10 recommended ten year cycling network …...ibi group final report ten year cycling network...
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IBI GROUP FINAL REPORT TEN YEAR CYCLING NETWORK IMPLEMENTATION PLAN Prepared for City of Toronto
April 17, 2016 86
10 Recommended Ten Year Cycling Network Implementation Plan
The recommended Ten Year Cycling Network Implementation Plan identifies approximately 525 centreline kilometers (km) of new infrastructure (if counted in each lane direction, more than 1000 lane km). This new network includes:
280 centreline km of bicycle lanes or cycle tracks on Fast Busy Streets;
55 road km of sidewalk-level boulevard trails along Fast Busy Streets; and,
190 centreline km of cycling routes along Quiet Streets.
Included within this proposed network are approximately 100 centreline km along eight arterial roadways for which Major Corridor Studies would be undertaken to evaluate the feasibility of cycling facilities.
Five (5) major grade separations (bridges or tunnels) have been identified in order to provide cycling facilities that cross major highways, railways or ravines.
A summary of the proposed network length by facility types is provided in Exhibit 10-2.
The recommended 10-year Capital Plan scenario is the $16 M per year scenario ($140 M from 2017 to 2025). This scenario would provide the resources necessary to initiate the design and delivery of the vast majority (85%) of the proposed network projects. The program would allow for sixteen of the seventeen Major Corridor Studies identified to be initiated, so as to complete impact analysis, design and consultation. However, insufficient funding would be available to fund the construction of the proposed cycling infrastructure that may be recommended in four of the studies within the ten year period (namely cycling facilities along Midland Avenue and a Highway 401 crossing of Yonge Street would be unfunded). Four additional Full-time Equivalent (FTE) staff starting in year 2017 and two starting in year 2018 would be needed to deliver the projects.
In addition to new projects identified to connect and grow the Cycling Network, part of the mandate of the Cycling Network Implementation Plan will be to renew existing Cycling Network routes, to improve their quality. Existing bike lanes may be "renewed" by updating or improving the quality of their signs and markings. In some cases this may include the addition of new markings to intersections or the addition of painted buffers. In some cases bike lanes may be upgraded to cycle tracks if it is feasible to add separation. Signed routes on Quiet Streets may be upgraded with the addition of wayfinding, shared-lane pavement markings, or with additional traffic calming or traffic operational interventions to slow down or reduce the motor vehicle traffic. The Renew component of the Cycling Network Implementation Plan includes funding for this work as well as intersection safety improvements and the expansion of the City's new wayfinding signage strategy (refer to Section 9.1.1).
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Data source: City of Toronto / IBI Group, 2016Projection: NAD 1927 MTM 3
Date: April 2016Cartography: Vélo Québec
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LAKE ONTARIO
EXHIBIT 10-1Map of Ten Year Cycling Network
Implementation PlanRecommended Routes
LegendCycling Network and Trails Plan
Existing Cycling Network
Rail LineFreewayMajor Road Arterial Road Network
Green Space
Major Corridor Study
Bike Lane / Cycle Track
Trail / Boulevard Trail
Quiet Street Route
Bike Lane / Cycle Track
Trail / Boulevard Trail
Quiet Street Route
Tunnel or Bridge!(
IBI GROUP FINAL REPORT TEN YEAR CYCLING NETWORK IMPLEMENTATION PLAN Prepared for City of Toronto
April 17, 2016 88
10.1 Integration of 2012 Trail Plan Recommendations The Ten Year Cycling Network Plan incorporates the projects identified in the 2012 Bikeway Trails Implementation Planxxiv. Approximately 17 km of trails were installed between 2012 and 2016 as part of this Plan. The remaining projects have been incorporated in the Ten Year Cycling Network Implementation Plan with the exception of the two trail segments as part of the Finch Corridor Trail (connection in west to Humber Trail and in the east to the Scarborough Railpath), and the northern limit of the proposed trail project along Black Creek was revised. These routes were identified as infeasible because they require large structures across highway and rail corridors and were replaced with the following on-street routing:
Finch Street West installation as per the Finch LRT project (multi-use trail and cycletrack) to connect the western limits of the Finch Corridor Trail (at Norfinch) with theHumber Trail. This avoids the challenging Hwy 400 crossing;
McNicoll Avenue (between Pharmacy Avenue and Brahms Avenue) instead of theFinch Hydro Corridor to avoid the challenging Hwy 404 crossing;
Finch Street East and Middlefield Road to connect to Scarborough Railpath, whichavoids the challenging rail crossing required with the Finch Corridor Trail; and,
Culford Road, between Black Creek Drive and Rustic Road, instead of following theboulevard for this northern segment of Black Creek Drive, which was found to beinfeasible.
10.2 Implementation Plan Approval Process The proposed Cycling Network Implementation Plan identifies and recommends on-street cycling routes that are well integrated with the bikeway trail routes to provide a cohesive system of cycling routes across the city. If approved by Council, the Cycling Network would be implemented as follows:
Consider the capital funding required to implement the proposed Ten-Year CyclingNetwork Implementation Plan at a rate of $16 million dollars annually in the annualcapital and operating budget process, as well as the operating budget required tofund the maintenance costs of newly constructed cycling infrastructure;
Undertake the detailed design and public consultation required to deliver cyclinginfrastructure projects contained within the Ten-Year Cycling NetworkImplementation Plan;
Undertake and manage the Major Corridor Studies identified for new cyclinginfrastructure contained within the Ten-Year Cycling Network Implementation Planand report back to Public Works and Infrastructure Committee on each study'srecommendations; and,
Provide a two year update to the Public Works and Infrastructure Committee onimplementation progress of the Ten Year Cycling Network Implementation Plan, andfuture updates as appropriate.
10.3 Exploring the Impacts of the Recommended Network This discussion focuses on the impacts of providing a connected network. As the network plan outlined in this report is implemented, the quality and coverage of the Cycling Network will expand faster than it has ever before across the City of Toronto.
To clarify the terminology used in this section:
IBI GROUP FINAL REPORT TEN YEAR CYCLING NETWORK IMPLEMENTATION PLAN Prepared for City of Toronto
April 17, 2016 89
• The existing network refers to all of the network links that were installed as of December 2015;
• The recommended network refers to the full $16M network scenario identified through this plan, which includes all of the Major Corridor Studies; and,
• The approved network refers to the plan approved by council in June 2016 which excludes several major corridor studies identified in the recommended plan.
10.3.1 Summary of Recommended Network by District The recommended network put forward in this plan provides a comprehensive network comprised of attractive and context-sensitive facilities throughout the four districts of the city. A summary of the types and length of facilities recommended to be implemented over the ten-year period is as follows, and as summarized in Exhibit 10-2 and Exhibit 10-3:
In Etobicoke York District, the recommended network consists of 59 km of cyclingfacilities on Fast Busy Streets, 47 km on Quiet Street facilities, 23 km of multi-usetrails including boulevard trails and off-street trails for a total of 129 km. This willincrease the existing cycling network by about 80% from 156 km to a total of 285km;
In North York District, the recommended network consists of 64 km of cyclingfacilities on Fast Busy Streets, 67 km of Quiet Street facilities, and 28 km of multi-use trails. Added to the 122 km of existing cycling facilities, this will increase thenetwork by about 130% to a total of 281 km in North York District;
In Scarborough District, the recommended network consists of 79 km of cyclingfacilities on Fast Busy Streets, 17 km of Quiet Street facilities, and 42 km of trails fora total of 138 km. Added to the 134 km of existing cycling facilities, this will doublethe cycling network length to 252 km; and,
In Toronto-East York District, the recommended network consists of 78 km of cyclingfacilities on Fast Busy Streets, 60 km on Quiet Streets, and 17 km of trails for a totalof 155 km. Added to the 198 km of existing network, this will grow the cyclingnetwork by almost 80% to 353 km.
Some observations about the type of facilities that are recommended to be implemented over the ten-year period in each District are as follows:
The grid network of local streets in the Etobicoke District, Toronto and East YorkDistrict and North York District allows for the development of direct routes usingQuiet Streets. The predominantly curvilinear design of local streets in ScarboroughDistrict provides fewer opportunities for direct travel by Quiet Streets; and,
There are fewer opportunities for boulevard trails along arterial roads in the Torontoand East York District due to the type of development fronting the streets.
The cycling network in Toronto and East York District will be more extensive than the other Districts when the recommended Ten Year Cycling Network Plan routes are complete. The greater route coverage is due to a number of factors in this District, including more cyclists and cycling trips, higher population and employment density, more short trips, and a longer existing cycling network (by 20 to 40%).
IBI GROUP FINAL REPORT TEN YEAR CYCLING NETWORK IMPLEMENTATION PLAN Prepared for City of Toronto
April 17, 2016 90
Exhibit 10-2: Summary Table – Centreline Kilometres of Existing and Recommended Network for Scenario 3 (Uplift to $16M Annual Budget)
Fast Busy Streets
Bike lanes 104 km 31 km 40 km 27 km 23 km 120 km 224 km
Buffered bike lanes 2 km 9 km 3 km 13 km 9 km 34 km 36 km
Cycle tracks 19 km 20 km 21 km 39 km 46 km 126 km 145 km
On-Street Facilities Subtotal 125 km 59 km 64 km 79 km 78 km 280 km 405 km
Trails
Boulevard multi-use trail 33 km 13 km 15 km 21 km 1 km 49 km 82 km
Multi-use trail 264 km 2 km 2 km 2 km 0 km 6 km 270 km
Trails previously approved for constrcution by City Council (2012
Bikeway Trails Plan)12 km 8 km 11 km 19 km 16 km n/a 66 km
Trail Subtotal 309 km 23 km 28 km 42 km 17 km 55 km 418 km
Quiet Street Cycling Routes
Quiet Streets Facilities Subtotal 159 km 47 km 67 km 17 km 60 km 190 km 337 km
Existing Network 593 km 156 km 122 km 134 km 198 km km
Recommended Network 579 km 128 km 159 km 138 km 154 km km
Total (Existing + Recommended) Network 1,172 km 285 km 281 km 272 km 352 km 1,160 km
Existing
Existing
Total
All Districts
Total
All Districts
RecommendedExisting +
Recommended
ScarboroughToronto and
East York
RecommendedCycling Network Facility Type(Centreline km)
Existing Recommended Recommended Recommended
Total
All Districts
Etobicoke -
York
North
York
IBI GROUP FINAL REPORT TEN YEAR CYCLING NETWORK IMPLEMENTATION PLAN Prepared for City of Toronto
April 17, 2016 91
Exhibit 10-3: Scenario 3 Recommended Infrastructure - Centreline Kilometres by District
10.3.2 Improving Access to Transit The proposed Cycling Network will dramatically improve access to both existing and proposed transit stations. For this analysis, the length of the existing, approved and recommended Cycling Networks that fall within 800m and 2000m of existing and future transit stations were summarized to provide a sense of the overall servicing of these stations, as illustrated in Exhibit 10-5.
A summary was also developed to calculate the total number of stations that are served in each scenario. Presently, 15 GO stations and 62 TTC stations are located within 800m of a Cycling Network route. If approved and constructed, the Cycling Network Implementation Plan Routes would be built in proximity to 4 additional GO Transit stations and 12 TTC Stations.
There are currently no Cycling Network routes in proximity to the following GO Transit and TTC Stations, but routes recommended as part of the Ten-Year Cycling Network Implementation Plan may be designed to serve these routes.
Exhibit 10-4: Existing Cycling Network and Transit Stations
GO STATION Underserved By Existing
Cycling Network
TTC STATION Underserved By Existing
Cycling Network Scarborough Station - GO Sheppard-Yonge -
TTC Wilson - TTC York Mills - TTC
Kipling - GO Kipling - TTC Bayview - TTC Downsview - TTC Sheppard-Yonge - TTC
Ellesmere - TTC Bessarion - TTC
North York Centre - TTC
McCowan - TTC Scarborough Centre - TTC
0
20
40
60
80
100
120
140
160
Etobicoke - York North York Scarborough Toronto and East York
Bike Lanes or Cycle Tracks Boulevard Trails Quiet Street Cycling Routes
CITY OF
MISSISSAUGA
CITY OF
BRAMPTON
CITY OF
PICKERING
TOWN OF
RICHMOND HILLCITY OF
MARKHAM
CITY OF
VAUGHAN
LAKE ONTARIO
Data source: City of Toronto / IBI Group, 2016Projection: NAD 1927 MTM 3
Date: July 2016Cartography: Vélo Québec
0 3 6 km
Toronto
U.S.A
LAKE ONTARIO
IBI GROUP FINAL REPORT TEN YEAR CYCLING NETWORK IMPLEMENTATION PLAN Prepared for City of Toronto
April 17, 2016 93
10.3.3 Crossing Barriers There were many comments received throughout plan consultation about the importance of crossing barriers, and the recommended network has the potential to dramatically improve access across some of the notable barriers throughout the city of Toronto, including Highway 401, Highway 427, Highway 400, the Humber River, the Don River and Don Valley Parkway, and the many rail lines bisecting the city.
In order to illustrate the potential impact of the network, a geographic analysis of barriers was carried out. For this analysis, various barriers were identified and mapped using ArcGIS (including watercourses, freeways, rail lanes and median-running transit). The existing, approved and recommended Cycling Networks were analyzed for intersections with these barriers to give a sense of the impact of these routes.
As depicted in Exhibit 10-6, several types of barrier crossings are identified throughout the network.
Proposed Tunnels and Bridges:
Five (5) major grade separations (bridges or tunnels) have been identified in order to provide cycling facilities that cross major highways, railways or ravines. These grade separations would provide important links to cross significant barriers to Cycling Network connectivity and studies are recommended to further assess their feasibility and cost.
CITY OF
MISSISSAUGA
CITY OF
BRAMPTON
CITY OF
PICKERING
TOWN OF
RICHMOND HILLCITY OF
MARKHAM
CITY OF
VAUGHAN
VIC
TOR
IAPA
RK
AV
E
BAYVIE
W AVE
BARTON AVE
A NTIB
ES
DR
GR
EEN
WO
OD
AVE
LAIR
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R
SPAD
INA AVE
MID
L AN
DAV
E
CO
NLIN
S RD
CAR
LAW AV
E
DIXON RD
RO
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RK
RD
OS
SIN
GTO
NAV
E
WO
OD
BINE AVE
ADELAID E STE
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GE
ST
HU
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ILLB
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AV
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N
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ST
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LL
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T
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CHE
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ETH
AVE
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UR
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ST
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LETTR
D
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NTU
CK
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BLVD
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RD
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SHAW
ST
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R DR
TAPS
CO
TTRD
ALBION RD
FINCH AVE E
WE
ND
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LES
LIES
T
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BE
LLAM
YR
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RD
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MR
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BR
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RD
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AVE
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HUNTINGWOOD DR
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ROSEMOUNTAVE
ELLESMERE RD
SENLA
C R
D
LAKE SHORE BLVD W
LAWRENCE AVE E
JANE
ST
CHAPLIN CRES
LAKE SHORE BLVD W
LAWRENCE AVE W
MC
CO
WA
NR
D
NASSAU
ST
GLENGROVE AVE W
ISLING
TON
AVE
BELFIELD RD
DO
VER
CO
UR
T RD
HU
MB
ER
COL LEGE BLVD
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OR
TON
PARK
RD
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AN AV
E
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KS
IDE
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S ST
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M
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DO
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ILL
SR
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LTDR
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KINGSTON
RD
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WE
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NR
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DU
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ST
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N
AVE
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CH
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BLV
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A
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DR
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BERTRAND AVE
ST CLAIR AVE E
MO
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ISH
RD
PHA
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RD
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NTON
AVE
W
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DRIFT
W
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VE
CRESCENT
RD
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GR
AC
E ST
NUGGET AVE
MILNER AVE
DA
NFO
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RD
S
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THO
RN
AV
E
PAR
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LAWN
RD
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CK AVE
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AVE
PH
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AD
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D
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SIDE
DR
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RIA S
T
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AVE
SE
WE
LLS
RD
LANS
DO
WN
EAV
E
BLOOR ST E
GA
LLOW
AY RD
ROSELAWN AVE
CATHERINEST
GRAYDONHALL
D R
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STAR DR
MACK
AVE
DO
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ND
S AVE
CHURCH ST
STEELES AVE E
KEELE S
T
CA
LED
ON
IAR
D
LAMBTON AVE
JON
ES AVE
DA
WE
SR
D
DISCO RD
CANMORE
BLVD
BR
OW
NS
LINE
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KD
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RD
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RD
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PR
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BLVD
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B
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DR
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WH
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BE N LEI GH
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NEW TORONTO ST
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MO
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CR
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CA SS AVE
LAPPIN
AVE
MU RISO
N
B LVD
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ER
AVE S
BONI S
AVE
MO
U NT
OLIVE DR
FRONT ST E
BRIM
ORTON DR
FRONT ST W
L
A NYARD
RD
SHOREHAM DR
JED
BU
RG
H
RD
AVONDALE AVE
SYMIN
GTO
N AVE
HALLAM ST
BRI
DLEWO
OD
BLVD
CEN
TENN
IAL RD
FAYW
OO
DB
LVD
HU
MBE
RBL
VD
SPAD
INA R
D
ELDER
AVE
BERRY RD
NASHDENE RD
EASTW OOD
RD
COR ONATION DR
MA
INS
T
BURROWSHALL
BLVD
YONGE
BLVD
WIN
COTTD
R
INGRAM
DR
FLORENCE AVE
UN
DE
RH
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BLAC
KC
REE
KD
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DE
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TON
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RD
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AVE
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AR
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OUR
BLV
D
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NAM
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WD
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VIEW
DR
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CLA NS
MAN
B LVD
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LINKW
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D
LANE
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NH
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HT
SB
LVD
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S DR
OLD FINCH AVE
DENTON AVE
ELLENDALEDR
OA
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D
CUMMER AVE
VILLAGE
GREENSQ
FENMAR DR
W
INTERMU
T
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CAN
ONG
ATE
TRL
BARBE R
G
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ARKAVE
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PR I N CESS
MARGARETBL
VD
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PRIN
CE
ED
WAR
D D
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SL ANAVE
ROSELAWN
AVE
CH
ALK
FA
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DR
TOR
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A
LE
AVE
BERING
AVE
THE ESPLANAD E
BROADWAY AVE FAIRFAX CRES
SCARDEN
AVE
ADVANCE RD
CORIN
T H I ANB
LVD
DENLOWBLVD
FORE
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R
IN
G LETO
NB
LVD
THE
K INGSWAY
HIS
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VD
BEAR
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HU
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DR
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NER
TRL
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ALL IANCE AVE
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RYST
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BA
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SHO
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RD
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RD
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EAVE
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ALL AN
FORD
RD
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BLVD
LIN
GR
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DE
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AV
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SL
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EA
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AVE W
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ELMH URST DR
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RD
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MILD
EN
HA
LL
RD
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ED
AVE
GUN
NS
RD
F ENE
LON
DR
OVERBROOK PL
BELLAMY R
D
S
JOHN
T AB OR
T
RL
SPAD
INA
AVE
ELM
AVE
WOODSWORT
HRD
ELM
RIDGEDR
DUNDAS
ST E
GLE
NC
EDA
R
RD
SOUDAN AVE
NE
ILSO
NDR
LUMSDEN
AVE
KIN
GS
TON
RD
MO
UN
T
PLE
AS
AN
T
RD
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LLOY
D
MAN
OR
RD
FISHERVILLE RD
MID
LAN
D
AVE
PA INT ED
POST
DR
MEA
DO
WVALE R
D
HILD
A AVE
KEELER BLVD
PA RKVIEW
H ILL
CR ES
FALSTAFF AVE
VALERMO DR
GE
RVAI
SD
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GEARY
AVE
POPLAR
RD
PLAC
E
NTIA
BLVD
SPENVALLEY
DR
EARL PL
BEECHGROVEDR
MELRO SE AVE
UPJO
HN
RD
FIELDW
AY
RD
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DR
CAN
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TOR
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IAN
RD
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BLVD
HA
WK
SB
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TD
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IAL
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RD
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CR
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MACKAY RD
CASEBRIDGE
CRT
OAKST
MAS
ON
RD
ELM
RIDGE
DR
PALMER
STON
BLVD
RESOURCES
RD
CIVICRD
ORFUS RD
BER GAMOT AVE
HIGH
PARK
BLVD
PASSMORE
AVE
NEP
TUNE
DR
INDUSTRY ST
BRIDGELAND
AVE
GIBBS RD
CANA DIAN
RD
ISLA
ND
RD
STEEPROCK
DR
SUNRISE AVE
TUXEDO CRT
PARK HOME
AVE
PATRICIA AVE
PE
TROLIA
RD
OAKRIDGE
DR
GARYRAY DRELLERSLIE AVE
PLEWES RD
VE
NTU
R E
DR
G
OLDFINCHCRTCOR O NATION DR
M
ELFO
R DD R
EAST DR
TAN
GIER
SR
D
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PRO
DU
CTIO
N
DR
HIG
HPA
RK
AVE
ASHTONBEE RD
DUNELM ST
MILLIKE
N BLV
D
CLAYS
ON
RD
JUTLAND RD
TYCOS DR
PICK
ERIN
G TO
WN
LINE
METROPOLITAN
RD
LESMIL
L RD
UPTON RD
TORYORK DR
RI V
ALD
A
RD
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PARK
LANE CRCL
THEBRIDLE
PATH
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MID
DLE
FIELD
RD
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STON
RD
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RST ST
MO
UN
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SA
NT
RD
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T
SOR
AUR
EN AVE
PARLIAM
ENT ST
BRO
ADVIEW
AVE
MC
CO
WAN
RD
FORTYORK
BLVD
BAY STR
EN
FOR
TH
DR
SPAD
INA R
D
CA
RR
I ER
DR
RO
NC
ESVALLES
AVE
CH
ER
RY
ST
NE
ILSO
NRD
NORTH QUEEN ST
OR
IOLE
PK
WY
MILITARY TRL
MA
RIN
E
PARA
DE
DR
HUM
BE
RW
O
O D BLVD
SILVER
SPRINGS
B
LVD
ST DEN N
ISDR
T HE
DONW
AYE
C
HA R TLAND B LVD
S
GO
LDH
AW
K TRL
BLOO
RR
AMP
THE
WE
STM
ALL
WE
LLES
W
ORT
H
DR
KINGSTON R
D
SENECA HILL DR
CAN
LISH
RD
BRIA
N D
R
PAPE AV
E
ST
PHIL
LI P
SR
D
PARK
RD
TALB
OT
RD
AVEN
UE R
D
A
L T ON
TO
WE
RS
CR
CL
THE KINGSWAY
GLE
N
R
USH
BLVD
PO
RTR
OYA
L
T RL
EM M
ET
T
AVE
LY
NNBR
OOK DR
PLUG HAT
RD
KINGSL AKE
R
D
DONM
ILLS
RD
E
ELLING
TON
DR
RAL
EIG
H A
VE
NO
RF IN
CH
DR
ARROWR
D
WE
STMO
RE D
R
BAMB
UR
GH
CRC
L
HU
LLMA
R
D R
THE
DO
NWAY
W
CALVINGTON DR
AL
EXMUIR
BLVD
FAIRVIEWMALLDR
MC
INTO
SH S
T
BANBURY RD
BAN
BU
RYR
D
FAWCE
TTTRL
WIC
K SO N
TRL
CRO
WTRL
GLE
N
WATFO
RD
DR
HORNER AVE
PACKARD
BLVD
BIRKDALE
RD
GLE
N R
D
GR
AN
D AVE
BAYMIL LS
BLVD
THIS
TL
E
DO
WNBLV
D
DO
NM
ILLS
RD
W
DEWE
YD
R
HU
PF
IELD
TRL
UPPER
CANADA
DR
GO
RD
ON
BA
KE
RR
D
VA
LLEY
WO
ODS
RD
MILLWICK DR
CO
N SUME RS
RD
WILL IA
MR
ALLENRD
OA
KD
ALE
RD
MILVAN DR
MID
WE
ST
RD
TOR
BARR
IE RD
BR
AH
MS
AV
E
FINCHD
EN
ESQ
CO
M
M AN DER
BLV
D
SKYWAY
AVE
R ON
SON
DR
FL I N
TR
D
NO
RE
LCO
DR
CH
AN
NE
L
NIN
EC
RT
BIL L YBIS HOP
W AY PRINCE
ANDREW
PL
RA
IL
S IDE
RD
HO
WD
EN
RD
LAKE ONTARIO
Data source: City of Toronto / IBI Group, 2016Projection: NAD 1927 MTM 3
Date: July 2016Cartography: Vélo Québec
0 3 6 km
IBI GROUP FINAL REPORT TEN YEAR CYCLING NETWORK IMPLEMENTATION PLAN Prepared for City of Toronto
April 17, 2016 95
Proposed Network Projects that Cross Barriers:
A number of the Cycling Network Projects also cross major barriers. The type of crossing provided will be worked out in detailed design with the appropriate approval agencies. The summary tables below illustrate the total number of crossings for each barrier type. Exhibit 10-9 also illustrates the additional crossings that make up the recommended network (including the Major Corridor Studies to be reviewed as part of the Cycling Network Implementation Plan Two Year Review Report) compared to the approved network. Of particular note are the four additional freeway crossings and ten additional rail line crossings associated with those corridors.
Exhibit 10-7: Proposed Cycling Network Projects that Cross Barriers
Project Name Barrier Crossed Proposed Facility Type(s)
Avenue Road - York Downs / Armour / Bombay / Avenue / Ridley Hwy. 401 Bike Lanes or Cycle Tracks
Bloor - Keele to Dundas Street West Humber River Major Corridor Study
Dundas - Royal York to Scarlett Humber River Bike Lanes or Cycle Tracks
Dufferin - Dufferin / Ranee / Flemington / Blossomfield / Varna Hwy. 401 Bike Lanes or Cycle Tracks
Eglinton - Approved as part of Eglinton Crosstown LRT Don Valley Parkway Bike Lanes or Cycle Tracks
Finch - Approved as part of Eglinton Crosstown LRT Hwy. 400, Black Creek Bike Lanes or Cycle Tracks
Jane - Steeles to south of Hwy. 401 Hwy. 401 Bike Lanes or Cycle Tracks
Kipling - Bloor to Waterfront Trail Gardiner Expressway Bike Lanes, Cycle Tracks or Boulevard Trail
Midland - Lawrence to Sheppard Hwy. 401 Major Corridor Study
Morningside - Connection over Hwy. 401
Hwy. 401, Highland Creek Bike Lanes or Cycle Tracks
North Queen - Mississauga to Kipling Hwy. 427 Bike Lanes or Cycle Tracks
Port Union - Sheppard to Waterfront Trail Hwy. 401 Bike Lanes or Cycle Tracks
Progress - Midland to Sheppard Hwy. 401 Bike Lanes or Cycle Tracks
Rathburn - East Mall to Mississauga Hwy. 427 Bike Lanes or Cycle Tracks
Sheppard - to be undertaken in coordination with Sheppard LRT Hwy. 404 Bike Lanes or Cycle Tracks
St. Philips – Westway / Martin Grove / Lawrence / St Phillips Humber River Bike Lanes or Cycle Tracks
IBI GROUP FINAL REPORT TEN YEAR CYCLING NETWORK IMPLEMENTATION PLAN Prepared for City of Toronto
April 17, 2016 96
Exhibit 10-8: Proposed Cycling Network Projects that May Require a Grade Separation to Cross a Barrier
Project Name Barrier Crossed
Overlea Bridge - (Thorncliff Park Drive to Don Mills Road) Don River
Warden Hydro Corridor Tunnel - (Crocus to Warden Hydro Corridor) 401
Richmond-Adelaide - (Eastern to Power) Don River
Yonge Street - (Linell - Don Valley Golf Course) 401
Rustic Road Bridge - (Connie Street to Cartwright Avenue) Railway
Exhibit 10-9: Summary of Barrier Crossings
Type of Barrier Number of New Locations the Barrier is Crossed
Approved Network Recommended Network
St. Clair Streetcar 8 9
Freeways 31 35
Rail Lines 84 94
Rivers and creeks 85 98 Total 208 236
In addition to the crossings identified as part of the Ten Year Cycling Implementation Plan, additional upgrades to existing crossings and new grade-separated crossings may be implemented as part of Metrolinx or Ministry of Transportation, Ontario projects or other related planned infrastructure work not identified in this Plan.
10.4 Streets Not Identified as Cycling Network Routes The approved network identifies capital projects for cycling infrastructure to be implemented over the ten years. It does not identify all potential cycling improvements or new infrastructure opportunities that may present themselves in the coming years or plan for a timeframe beyond the ten years. The following City of Toronto strategies will contribute to expansion of the cycling network beyond what has been identified in the Ten Year Cycling Implementation Plan.
10.4.1 Bicycle Friendly Streets In 2001 Toronto City Council adopted the Toronto Bike Plan, which included Policy direction supporting investments for conceptual goals beyond the routes identified in the Cycling Network Ten Year Plan.
Section 5.2-2 of the Bike Plan states that the City of Toronto will "Develop a two kilometre grid of north-south and east-west routes. The guiding principle for the Cycling Network is that it be accessible within a five minute bike ride from all residences. Assuming a moderate cycling speed of 12 km/h, a five minute ride would cover one kilometre."
IBI GROUP FINAL REPORT TEN YEAR CYCLING NETWORK IMPLEMENTATION PLAN Prepared for City of Toronto
April 17, 2016 97
10.4.2 Complete Streets Guidelines The City of Toronto’s Complete Streets Guidelinesxxv describe a design process which is inclusive for all modes. When observing the Complete Streets design process, the presence of the Cycling Network Implementation Plan routes means that the appropriate cycling facility type for the road class should be included as part of the scope of the project.
When the Complete Streets Design process is applied to streets where a Cycling Network Route has not been identified, the outcome may be a cycling facility, or modifications to the roadway that will improve conditions for cycling in the absence of dedicated cycling infrastructure.
Through this design process, space is allocated based on a variety of inputs including project objectives and constraints, local context, city-wide priorities and public engagement.
The complete streets design process helps improve conditions for cycling in Toronto in two ways:
It ensures that cycling facilities are considered as part of the design process; and,
It ensures that bike friendly streets policies are applied to all streets.
Safety is a fundamental goal of the Complete Streets Design process, and cannot be traded-off for other needs.
10.4.3 Streets Identified in Future Studies At the time that each proposed Cycling Network project is scheduled, Transportation Services will work with local area councillors and undertake public consultation as part of the detailed design process. This process may result in new routes being identified in a given network, which would change or enhance the original network recommendations.
Finally, this implementation plan recognizes a number of studies being undertaken by other divisions or agencies, which may afford opportunities for additional routes to be added to the network. The studies actively underway at the time that the Ten Year Cycling Network Implementation Plan was being developed are mapped in Appendix F.
10.4.4 Revisions and Updates to the MCIC Projects Coordinating the implementation of cycling facilities with MCIC projects will require some flexibility in the Cycling Infrastructure Delivery Program. It is anticipated that the Cycling Network can be implemented more efficiently with co-ordination than has been achieved in the past. As discussed in Section 7.2, MCIC projects are reviewed and adjusted quarterly and projects are shifted from year to year based on a variety of changing resources and priorities. The MCIC co-ordinated Cycling Network projects will also need to shift accordingly to match assigned road projects. In addition, new MCIC projects may be added within the ten year timeframe and may provide opportunities to include cycling facilities that have not been identified in this plan or other strategies.
Beyond ten years, continued MCIC co-ordination is recommended to enhance efficiencies of implementation and further expand the cycling network.