTRICTIONS
Permit Only Parking
a) When authorized signs have been erected and are on display, no person
shall park a vehicle in any Permit Only Parking Area listed in Schedule `7'
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to this by-law, unless the vehicle visibly displays a valid Residential
Visitor Parking Permit affixed to the inside rear view mirror or dashboard
of the vehicle.
b) Use of any Residential Visitor Parking Permit is subject to Part V,
sections 3.a)(xiii) and 3.a)(xiv) of this By-law and such permit shall not in
any way be construed to grant permission to park for longer than three
(3) consecutive hours, park during the time period of 2:30 am to 6:00 am
from December 1 st to March 31 st of each year, or violate any provision of
this by-law.
c) Occupants of single family dwellings located in the area set out in
Schedule `8' to this by-law may apply for and will be entitled to two (2)
Residential Visitor Parking Permits per household.
d) Owner of apartment buildings:
(i) located adjacent to any section of roadway or roadways set out in
Schedule `8' of this by-law, and
(ii) demonstrating legal non -conforming use status to the satisfaction
of the Corporation of the City of Kitchener that allows them to
provide less parking than required by the City of Kitchener Zoning
By-law 85-1 as amended;
may apply for and will be entitled per property on which an apartment
building or buildings is/are situated to a number of Residential Visitor
Parking Permits equal to the difference between the number of on-site
parking spaces at the apartment building and the amount of parking
spaces that would be required by the City of Kitchener Zoning By-law 85-1
as amended if the building did not have the above-mentioned legal non-
conforming use status.
2. Method of Parking or Stopping
a) General
Unless otherwise prohibited or permitted in this by-law, no person shall
park or stop a vehicle on any roadway except on the right side of the
roadway, having regard to the direction in which the vehicle has been
travelling with the right front and right rear wheels or runners not more
than 0.15 meters from the curb line.
b) Parking On One Way Streets
Where parking is permitted on either side or both sides of a one way
street, no person shall park a vehicle except in the direction it was
permitted to proceed parallel to and not to exceed a distance of 0.15
metres from the curb line.
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c) Angle Parking
Where angle parking is permitted, no person shall park a vehicle except at
the angle with the roadway indicated by markings and/or signs, and so
that the front end of the vehicle is nearest to the edge of the roadway.
d) Boulevard
Where boulevard parking is permitted, no person shall park a vehicle on
the abutting roadway or any part thereof.
e) Parking Spaces
Where parking spaces are designated on a roadway, no person shall park
a vehicle in such a manner as to infringe upon or take up more than one
parking space unless the vehicle cannot be accommodated in one parking
space.
3. Parking Prohibited
a) General
Unless otherwise permitted in this by-law, no person shall at any time park
a vehicle on any highway:
(i) On or overhanging the curb line;
(ii) On or overhanging any boulevard, sidewalk or multi -use trail;
(iii) Within an intersection, including a roundabout;
(iv) Within 3 metres of a point on the curb or edge of the roadway nearest any
fire hydrant;
(v) Within 15 metres of the nearest rail of a level railway crossing;
(vi) Within 9 metres of an intersecting roadway;
(vii) Reserved;
(viii) In front of or within 1.5 metres of the entrance to a driveway or so as to
prevent ingress to or egress from such driveway;
(ix) Reserved;
(x) In such a manner as to obstruct a crosswalk;
(xi) In such a manner as to obstruct traffic;
(xii) Reserved;
(xiii) For a longer period of time than 3 consecutive hours unless displaying a
valid Construction Parking Permit;
(xiv) Between the hours of 2:30 a.m. and 6:00 a.m. on any day between
December 1St through to March 31St of each year, both dates inclusive;
(xv) For the purpose of repairing, washing or maintenance of a vehicle, save
when such use of the highway is unavoidable through emergency;
(xvi) For the purpose of soliciting, vending, buying or selling goods and/or
services, loading or unloading, or otherwise conduct business of any kind,
unless otherwise permitted by by-law;
(xvii) within 30 metres on the approach or 15 metres on the departure side of a
bus stop or light rail transit station or stop;
(xviii) Within a reserved lane during the hours and days that the reserved lane is
in effect;
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(xix) If such vehicle is a transit bus, except at a bus stop or at a location where
the transit bus is waiting for charter or emergency passengers;
(xx) If such vehicle is a school bus, except within a school bus loading zone;
(xxi) If such vehicle is a heavy truck;
(xxii) If such vehicle is a trailer more than 10 metres in length;
(xxiii) If such vehicle is an unlicensed vehicle;
(xxiv) If such vehicle is leaking gasoline, engine oil or any other vehicle fluids; or
(xxv) On, or in such a manner as to obstruct any designated bicycle lane,
provided that this shall not prohibit a momentary stopping of transit buses
at signs marking a bus stop, taxis while actively engaged in receiving or
discharging passengers, or other motor vehicles while actively engaged in
receiving or discharging passengers.
b) Emergency Prohibition Of Parking
Despite Parts V and VI of this by-law and anything in Schedules 1, 2, 3, 4,
5, 6, 7, 8, and 9, when authorized signs are on display, no person shall
park on any highway during any emergency. For this purpose,
"emergency" includes, but is not limited to, a fire, flood or other natural
disaster, snow loading or clearing, road repairs or maintenance work of
a public utility and any circumstance in which Section 134 of the Highway
Traffic Act applies.
(Amended: By -Law 2008-170)
c) Construction Parking
Notwithstanding any other provisions of this bylaw, no person shall park a
vehicle in a Construction Parking Area unless displaying a valid permit
which is readily visible from the outside of the vehicle.
d) Snow Event
No person shall park a vehicle on any highway within the
Municipality during a Snow Event.
(Amended: By -Law 2008-170)
e)
Public Notice of Snow Event
The Director, Operations - Roads and Traffic, or his or her designate
shall ensure that notice to the public of a Snow Event or an
extension thereof is given in at least two of the following means:
(i) the issuance of a media advisory;
(ii) posting notification on the City's internet site; or
(iii) any other means of giving notice that has a reasonable likelihood of
coming to the attention of persons who are affected.
(Amended: By -Law 2008-170)
4. No Parking
a) Where signs establishing a "NO PARKING ZONE" have been erected, no
person shall park a vehicle within such zone except when necessary to
avoid conflict with other traffic or in compliance with a traffic control signal,
sign, device, or the directions of a police officer.
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b) Without limiting the generality of the provisions of Part V Section 4. a) to
this bylaw, authorized signs may be erected prohibiting the parking of a
vehicle on a highway in any of the following places:
(i) On any of the highways or parts of highways named or described in
Schedule '1' to this by-law, on the side or sides of highways set out,
during the times and/or days set out in the said Schedule;
(ii) On any public lane;
(iii) Adjacent to a traffic island;
(iv) On any highway within 15 metres of the termination of a dead end
highway;
(v) In front of an emergency entrance to, or exit from a hospital,
theatre, auditorium or other building in which persons may be
expected to congregate in large numbers;
(vi) Within 30 metres on either side of a point designated as a bus
stop;
(vii) On that side of any highway where the same abuts on the property
of any public park, public playground or school;
(viii) Within 15 metres on either side of an access to a "Community
Trail";
(ix) Within 8 metres of any fire hall access on the side of the highway
on which the fire hall is located and/or within 30 metres of such fire
hall access on the opposite side of the highway;
(x) Within 15 metres of an intersection;
(xi) Within 30 metres of an intersection controlled by traffic control
signals.
(xii) Within 15 metres on either side of a traffic calming measure or
seasonal traffic calming measure.
5. Limited Parkin
When authorized signs are on display, no person shall park a vehicle on any
highway named or described in Schedule '2' to this by-law, except on the side or
sides of highways set out therein, during the times and/or days set out therein,
for the length of time set out therein, unless displaying a valid Construction
Parking Permit.
6. Angle Parking
When authorized signs are on display, no person shall park a vehicle on any of
the highways or parts of highways named or described in Schedule '3' to this by-
law, on the side or sides of highways set out in the said Schedule, except in
accordance with Part V, Section 2. c) to this by-law.
7. Stopping Prohibited
Unless otherwise permitted in this by-law, no person shall stop a vehicle on any
highway:
(i) Within a School Bus Loading Zone;
(ii) On or adjacent to a median;
(iii) On, under or within 30 metres of a bridge, elevated structure,
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tunnel or underpass;
(iv) Within a roundabout.
8. No Stopping
a) Where signs establishing a "NO STOPPING ZONE" are on display, no
person shall stop a vehicle within such zone other than a transit bus at a
bus stop or a school purpose vehicle within a school bus loading zone.
b) Without limiting the generality of the provisions of Part V Section 8. a),
authorized signs may be erected prohibiting the stopping of a vehicle on a
highway in any of the following places:
(i) On any of the highways or parts of highways named or described in
Schedule '4' to this by-law, on the side or sides of highways set out,
during the times and/or days set out in the said Schedule;
(ii) Within 30 metres of a designated school crossing;
(iii) On that side of any highway where the same abuts on the property
of any school except School Purpose Vehicles while actually
engaged in loading or unloading passengers;
(iv) Within 15 metres of a Pedestrian Crossover;
(v) On the opposite side of any highway adjacent to school property,
between the hours of 8:00 a.m. and 4:30 p.m., from Monday to
Friday inclusive.
9. Loading Zones
When signs are on display, no person shall stop a vehicle other than a
commercial motor vehicle on any of the highways or parts of highways named or
described in Schedule '5' to this by-law, on the side or sides of highways set out,
during the times and/or days set out in the said Schedule, except that the driver
of a passenger vehicle may temporarily stop in a loading zone for the purpose of
and while actually engaged in loading or unloading passengers and/or
merchandise, provided that such stopping does not interfere with any
commercial motor vehicle entering or exiting such loading zone.
10. Taxicab Stands
When authorized signs are on display, no person shall stop a vehicle other than
a taxicab on any of the highways or parts of highways named or described in
Schedule '6' to this by-law, on the side or sides of highways set out in the said
Schedule, except that the driver of a passenger vehicle may temporarily stop in a
taxicab stand for the purpose of and while actually engaged in loading or
unloading passengers, provided that such stopping does not interfere with any
taxicab entering or exiting such taxicab stand.
11. No Stoapina in School Zones
a) No person shall stop a vehicle within a school zone except when
necessary to avoid conflict with other traffic or in compliance with a traffic
control signal, sign, device or the directions of a police officer other than a
transit bus at a bus stop or a school purpose vehicle within a school bus
5-18
14
loading zone.
b) Without limiting the generality of the provisions of Part V Section 11. a) to this
by-law, authorized school zone tab signs may be erected prohibiting the
stopping of a vehicle:
(i) On that side of any highway where the same abuts on the property
of any school.
(ii) On the opposite side of any highway adjacent to school property,
between the hours of 8:00 a.m. and 4:30 p.m., from Monday to
Friday inclusive.
(iii) Within 30 meters on both sides of a school crossing, provided the
school crossing is located on the same highway within 30 meters of
the school property.
12. Special Event Parking
Notwithstanding anything else in this by-law, during a Special Event no
person shall park or stop a vehicle on any highway:
(a) On or overhanging any boulevard or sidewalk;
(b) In front of or within 1.5 metres of the entrance to a driveway or so as
to prevent ingress or egress from such driveway;
(c) Within 3 metres of a point on the curb or edge of the roadway
nearest any fire hydrant;
(d) Where signs establishing "No Parking" have been erected;
(e) Where signs establishing "No Stopping" have been erected;
(t) Where signs establishing "Emergency — No Parking" have been
erected;
(g) Where signs establishing "School Bus Loading Zone" have been
erected;
(h) For a period of time that exceeds the time limit where signs
establishing a time limit have been erected; or
(i) For a longer period of time than 3 consecutive hours.
(Amended. By -Law 2015-039)
PART VI - ON -STREET PARKING METERS and PARKING PERMITS
Parking Meter Zones
The highways, parts of highways and sides of highways named or described in
Schedule '9' to this by-law are hereby designated as parking meter zones and
the fee for the use of a metered parking space located in a parking meter zone is
as indicated in the said Schedule. Within a parking meter zone, no person shall:
a. park a vehicle in a parking meter zone between the hours and during the
days set out in Schedule '9', of this by-law except when such days are
holidays, unless the person pays the required fee in the parking meter
provided for the parking space occupied;
b. allow a vehicle to remain parked in a parking space for a period longer
5-19
15
than that for which payment has been made in the form of coins deposited
in the parking meter or meters, provided, however, that this shall not
prevent the driver of a vehicle from using the unexpired time remaining in
the meter or meters from its previous use without depositing a coin
therein.
c. allow a vehicle to remain in a parking space for a period longer than the
maximum length of time for which continuous parking is permitted as
indicated on the parking meter provided for the parking space and as set
out in Schedule `9' of this by-law.
d. deposit or cause to be deposited in any parking meter any slug, device or
other substitute for a coin of the Dominion of Canada or the United States
of America.
e. park a vehicle in a parking meter zone in such a manner that it is not
wholly within an area designated as a parking space and, if the vehicle is
of such length as to prevent it being parked within one space, then the
person parking same shall make the necessary deposit of coins in the
parking meter provided for each parking space occupied. This section
shall not authorize a vehicle to be parked parallel to the curb or edge of
roadway in a location where angle parking only is permitted.
2. Funeral Services
Churches and funeral parlours within the parking meter zone at which funeral
services are being held are hereby given authority to place signs on parking
meters or otherwise in a manner approved by the Municipality indicating that
parking, except for those attending such service, is temporarily prohibited in the
parking spaces so marked for a period of one hour in advance of the scheduled
time of such service, and during such service, and any persons disobeying the
instructions of said signs shall be considered as violating the provisions of this
Part relating to parking. It shall not be necessary for the owner or driver of a
vehicle parked in connection with such service in the parking spaces so marked
to deposit any coin during the aforesaid period.
3. Accessible Parkina for Persons with Disabilities
When an authorized sign is on display establishing "accessible parking", no
person shall park or stop a vehicle in an accessible parking space on any
highway named or described in Schedule `27' of this By-law, on the side or sides
of the highway set out therein, other than a vehicle upon which is properly affixed
a valid accessible parking permit that is issued and displayed in accordance with
the Highway Traffic Act and is at the time being used to transport a disabled
person.
4. Taxicab Stands
a. The Municipality, on the application of a taxicab operator, may designate
parking spaces in a parking meter zone within the Municipality as taxicab
stands and may grant to such operator a license to park taxicabs operated
5-20
16
by that person in such stands.
b. No such taxicab stand shall be greater in length than 16 metres and the
yearly license fee therefore shall be $5.00 per 30 centimetres of curb
space.
c. No person shall park any taxicab in a metered parking space, whether the
prescribed fee for the use thereof is paid or not, for the purpose of
soliciting business.
5. Collection of Fees
The collection of fees deposited in parking meters within the Municipality shall be
under the control and jurisdiction of the Municipality.
PART VII - TRAFFIC CONTROL SIGNALS
The installation of traffic control signals is hereby authorized at the locations set out in
Schedule '10' to this by-law.
PART VIII - PEDESTRIAN CROSSOVERS
1. Level 1 Pedestrian Crossovers
When an authorized sign establishing "Level
any highway named or described in schedule
therein is designated as a Level 1 pedestrian
2. Level 2 Pedestrian Crossovers
pedestrian crossover" is on display on
11 of this By-law, any location set out
crossover.
When an authorized sign establishing "Level 2 pedestrian crossover" is on display on
any highway named or described in schedule 11 of this By-law, any location set out
therein is designated as a Level 2 pedestrian crossover.
Any approach/exit of a roundabout is a Level II Pedestrian Crossover when an
authorized sign is on display.
PART IX - THROUGH HIGHWAYS
The highways or parts of highways named or described in Schedule '12' to this by-law
are designated as "Through Highways" except at intersections thereon where traffic
control signals, an all -way stop control, or a roundabout are in operation.
For all highways or parts of highways designated as a "Through Highway", a stop sign
or a yield sign shall be erected facing approaching traffic on the highways or parts of
highways intersecting the "Through Highway".
PART X - INTERSECTION STOP SIGNS
5-21
17
Stop signs shall be erected at the intersections named or described in Schedule '13' to
this by-law, facing the traffic travelling in the direction specified in the said Schedule.
PART XI - INTERSECTION YIELD SIGNS
Yield signs shall be erected at the intersections named or described in Schedule
'14' to this by-law, facing the traffic travelling in the direction specified in the said
Schedule.
2. Yield signs shall be erected on each approach to the roundabouts named or
described in Schedule `26' to this By-law.
PART XII - VEHICLE MOVEMENTS
U -Turns
When authorized signs are on display, no person shall operate a vehicle in such
a manner as to make a U -Turn on any of the highways or parts of highways
named or described in Schedule '15' to this by-law.
2. Prohibited Movement(s
When authorized signs are on display, no person operating a vehicle on any of
the highways or parts of highways named or described in Schedule '16' to this
by-law, proceeding in the direction or emerging from a property set out, shall
make the movement(s) set out, during the time and/or days set out, in the said
Schedule.
3. Lane Designation
When authorized signs are on display, a person operating a vehicle on any of
the highways or parts of highways named or described in Schedule '17' to this
by-law, proceeding in the direction set out, at the location set out, shall make the
movement(s) set out in the said Schedule.
PART XIII - ONE WAY STREETS
When authorized signs are on display, the highways or parts of highways named or
described in Schedule '18' to this by-law are designated as one way highways in the
direction of travel stated in the said Schedule.
PART XIV - RATES OF SPEED (km/h)
1. General
When authorized signs are on display, the maximum permissible rate of speed
on any of the highways or parts of highways named or described in Schedule '19'
to this by-law shall be that rate of speed set out in the said Schedule.
2. School Frontaaes
Along all school frontages, the maximum rate of speed is 40 km/h when signs
are on display.
5-22
18
3. Shared Roadways
On any shared roadway as defined in `Schedule 25', when sharrows are on
display for a minimum of 75 metres, the maximum rate of speed is 40 km/h.
PART XV - CENTRE LANE: TWO WAY LEFT TURNS
When authorized signs are on display, no person shall operate a vehicle on any of the
highways or parts of highways named or described in Schedule '21' to this by-law,
except for the purpose of turning left.
PART XVI - LIMITED GROSS WEIGHT
Highways
Pursuant to Section 122 of the Highway Traffic Act, when authorized signs are
on display, no person shall drive a vehicle in excess of 5 tonnes per axle on
those highways or parts of highways at any time.
2. Bridges
When authorized signs are on display, no person shall drive, move or operate, at
any time, a vehicle or combination of vehicles on, over or upon a bridge or any
part of a bridge described or named in Schedule `22' of this by-law if the gross
weight is greater than the weight in tonnes posted and as set out in that
Schedule.
3. Oversize Loads
No person shall drive on a highway a vehicle or combination of vehicles that is in
excess of the dimensions and weight set out in the Highway Traffic Act without
first having obtained an Oversize Load Permit from the Director, Transportation
Services.
PART XVII - HEAVY TRUCK PROHIBITIONS
Highways
When authorized signs are on display, no person shall drive, move, or operate a
heavy truck on any highway except those highways or parts of highways named
or described in Schedule '23' to this by-law, during the times and/or days set out
in the said Schedule.
2. Exception
Shall not apply to the driver of a heavy truck making a delivery to, or a collection
from a premise or premises that cannot be reached by any route other than the
highway where heavy trucks are prohibited within this By-law, provided that when
making such a delivery or collection the same highway is travelled only as far as
is unavoidable in getting to and from such premise or premises.
5-23
19
PART XVIII - SCHOOL BUS LOADING ZONES
When authorized signs are on display, the driver of a school purpose vehicle must stop
on those highways or parts of highways named or described in Schedule '24' to this by-
law on the side or sides of highways set out in the said Schedule.
PART XIX — BICYCLE LANES
When authorized signs are on display, the highways or parts of highways named or
described in Schedule `25' to this bylaw are designated as Bicycle Lanes as set out in
the said schedule.
PART XX — ROUNDABOUTS
No person shall drive, move or operate any vehicle or animal other than in a counter-
clockwise direction on any roundabout named or described in Schedule `26' to this By-
law.
PART XXI — PENALTIES
(a) Any person who contravenes any of the provisions of this By-law, except a
Designated Provision, is guilty of an offence and upon conviction is liable
to a penalty as provided for in the Provincial Offences Act, R.S.O. 1990, c
P. 33, as amended from time to time, or any successor thereof.
(b) Part XXI, Section 1(a) of this By-law shall be in addition to, and shall not
limit the application of, the Highway Traffic Act.
(c) The Sections of this By-law that are listed in Schedule 27 to this By-law
are hereby designated for the purposes of Section 3 of O. Reg. 333/07 as
parts of this By-law to which the Parking Administrative Penalty By-law
applies.
(d) If a vehicle has been left parked, standing or stopped in contravention of a
Designated Provision, the owner of the vehicle shall, upon issuance of a
penalty notice in accordance with the Parking Administrative Penalty By-
law, be liable to pay an administrative penalty and any administrative fees,
in accordance with the Parking Administrative Penalty By-law.
(e) The Provincial Offences Act, R.S.O. 1990, c. P. 33, as amended from
time to time, or any successor thereof, does not apply to a contravention
of a Designated Provision of this By-law.
(f) Except as set out in Part XXI, Sections 1(a) and 1(e) of this By-law, all
provisions of this By-law and of any other applicable legislation shall
continue to apply to the Designated Provisions, in addition to the Parking
Administrative Penalty By-law.
5-24
20
2. Exemptions
a. Part IV (Section 1 only), Part V, Part VI, Part XVI, and Part XVII
(Section 1 only) shall not, if compliance therewith would be
impractical, apply to the operator of an emergency vehicle which
includes but is not limited to an ambulance, police or fire department
vehicle, or any vehicle owned or operated by the Waterloo Regional
Police Service whether or not licenced or permitted to be in the
roadway, including but not limited to golf carts, snowmobiles,
remote controlled robots and/or off-road vehicles, or public
emergency vehicle engaged in their duties, or any vehicles engaged
in works undertaken for or on behalf of the Municipality, the
Regional Municipality of Waterloo or public utilities.
(Amended: By Law # 2008-134)
b. A police officer, Municipal Law Enforcement Officer or By -Law
Enforcement Officer actively engaged in enforcing the provisions of
this or other municipal by-laws, or laws is exempt from such
provisions of this by-law as reasonably necessary for the
performance of such enforcement.
(Amended: By Law # 2008-134)
3. Authoritv To Tow Vehicles
a) In addition to any other penalties provided for in this by-law, a
member of the Waterloo Regional Police Service or a By-law
Enforcement Officer may, where a vehicle is parked or stopped in
contravention of any portion of Parts IV, V or VI of this by-law, cause
it to be moved or taken to and place or stored in a suitable place.
(Amended: By -Law # 2008-170)
b) All costs and charges incurred for removing, caring for and storing a
vehicle pursuant to subsection a) of this section, shall be a lien upon the
vehicle, which lien may be enforced in the manner provided for the Repair
and Storage Liens Act, R.S.O. 1990, Chapter R. 25, as amended.
PART XXII - HIGHWAY TRAFFIC ACT
The provisions of this by-law shall be subject to the provisions of the Highway Traffic
Act, R.S.0.1990, c.H.8 and any amendments thereto. The definitions contained within
the Highway Traffic Act shall apply in the interpretation of this by-law except where
inconsistent or defined herein, in which case the definition under this by-law shall apply.
PART XXIII — VALIDITY
Should any part, section or provision of this by-law be declared by a Court of competent
jurisdiction to be invalid, the same shall not affect the validity of the by-law as a whole
or in part thereof, other than the part which was declared to be invalid.
5-25
21
PART XXIV - EFFECTIVE DATE
1. This by-law will come into force and take effect at 12:01 a.m. on January 2,
2020.
2. By-law Number 2007-138 of the City of Kitchener, as amended, is hereby
repealed as of January 2, 2020 at 12:00 a.m.
3. Notwithstanding Part XXIV, Section 2 of this Bylaw, By-law Number 2007-138 of
the City of Kitchener, as amended, shall continue to apply to proceedings in
respect of offences that occurred before its repeal.
PASSED in the Council Chambers in the City of Kitchener this 4t" Day of November
A.D. 2019.
Mayor
Clerk
5-26
Schedule 27 to By-law Number 2019-113
DESIGNATED PROVISIONS FOR ADMINISTRATIVE PENALTIES
COLUMN 1
ITEM
COLUMN 2
DESIGNATED PROVISION
1
Part V 1(a)
2
Part V 2(a)
3
Part V2a
4
Part V2b
5
Part V 2(b)
6
Part V 2(b)
7
Part V 2(d)
8
Part V2 e
9
Part V 3(a)(i)
10
Part V 3(a)(ii)
11
Part V 3(a)(ii)
12
Part V 3(a)(iii)
13
Part V 3(a)(iii)
14
Part V 3(a)(iii)
15
Part V 3 a iv
16
Part V 3(a)(v)
17
Part V 3(a)(vi)
18
Part V 3(a)(viii)
19
Part V 3 a viii
20
Part V 3(a)(x)
21
Part V 3(a)(xi)
22
Part V 3 a xiii
23
Part V 3(a)(xiv)
24
Part V 3(a)(xv)
25
Part V 3(a)(xv)
26
Part V 3(a)(xv)
27
Part V 3(a)(xvi)
28
Part V 3(a)(xvi)
29
Part V 3(a)(xvi)
30
Part V 3(a)(xvi)
31
Part V 3(a)(xvi)
32
Part V 3(a)(xvii)
33
Part V 3 a xvii
34
Part V 3(a)(xxv)
35
Part V 3(a)(xviii)
36
Part V 3(b)
37
Part V 3(a)(xix)
38
Part V 3 a xx
5-27
39
Part V 3(a)(xxii)
40
Part V 3 a xxi
41
Part V 3 (a)(xxiii)
42
Part V 3 a xxiv
43
Part V 3(c)
44
Part V 4(a)
45
Part V 5
46
Part V 6
47
Part V 6
48
Part V 7(i)
49
Part V 7(ii)
50
Part V 7(ii)
51
Part V 7(iii)
52
Part V 7(iii)
53
Part V 7(iii)
54
Part V 7(iv)
55
Part V 8(a)
56
Part V 9
57
Part V 10
58
Part V 11 a
59
Part V 12(a)
60
Part V 12(a)
61
Part V 12(b)
62
Part V 12(c)
63
Part V 12(d)
64
Part V 12(e)
65
Part V 12(f)
66
Part V 12(g)
67
Part V 12(h)
68
Part VI 1 b
69
Part VI (1) (a) (c) (e)
70
Part VI (1)(c)
71
Part VI 1(e)
72
Part VI 4(c)
73
Part V 3(d)
74
Part VI 3
75
Part VI 3
5-28
Appendix C
BY-LAW NUMBER 2019-123
OF THE
CORPORATION OF THE CITY OF KITCHENER
(Being a by-law to amend the parking administrative penalty by-law)
WHEREAS the Council of The Corporation of the City of Kitchener enacted By-law Number 2019-
039 on April 15, 2019 (the "Parking Administrative Penalty By-law");
AND WHEREAS the sections of Traffic & Parking By-law Number 2007-138 containing parking
infractions were designated as sections to which the Parking Administrative Penalty By-law
applies, and for which short form wording and administrative penalties were identified in Schedule
"A" to the Parking Administrative Penalty By-law;
AND WHEREAS the City has repealed Traffic & Parking By-law Number 2007-138 and replaced
it with Traffic & Parking By-law Number 2019-113, January 2, 2020;
AND WHEREAS the City desires that the sections of Traffic & Parking By-law Number 2019-113
containing parking infractions be designated as sections to which the Parking Administrative
Penalty By-law applies, and that the short form wording and administrative penalties for such
infractions be identified in Schedule "A" to the Parking Administrative Penalty By-law;
NOW THEREFORE the Council of The Corporation of the City of Kitchener enacts as follows
By-law Number 2019-039 is hereby amended by repealing Schedule "A" and replacing it
with the new Schedule "A", attached hereto as Schedule 1 ".
2. All other provisions of By-law Number 2019-039 remain unchanged.
3. This By-law shall come into force and effect on January 2, 2020.
PASSED at the Council Chambers in the City of Kitchener this day of October, A.D. 2019.
Mayor
Clerk
5-29
K
SCHEDULE "1"
To By-law Number 2019-123
Being new Schedule "A"
To By-law Number 2019-039
DESIGNATED BY-LAWS, SHORT FORM WORDINGS AND ADMINISTRATIVE PENALTIES
1. The provisions of each by-law listed in Column 2 of the following tables are Designated
By-laws.
2. Column 3 in the following tables sets out the short form wording to be used in a Penalty
Notice for the contravention of the designated provisions listed in Column 2.
3. Column 4 in the following tables sets out the Administrative Penalty amount that is
payable for a contravention of the designated provision listed in Column 2 for the
matter(s) identified in Column 3.
CITY OF KITCHENER TRAFFIC & PARKING BY-LAW NUMBER 2019-113, AS AMENDED
FROM TIME TO TIME OR ANY SUCCESSOR THEREOF
COLUMN 1
COLUMN 2
COLUMN 3
COLUMN 4
ITEM
DESIGNATED
SHORT FORM WORDING
ADMINISTRATIVE
PROVISION
PENALTY AMOUNT
1
Part V 1(a)
Parked in Permit Only Parking
$25.00
Area Without Permit
2
Part V 2(a)
Parked More Than 0.15 Metres
$25.00
From Curb
3
Part V 2(a)
Parked Facing Wrong Direction
$25.00
4
Part V 2(b)
Parked Facing Wrong Direction
$25.00
On One Way Street
5
Part V 2(b)
Parked More Than 0.15 Metres
$25.00
From Curb On One Way Street
6
Part V 2(b)
Failed To Park Parallel To Curb
$25.00
On One Way Street
7
Part V 2(d)
Parked On The Abutting
$25.00
Roadway
8
Part V 2(e)
Parked In More Than One
$25.00
Space
9
Part V 3(a)(i)
Parked (On/over) A Curb
$25.00
10
Part V 3 a ii
Parked On/Over Sidewalk
$25.00
11
Part V 3(a)(ii)
Parked On Boulevard
$25.00
12
Part V 3(a)(iii)
Parked In Intersection
$25.00
13
Part V 3(a)(iii)
I Parked on/over multi -use trail
$25.00
5-30
14
Part V 3(a)(iii)
Parked Within A Roundabout
$25.00
15
Part V 3(a)(iv)
Parked Within 3 Metres Of A
$25.00
Fire Hydrant
16
Part V 3(a)(v)
Parked Within 15 Metres Of A
$25.00
Railway Crossing
17
Part V 3(a)(vi)
Parked Within 9 Metres Of An
$25.00
Intersection
18
Part V 3(a)(viii)
Parked Within 1.5 Metres Of A
$25.00
Driveway
19
Part V 3(a)(viii)
Parked Preventing (Ingress
$25.00
to/Egress From) Driveway
20
Part V 3(a)(x)
Parked Obstructing A
$25.00
Crosswalk
21
Part V 3(a)(xi)
Parked Obstructing Traffic
$25.00
22
Part V 3(a)(xiii)
Parked Longer Than 3
$20.00
Consecutive Hours
23
Part V 3(a)(xiv)
Parked On Highway Between
$30.00
2:30 a.m. And 6:00 a.m.
24
Part V 3(a)(xv)
Parked For Repairing Vehicle
$25.00
25
Part V 3(a)(xv)
Parked For Washing Vehicle
$25.00
26
Part V 3(a)(xv)
Parked For Maintaining Vehicle
$25.00
27
Part V 3(a)(xvi)
Parked For Soliciting
$25.00
(Goods/Services)
28
Part V 3(a)(xvi)
Parked For Buying
$25.00
(Goods/Services)
29
Part V 3(a)(xvi)
Parked For Selling
$25.00
(Goods/Services)
30
Part V 3(a)(xvi)
Parked For Loading/Unloading Loading/Unloading
$25.00
31
Part V 3(a)(xvi)
Parked To Conduct Business
$25.00
32
Part V 3(a)(xvii)
Parked Within 15 Metres of Bus
$25.00
Stop
33
Part V 3(a)(xvii)
Parked Within 15 Metres of
$40.00
Light Rail Transit Stop
34
Part V 3(a)(xxv)
Parked In A Bicycle Lane
$25.00
35
Part V 3 a xviii
Parked In A Reserved Lane
$25.00
36
Part V 3(b)
Parked On The Highway During
$25.00
An Emergency
37
Part V 3(a)(xix)
Parked Transit Bus On
$25.00
Highway
38
Part V 3(a)(xx)
Parked School Bus On a
$25.00
Highway
39
Part V 3(a)(xxii)
Parked A Trailer More Than 10
$25.00
Metres In Length
40
Part V 3(a)(xxi)
Parked Heavy Truck On
$45.00
Highway
41
Part V 3 (a)(xxiii)
Parked Vehicle Which is
$25.00
Unlicensed
42
Part V 3(a)(xxiv)
Parked Vehicle Which is
$25.00
Leaking Fluids
5-31
43
Part V 3(c)
Parked In A Construction
$25.00
Parking Area Without Permit
44
Part V 4(a)
Parked In Prohibited Area
$25.00
45
Part V 5
Parked Over Time Limit
$20.00
46
Part V 6
Parked Backed In At Angle
$25.00
47
Part V 6
Parked At Wrong Angle
$25.00
48
Part V 7(i)
Stopped In School Bus Loading
$45.00
Zone
49
Part V 7(ii)
Stopped On Median
$45.00
50
Part V 7 ii
Stopped Adjacent To Median
$45.00
51
Part V 7(iii)
Stopped Within 30 Metres Of
$45.00
Bridge
52
Part V 7(iii)
Stopped Within 30 metres Of
$45.00
Tunnel
53
Part V 7(iii)
Stopped Within 30 Metres Of
$45.00
Underpass
54
Part V 7(iv)
Stopped Within A Roundabout
$45.00
55
Part V 8(a)
Stopped In No Stopping Zone
$45.00
56
Part V 9
Stopped In Loading Zone
$45.00
57
Part V 10
Stopped In Taxicab Stand
$45.00
58
Part V 11(a)
Stopped In A School Zone
$80.00
59
Part V 12(a)
Parked (On/Over) Sidewalk
$50.00
During a Special Event
60
Part V 12(a)
Parked On Boulevard During a
$50.00
Special Event
61
Part V 12(b)
Parked Within 1.5 Metres Of A
$50.00
Driveway During a Special
Event
62
Part V 12(c)
Parked Within 3 Metres Of A
$50.00
Fire Hydrant During a Special
Event
63
Part V 12(d)
Parked In Prohibited Area
$50.00
During a Special Event
64
Part V 12(e)
Stopped In No Stopping Zone
$90.00
During a Special Event
65
Part V 12(f)
Parked On The Highway During
$50.00
An Emergency During a
Special Event
66
Part V 12(g)
Parked Over Time Limit During
$40.00
a Special Event
67
Part V 12(h)
Parked Longer Than 3
$40.00
Consecutive Hours During a
Special Event
68
Part VI 1(b)
Parked At Expired Meter
$20.00
69
Part VI (1) (a)(c)(e)
Park in Parking Meter Zone —
$25.00
fail to pay required fee
70
Part VI (1)(c)
Park in Parking Meter Zone -
$25.00
longer than maximum permitted
time
5-32
71
Part VI 1(e)
Parked Not Wholly In Parking
$25.00
COLUMN 4
ADMINISTRATIVE
PENALTY AMOUNT
1
Space
parked not wholly in parking
space
72
Part VI 4(c)
Parked Taxicab In A Metered
$25.00
$25.00
3
Space
parked vehicle longer than 6.1
metres
73
Part V 3(d)
Parked on a Highway During a
$80.00
$25.00
5
Snow Event
parked buying (goods)(services)
74
Part VI 3
Parked in accessible space
$300.00
$25.00
7
without permit
parked displaying
(goods)(services)
75
Part VI 3
Stopped in accessible space
$300.00
$25.00
9
without permit
parked washing vehicle
BY-LAW NUMBER 88-169, BEING A BY-LAW TO REGULATE THE PARKING OR LEAVING
OF VEHICLES ON MUNICIPAL PARKING FACILITIES
COLUMN 1
ITEM
COLUMN 2
DESIGNATED
PROVISION
COLUMN 3
SHORT FORM WORDING
COLUMN 4
ADMINISTRATIVE
PENALTY AMOUNT
1
3(b)
parked not wholly in parking
space
$25.00
2
3(c)
parked in other than parking
space
$25.00
3
3(d)
parked vehicle longer than 6.1
metres
$25.00
4
3(d)
parked vehicle wider than 2.3
metres
$25.00
5
3(i)
parked buying (goods)(services)
$25.00
6
3(i)
parked selling (goods)(services)
$25.00
7
3(i)
parked displaying
(goods)(services)
$25.00
8
3(i)
parked displaying vehicle for
sale
$25.00
9
3(i)
parked washing vehicle
$25.00
10
3(i)
parked maintainin vehicle
$25.00
11
3(i)
parked repairing vehicle
$25.00
12
5(a)
parked at expired meter
$20.00
CITY OF KITCHENER PRIVATE PROPERTY BY-LAW NUMBER 2010-190
COLUMN 1
COLUMN 2
COLUMN 3
COLUMN 4
ITEM
DESIGNATED
SHORT FORM WORDING
ADMINISTRATIVE
PROVISION
PENALTY AMOUNT
5-33
BY-LAW NO. 88-171, AS AMENDED, BEING A BY-LAW TO DESIGNATE PRIVATE
ROADWAYS AS FIRE ROUTES, AND TO PROHIBIT PARKING THEREON
COLUMN 1
COLUMN 2 COLUMN 3
1
Section 3
parked on private property
$25.00
2
Section 4
parked on private property-
municipal
$25.00
3
Section 5
parked in an unauthorized
area
$80.00
BY-LAW NO. 88-171, AS AMENDED, BEING A BY-LAW TO DESIGNATE PRIVATE
ROADWAYS AS FIRE ROUTES, AND TO PROHIBIT PARKING THEREON
COLUMN 1
COLUMN 2 COLUMN 3
COLUMN 4
ITEM
DESIGNATED SHORT FORM WORDING
ADMINISTRATIVE
DESIGNATED
PROVISION
PENALTY AMOUNT
1
Section 6 parked on fire route
$75.00
BY-LAW NUMBER 2008-117, BEING A BY-LAW TO AUTHORIZE CERTAIN ON -STREET
AND OFF-STREET PARKING OF VEHICLES FOR USE BY PERSONS WITH A
DISABILITY, AND THE ISSUING OF PERMITS IN RESPECT THEREOF
COLUMN 1
COLUMN 2
COLUMN 3
COLUMN 4
ITEM
DESIGNATED
SHORT FORM WORDING
ADMINISTRATIVE
PROVISION
PENALTY AMOUNT
1
Section 6
(park)(stop) in space
$300.00
designated for disabled person
5-34