Cycling Network Improvements and Expansion

Thank you for submitting your question. This project includes the section of University Avenue between Westmount Road and Albert Street. The section between Albert Street and Weber Street is already part of a different ongoing project and will include separated cycling facilities. You can find more information on that project at following link (https://www.engagewr.ca/University-Ave). The section of University Avenue that is east of Weber Street is not due for reconstruction for a number of years, but it has been identified as an area for future cycling infrastructure installation to complete cycling network connectivity.

Thank you for submitting your question. Yes, the design of these facilities on Bridgeport Road are being coordinated with the facilities on Lancaster Street.

Thank you for submitting your question. Columbia Street is not included in this program since it is not a Regional road, it is under the jurisdiction of the City of Waterloo. The City of Waterloo is planning to develop cycling facilities on Columbia Street.

Thank you for your comments. A short segment of two-way cycle track  is proposed on University Avenue, between Westmount Road and the University of Waterloo campus, to improve connectivity to the campus. Along other segments of University Avenue, one-way cycle tracks on each side of the street are preferred from the perspective of minimizing conflicts at driveways and intersections.

Winter maintenance considerations have been discussed throughout this project, and will be determined in more detail as designs are finalized and implemented. One of the goals of this project is to provide a transportation network for all road users. That includes motorists, transit users, cyclists, and pedestrians. Per our response to another question, approximately 30-40% of Waterloo Region's population does not have the ability to travel by car because of age (young and old), physical disabilities, no access to car, or by choice.

Thank you for submitting your question. The figures cited come from multiple sources, including this 2023 poll in Ontario about people’s attitudes towards cycling https://www.sharetheroad.ca/news-media-p157824. Similar conclusions were made in the 2018 RTMP (See the full document here, and refer to Exhibit 3.18 on page 3-21)  

One of the goals of this project is to provide a transportation network for all road users. That includes motorists, transit users, cyclists, and pedestrians. Cycling along Bridgeport and Erb is currently unattractive and considered unsafe by most users due to the speed and volume of vehicles, and the need for cyclists to operate in mixed traffic with motor vehicles. A very small proportion of people are comfortable riding on the road in these conditions. By expanding the cycling network that is safe and attractive, we can increase the share of cycling trips and in the long term, reduce the necessity of many vehicle trips. 

Today there is some level of congestion on the roads in the Region, mostly during the peak hours. With the projected increase of population during the next few decades, congestion would be much worse if the street environment and land use do not change to better support transit, walking, and cycling. The solution to the congestion problem is not by increasing road capacity for vehicles, but by having mixed land use and by providing better transit, cycling, and walking environment.

In addition, the project is also considering the needs of the 30-40% of the population of Waterloo Region who do not - or cannot - drive. In particular, public infrastructure that only considers the needs of people who drive disadvantages:

• Children and youth who are too young to drive
• Peoplle with physical disabilities
• Seniors, particularly those with age-related physical or cognitive disabilities
• Lower-income residents

Per the 2016 Transportation Tomorrow Survey (the newest year available), the percentage of Waterloo Region population without driver’s licenses is about 28%. This would be a combination of people who are too young, too old to drive safely, living with a disability or making a choice not to drive. This estimate is likely considerably lower than the actual 'non-driving' rates since the latter three groups may still have driver’s licenses, even if they are not currently driving. Of this number, about 68% (in other words, 19% of total population) are too young to drive legally. 

Tables J13 and J14 in the 2019 CIW Community Wellbeing Survey note about 20% of residents Region-wide report living with a disability (physical or mental) or chronic illness that limits activity. There is likely some overlap of this data with people who cannot drive, but the survey doesn’t go into detail about limited activities.

The Profile of Seniors’ Transportation Habits (Statistics Canada, 2012) shows that, at a National level:

• While women generally have driver’s licenses in similar proportions to men at younger ages, older women are significantly less likely to have driver’s licenses than men.
• In Ontario, 62% of men 85+ still have driver’s licenses, while only 25% of women 85+ still do.
• Amongst 65+ people generally, rates of “drove in the previous month” are about 2.5% less and 7% less than “has a valid driver’s license” for men and women, respectively.
• Amongst 65+ people generally, rates of “driving was the main form of transportation” are about 9.5% less and 20% less than “has a valid driver’s license” for men and women, respectively.
  
• Very generally, rates of seniors needing assistance to get to places beyond walking distance is about 5% for men and 14% for women, rapidly increasing with age.

In short, building a mobility system that offers more choice is good for everyone, especially as our Region continues to grow.

Thank you for your question. Expanding bike lanes on King Street is not within the scope of this project.

The segment of King Street in the downtown core (south of University Avenue) is not within the scope of this project. North of University Avenue, bike lanes on King Street will be enhanced by creating more separation from cars through the use of existing boulevard space.

Several alternatives were considered for the Highway 85 ramp terminals. Removing the ramp on the south side of the street would have major traffic impacts. The preferred design removes the free-flowing on and off ramps on the north side and creates two regular signalized intersections with pedestrian and cycling crossings. This design is subject to the approval of the Ministry of Transportation of Ontario (MTO).

Integration of cycling and transit infrastructure is being considered within the project area – for example, we have been collaborating with GRT on the design and location of bus stops within the project area. The reopening of bus stations and considerations related to expanding transit services is not within the scope of this project.