Introduction:

Welcome to the Lexington Road Complete Street Study project page. The purpose of the project is to review road safety and active transportation needs along the Lexington Road corridor between Davenport Road and University Avenue, and create a new design for the street for future construction . Keep visiting this page for updates, plans and public meetings.

The review has identified speeding issues and active transportation needs within the corridor to improve the safety and user experience for cyclists and pedestrians accessing transit, local schools and amenities in the area. This study used a Complete Streets approach, which means planning our streets for persons of all ages and abilities and aligns with strategic priorities in the City’s Strategic Plan.

The City of Waterloo is currently working with engineering firm WSP Canada to provide engineering services for this project.

There is no date planned for construction at this time. Staff will review opportunities during the next budget cycle once the design has been completed.

Lexington Road:

Lexington Road between Davenport Road and University Avenue is classified as a Major Collector roadway in the City of Waterloo Official Plan. GRT (Grand River Transit) service operates in the section between Bridge Street and Davenport Road and the corridor is a Primary Fire Route. The street primarily consists of residential homes along with several churches and Hygate Active Senior Living residence at the western end of the project limits.

Traffic:

Lexington Road traffic volumes are highest between Davenport Road and Anndale Road with over 14,000 vehicles per day, gradually decreasing to nearly 11,000 vehicles per day west of Bridge Street, then dropping significantly east of Bridge Street to approximately 4,500 vehicles per day. East of this segment, a gradual reduction continues with approximately 3,600 vehicles per day west of University Avenue. The posted speed limit is 50 km/h with the majority of driver speeds between 54 and 63 km/h in 2024.

Using the City’s updated network screening for collisions, the following locations on the Lexington Road corridor showed higher than expected collision occurrence:

• The intersections with Davenport Road, Dunvegan Drive and University Avenue, where Davenport Road had the highest occurrence of excess collisions.
• The blocks between Davenport Road and Anndale Road, Anndale Road and Dunvegan Drive, and between Bridge Street West and Meadowvale Road.

Further analysis on these collisions are being investigated and countermeasures proposed to improve the safety of these areas.

Active Transportation:

Based on the recommendations of the City's Transportation Master Plan, and other supporting policies like the City’s Sidewalk Policy, Lexington Road should have sidewalks on both sides of the street, and cycling infrastructure along the corridor that is separated from traffic for safety. This would support increased active use and provide choice in how people travel. A variety of different layouts have been reviewed to better accommodate pedestrians and cyclists into the broader safety plan for this street including use of sidewalks, cycle-tracks, multi-use-paths, and combinations of these. The scenarios have been evaluated and the preferred alternative is a multi-use-path (MUP) along the north side of the street between Anndale Road and University Avenue. An MUP would connect to the Walter Bean Trail (a paved asphalt MUP at the eastern end of the project) at University Avenue and the Davenport Road MUP being planned for construction in 2026. It would also facilitate continuation of active trips west of Davenport and across Highway 85 - the only bridge in Waterloo over the highway that doesn’t have on/off ramps to negotiate.

Winter Maintenance:

The City clears snow on multi-use-paths.

Why was this study done? What are the issues?

The study identified speeding issues and higher-than-expected traffic collision numbers at several locations along the street. The study also identified a lack of active infrastructure along the Lexington corridor. There is currently no active infrastructure on the north side of the street. While there are painted buffered bike lanes on the street, policy direction requires this street to have separated cycling infrastructure for safety and to encourage more people to cycle.

What options were considered for the street?

We considered different treatments for crossing the roadway to access GRT, Lexington Park and schools to the south of the corridor. Additionally, a variety of other active layouts were reviewed to accommodate pedestrians and cyclists, including a combination of sidewalks, cycle-tracks and multi-use-paths.

Why is the multi-use-path recommended for the north side of Lexington?

Based on the City’s Sidewalk Policy, streets like Lexington Road should have sidewalks or multi-use paths on both sides of the street, to allow people to walk, roll or cycle to local amenities and services while improving accessibility. Overhead hydro runs along the entire south side, which is not intended to be relocated due to high costs. There are some supporting poles on the north side, but these are much easier to relocate.

What is the impact to property?

The planned changes will remain within the municipal road right-of-way; no property acquisition is anticipated. The north curb line will be reconstructed in a location approximately 4m (about 13 ft) south of its current position.

How will the plan address speeding?

The asphalt roadway will be reduced from approximately 11m (36 ft) wide to around 7m (23 ft) wide, a reduction of nearly 40%. The painted bike lanes will be removed, and the space gained will be used for the multi-use-path and boulevard for snow storage, separation from traffic and space for trees. Pedestrian islands will remain as part of the plan, and new pedestrian crossovers (PXOs) will be added at key locations along the street.

How will the plan help residents getting in/out of their driveways?

It is recognized that making turns on/off a major street like Lexington may be challenging. Based on provincial traffic manuals no further traffic signals or stop signs are warranted, however PXOs are part of the plan and when activated create gaps in traffic. Additionally, slower traffic speeds along the street help make decision-making easier when turning.

Why is a multi-use-path recommended?

The City of Waterloo has around 47km of multi-use-paths along major roads, and these are well used across the city as they accommodate pedestrians and cyclists and other rolling devices such as mobility devices for accessibility.

What is the plan for Lee Avenue intersection?

This intersection now meets the criteria for adding a new left-turn lane in the westbound direction. The existing pedestrian island will be removed to accommodate the turn lane, and a new PXO will be added to accommodate pedestrians crossing the street.

What will be the impact on trees?

Some tree removals are necessary and would be required under any scenario considered. The multi-use-path option is expected to have the least tree impact. Additional trees and landscaping will be reviewed as part of the detailed design to offset any losses.

Who will clear the snow from the multi-use-path?

The City will maintain the multi-use-path year-round, including snow clearing in winter.

Traffic on Whitmore Drive has increased in recent years – how will this be addressed?

Staff will review this street under a separate program.