Williamsville Transportation Study

Share on Facebook Share on Twitter Share on Linkedin Email this link



Decorative graphic showing three different people walking on a sidewalk, a bus in the road.and a streetlight and tree on the sidewalk boulevard.

Shaping the Princess Street Corridor

The City of Kingston is completing the second phase of a transportation study of Princess Street, from east of Bath Road and Concession Street to Division Street, known as the Williamsville Main Street area. The purpose of this study is to develop the preferred cross-section for this section of the Princess Street corridor. It continues work completed in 2020 to support the proposed planning policy amendments for the Williamsville Main Street Study.

The initial phase of the 2020 transportation study confirmed that the Williamsville corridor is capable of accommodating the additional growth and traffic projected through the Williamsville study area without mitigation. That study also identified that both existing and future growth in the Williamsville area have relatively high rates of walking, biking and transit use. Therefore, it is important to accommodate the demand for these non-passenger vehicle modes of transportation.

One major constraint identified during the first phase of the transportation study was the limited right-of-way space. It is not possible for Princess Street to simultaneously be a transit priority corridor, a cycling spine route, a pedestrian-friendly corridor, and an arterial roadway leading to the downtown core. Therefore, a second phase of the study needs to identify the role, function and cross-section for the Princess Street corridor.

This second phase study will be used to guide and inform current and future projects along Princess Street, including a segment of Princess Street from Alfred to Division Streets, which has funding for future reconstruction.

A map shows the extent of the Williamsville Main Street Transportation study area, which stretches along Princess Street beginning at Bath Road and Concession Street and continuing along Princess Street until Division Street. Within the study area, a reconstruction area is shown between Alfred Street and Division Street along Princess Street. Two future westbound transit priority lanes are also shown along Princess Street, one between Drayton Avenue and MacDonnell Street and the other between Albert Street and Frontenac Street. A pin shows the location of a proposed signalization of the intersection of Princess Street and Drayton Avenue and a future transit queue jump located there. Another pin shows a proposed introduction of a left turn lane at Nelson Street and Princess Street to compensate for the removal of left turn lanes at Albert Streets. A third pin shows a future transit queue jump at the intersection of Albert Street and Princess Street.

More on Williamsville transportation

If you’re interested in more information regarding related work we're also seeking input on green streets and neighbourhood bike routes in Williamsville.



Decorative graphic showing three different people walking on a sidewalk, a bus in the road.and a streetlight and tree on the sidewalk boulevard.

Shaping the Princess Street Corridor

The City of Kingston is completing the second phase of a transportation study of Princess Street, from east of Bath Road and Concession Street to Division Street, known as the Williamsville Main Street area. The purpose of this study is to develop the preferred cross-section for this section of the Princess Street corridor. It continues work completed in 2020 to support the proposed planning policy amendments for the Williamsville Main Street Study.

The initial phase of the 2020 transportation study confirmed that the Williamsville corridor is capable of accommodating the additional growth and traffic projected through the Williamsville study area without mitigation. That study also identified that both existing and future growth in the Williamsville area have relatively high rates of walking, biking and transit use. Therefore, it is important to accommodate the demand for these non-passenger vehicle modes of transportation.

One major constraint identified during the first phase of the transportation study was the limited right-of-way space. It is not possible for Princess Street to simultaneously be a transit priority corridor, a cycling spine route, a pedestrian-friendly corridor, and an arterial roadway leading to the downtown core. Therefore, a second phase of the study needs to identify the role, function and cross-section for the Princess Street corridor.

This second phase study will be used to guide and inform current and future projects along Princess Street, including a segment of Princess Street from Alfred to Division Streets, which has funding for future reconstruction.

A map shows the extent of the Williamsville Main Street Transportation study area, which stretches along Princess Street beginning at Bath Road and Concession Street and continuing along Princess Street until Division Street. Within the study area, a reconstruction area is shown between Alfred Street and Division Street along Princess Street. Two future westbound transit priority lanes are also shown along Princess Street, one between Drayton Avenue and MacDonnell Street and the other between Albert Street and Frontenac Street. A pin shows the location of a proposed signalization of the intersection of Princess Street and Drayton Avenue and a future transit queue jump located there. Another pin shows a proposed introduction of a left turn lane at Nelson Street and Princess Street to compensate for the removal of left turn lanes at Albert Streets. A third pin shows a future transit queue jump at the intersection of Albert Street and Princess Street.

More on Williamsville transportation

If you’re interested in more information regarding related work we're also seeking input on green streets and neighbourhood bike routes in Williamsville.

  • Oct. 26 open house display boards

    Share on Facebook Share on Twitter Share on Linkedin Email this link

    A public open house was held on Oct. 26 from 6 p.m. to 8 p.m. at St. Luke’s Anglican Church (236 Nelson St.). City staff and members of the project team were available to answer questions about the project. The presentation boards that were displayed at the meeting are available below for reference.

    During the open house there was a survey conducted. An online version of that survey is open until Nov. 17.

    Purpose of today's meeting: This is the second community meeting for the Williamsville Main Street Study and the Neighbourhood Bikeway Study In April 2023, we received significant feedback on cycling facilities on Princess Street. Today, we will be presenting alternatives for the design of Princess Street. Nothing has been finalized at this point, and we aim to collaborate to find something that benefits all residents of Williamsville. We are here to listen to your concerns, feedback and suggestions.  The Goals of Today’s Public Open House Are To Share an overview of the Williamsville Main Street Study and its role in informing the Neighbourhood Bikeway Study. Provide clarity for the decision making process and show the trade-offs required between design concepts for Princess Street. Revisit the 2023 study and look at the potential alternatives that were considered. Report back on what we heard at Public Information Meeting #1. Gather your feedback on opportunities and priorities for the Williamsville Neighbourhood. Your input is important

    Williamsville neighbourhood study area. A map showing the Williamsville Study area between Sir John A. Macdonald Blvd., Bath Rd., Concession St., Johnson St., and Division St.

    Study background

    Goals for the Williamsville Neighbourhood Study: Summary of goals: Assess the existing conditions of Princess Street and the Williamsville Neighbourhood to understand how to provide enhanced sustainable travel and improved pedestrian spaces. Create a connected bikeway network within the Williamsville Neighbourhood. Meet Accessibility for Ontarians with Disabilities Act (AODA) standards for public infrastructure Support the continued growth of the Williamsville Neighbourhood and Princess Street Corridor. Develop Road Specific Concepts and evaluate how well each alternative works to meet the needs of the community. Develop an implementation plan that is informed by and reflects community input, including a preferred neighbourhood bikeway solution


    What is the Williamsville Main Street Study? Study Overview Why are we exploring neighbourhood bikeways? What is the Williamsville Main Street Study? The City’s Active Transportation Plan and the Williamsville Main Street Study direct active transportation to be prioritized in the entire Williamsville neighbourhood beyond Princess Street. Neighbourhood bikeways will form an important part of the overall transportation network regardless of the design of Princess Street. The Williamsville Main Street Study is exploring the priorities of the Princess Street Corridor within the Williamsville area. Review the history of recommendations and guiding policy framework for Princess Street as seen through a number of key documents to develop a series design and infrastructure alternatives for evaluation. Establish the preferred design elements of Princess Street from Bath Road to Division Street, to increase sustainable travel modes and accommodate a pedestrian-friendly corridor leading into the Downtown Area. Revitalize the corridor to continue to support the planned growth of the corridor and surrounding areas Why are we exploring neighbourhood bikeways? What is the Williamsville Main Street Study? The City’s Active Transportation Plan and the Williamsville Main Street Study direct active transportation to be prioritized in the entire Williamsville neighbourhood beyond Princess Street. Neighbourhood bikeways will form an important part of the overall transportation network regardless of the design of Princess Street.


    Two pie charts detailing the existing and target mode share for the Williamsville neighbourhood. Existing is 50 per cent auto, 12 per cent transit and 38 per cent active transportation the target is 50 per cent active transportation, 15 per cent transit and 35 per cent auto.

    Where we are in the study process: A flow chart showing what’s been completed and what is yet to be completed. The updated Williamsville Mainstreet Study was adopted by Council December 2020, following that the Williamsville Transportation Study Phase 2 was initiated in the spring of 2022, that led to public engagement on Princess Street concepts in the Spring of 2023, neighbourhood bikeway concepts were developed in September 2023 and the Frontenac green streets concepts were developed September 2023. We are currently working on the public engagement on the green street concepts, and the bikeway until Nov. 17, 2023. The next steps will be concept review and refinement then early in 2024 draft reports and a report to Committee and Council.

    Strategic direction summary: Based on additional development approvals after the 2012 Main Street Study, an updated study was completed in 2020 to ensure the goals and objectives were still being met. Removal of on-street parking was approved to enhance active transportation on Princess Street including greening the corridor. Active Transportation for Williamsville is being prioritized to minimize dependency on private vehicle travel. Transit expansion plans include increasing transit frequency on Princess Street to at least every 5 minutes during peak periods and every 12-15 minutes off-peak. Transit priority measures are recommended to prevent transit time and traffic delays. Implement enhanced streetscape and pedestrian features on Princess Street to encourage a vibrant corridor. A focus of development in a pedestrian-oriented form that will provide support for the Princess Street transit corridor and more sustainable growth. Transit and Active Transportation modes are prioritized to meet the City of Kingston’s Mode Share and Climate Change goal

    Williamsville Main Street Study - what we've heard: Strong preference to keep bike lane on Princess Street. Strong support for a widened pedestrian realm. Support for “greening” the corridor (i.e. installation of planters and street trees). Support for transit improvements (i.e. transit queue jumps). • Support for the removal of on-street parking to make way for other priority improvements. • Concerns regarding on-street parking availability for businesses/dwellings along Princess Street. Support for alternate neighbourhood bikeways on Park St, College St, Mack St, MacDonnell, Nelson, Albert St, and Earl St

    Princess Street context Williamsville Main Street study update


    Shaping Princess Street: What are the constraints? The existing right-of-way (the space on the roadway allocated for transportation infrastructure) is very narrow at this section of Princess Street, on average about 20m. It is not possible to widen the roadway any more than it already is due to buildings being located close to or at the property line. The transportation study identified the current roadway as sufficient to carry future vehicular traffic, with one lane in each direction, through this section of Princess Street. However, the roadway is not wide enough to also provide transit priority, bike lanes and wider sidewalks.  Transit: To meet the transit mode share targets and promote sustainable transportation, peak transit frequency on Princess Street is planned to be improved to 5 minutes. To operate at these frequencies and prevent buses from being bunched or have delays, transit priority measures such as transit queue jump lanes are required at several locations. Transit improvements aim to meet the City’s climate goals set out in the Climate Leadership Plan (2021) by reducing private vehicle trips.  Cyclists: Existing bike lanes without a buffer along this corridor do not provide the level of comfort that most riders would expect when riding along a high-volume roadway. Promoting the use of Brock and Johnson Streets as part of the Spine Cycling Network and other east-west streets in the neighborhood. Developing neighborhood bike routes to serve less confident cyclists and ensure north-south cycling trips in Williamsville have appropriate infrastructure. Confident cyclists can continue to bike along Princess Street

    What are the common cross-section elements? Space directly behind the curb that acts as a buffer between vehicles and other sidewalk/boulevard functions. • May include signs, parking meters, garbage for collection and snow storage. • Recommended minimum snow storage width for the City is 2.0 m. This width may be provided across the edge and furnishing zones.

    All facilities cross-sections: A cross-section concept of Princess St that includes widened sidewalks, cycling lanes, a transit lane and driving lanes.

    Available right-of-way along Princess Street: A map detailing how the width of the public Right of Way changes throughout the Princess St. corridor.

    Cross-section study alternatives analysis: The Williamsville Main Street Study Assessed 6 different alternatives for Princess Street between Bath Road and Division Street. All Alternatives were designed without on-street parking lanes and narrowed travel lanes. AODA Minimums were met where possible (2.0 m Sidewalk, 0.5m frontage zone) Additional space in the right-of-way was used for street furnishings. A 1.85m furnishing zone is required for street trees Includes a table summarizing the six alternatives that were considered as part of the Williamsville Main St. Study Option one, wide pedestrian realm: Yes: Wide pedestrian realm encourages use of storefronts on Princess. Pedestrian activity will increase as a result of improved transit facilities. Option two, cycles tracks, both sides: No: Does not provide for desired elements noted in the Official Plan, Specific Area Policy Framework, or Williamsville Transportation Study. Only meets need for cycle tracks. Option three, bidirectional cycle track: No: Delays to buses and cars as noted by traffic analysis. Option four, one-way (northwest cycle track): No: Limited cycling facilities does not encourage use of cycling. Option five, on-street cycle lanes: Yes: Maintains existing cycling facilities to encourage cycling on the main corridor. Option six, continuous transit lane: No: Would require removal of all left turn lanes, causing significant delay for general traffic and non-prioritized transit service.

    Impacts to Princess Street: A map showing space constraints related to each of the six options.

    Alternative 1 - wide pedestrian realm. A map detailing sections where Shortlisted Alternative 1 it shows where the wide Pedestrian Realm can and cannot be fully implemented for the Princess St. corridor. Prioritizes a wide pedestrian realm including benches and trees, strong support for local businesses and encourages pedestrian activity. Cyclists are able to share princess street with other vehicles. Cyclists would be diverted to local roads to complete their trip if desired. Through lanes are being narrowed to slow down traffic and increase space for pedestrian facilities.

    Alternative 5 - On-street cycle lanes. A map detailing sections where Shortlisted Alternative 5 – On-Street Cycle Lanes can and cannot be fully implemented for the Princess St. corridor. Prioritizes cycling infrastructure on Princess Street which is currently designed as on-street cycle lanes. Limits pedestrian and transit improvements due to width of cycling infrastructure and limited roadway width. Limited greening corridor enhancements along Princess Street with little space for furnishing. Through lanes are being narrowed to slow down traffic.

    Complementary cycling facilities Williamsville Main Street study update phase two

    Building a comprehensive network 2012/2020 Williamsville Main Street Study The initial 2012 Williamsville Main Street Study included recommendations that extend beyond Princess Street. In the 2020 Williamsville Main Street Study update, and as supported in the Active Transportation Master Plan, the project team has looked at prioritizing active transportation in the whole Williamsville Neighbourhood to develop a more comprehensive network. A combination of Neighbourhood Bikeways and Advisory Bike Lanes have been considered to create a complimentary network, connecting major cycling roads such as Brock/Johnson, Bath/Concession, and University Avenue.

    Neighbourhood bikeway features High visibility crossings: Visible patterns and colours for drivers and cyclists compared to traditional transverse line crosswalks. Make cyclists more visible to drivers Pavement markings and traffic calming measures: Shared lane markings to signal shared road between drivers and cyclists. Indicates cyclists position along the right-of-way. Encourages cyclists to use the full width of the lane. Reminds drivers to give cyclists plenty of space. Traffic calming measures such as speed humps and bump outs.  Signage: Signs are used to guide people towards or along cycle routes. Alerts drivers that there may be people cycling nearby. Provides wayfinding to connect people to key destinations in the community such as schools, parks, businesses and other low-street streets. Communicates to cyclists that they are on a roadway with a shared operating space.

    A conceptual renderings of neighbourhood bikeways for 15 m wide streets like Napier Street and 20 m wide streets like Albert Street.

    A conceptual renderings of neighbourhood bikeways that include traffic calming bump outs for 15 m wide streets like Napier Street and 20 m wide streets like Albert Street.

    A conceptual rendering of Alfred St that includes signage and paint for advisory bike lanes.

    Neighbourhood bikeway corridor screening Ontario Traffic Manual Book 18 (Cycling Facilities) and other Canadian best practices were used for cycling facility screening (Shown on the left). Existing Williamsville local roads have low levels of traffic which indicates support for shared bicycle facilities. To mitigate high posted-speeds, appropriate speed calming measures such as bump-outs will be implemented to reduce vehicle operating speeds while also providing greening to neighbourhoods. The recommended solutions have minimal to no impact on the existing ROW for ease of implementation. College St is 9m wide, 50km/h, 238 average daily traffic and has on street parking on both sides. Solution: neighbourhood bikeway. Alfred St is 1m wide, 50km/h, 4661 average daily traffic and has on street parking on both sides. Solution: advisory bikeway and neighbourhood bikeway. Park St is 9m wide, 50km/h, 1649 average daily traffic and has on street parking on one side. Solution: neighbourhood bikeway. Mack St is 8 or 9m wide, 50km/h, 885 average daily traffic and has on street parking on both sides. Solution: neighbourhood bikeway. MacDonnell St is 9m wide, 40km/h, 2141 average daily traffic and has on street parking on both sides. Solution: advisory bikeway and neighbourhood bikeway. Nelson St is 7 or 8m wide, 50km/h, 621 average daily traffic and has on street parking on one side. Solution: neighbourhood bikeway. Albert St is 9 or 10m wide, 50km/h, 1771 average daily traffic and has on street parking on one side. Solution: neighbourhood bikeway.


    A map showing the proposed neighbourhood bikeway routes that may be implemented in the Williamsville area based on public feedback received.

    Next steps and looking forward, what we will do Collect and summarize all of the feedback we have received to date. Use the feedback received to prepare a preferred design alternative for Princess Street. Carry forward and implement the Neighborhood Bikeway Options ahead of design updates to Princess Street. Prepare a report with the recommended Neighborhood Bikeway routes and facilities as well as a preferred design alternative for Princess Street. The final design and implementation approach is subject to City Council Approval.


  • Notice of public open house

    Share on Facebook Share on Twitter Share on Linkedin Email this link

    Community members are invited to a Public Open House at St. Luke’s Anglican Church (236 Nelson St.) on Oct. 26. The event is a drop-in style open house and community members may come by anytime between 6 p.m. and 8 p.m.

    This open house is being hosted to present additional information based on the community engagement completed in the spring. It is particularly focused on the transportation priorities and concepts along Princess Street, between Division and Concession Street, also known as Williamsville Mainstreet.

    Community members can learn about the study’s analysis completed to date, view the concepts that have been developed and ask questions of technical experts. Staff from the City of Kingston will also be seeking feedback on how to improve neighbourhood bike routes in the Williamsville area.

    Feedback received during the open house will be used in the study process to refine options for the community to consider. In January a first draft report on transportation options, including the feedback received through the study, will be released for more public comment. That feedback will be used to further refine the report before it goes to City Council and committee in February 2024.

    Background

    In the spring of 2023, the City of Kingston began the second phase of a transportation study of Princess Street through Williamsville. The area around Williamsville is growing and great care needs to be taken to plan for the future of transportation along Princess Street to ensure it meets the needs of the community.

    Princess Street is currently a very significant route for pedestrians, personal and commercial motor vehicles, transit (including express service) and cyclists. However, the width of the street is fixed and that makes it a challenge to prioritize all modes of travel on that street. This study seeks to identify the options for transportation planning to support growth in the neighbourhood and community well-being.

    For more details, background and history on the Williamsville Transportation study visit the City’s of Kingston’s public engagement hub, Get Involved Kingston. We are also seeking feedback on Green Streets in Williamsville, learn more and let us know what you think.

  • Background & project goals

    Share on Facebook Share on Twitter Share on Linkedin Email this link

    Project Goals

    The proposed vision for the corridor is to enhance east-west walkability, improve accessibility and integration with existing and planned developments, sidewalks, connections to side streets and prioritize transit travel times through the corridor. Other elements to consider include providing green elements like trees and planters in strategic areas and other amenities where space permits (e.g. bike racks, benches, shelters).

    Decorative image showing a blue checkmark in a circle.


    Reconfigure the right-of-way to improve the pedestrian experience with wider sidewalks and amenities.


    Decorative image showing a blue bus in a circle.


    Prioritize transit travel times throughout the corridor.


    Decorative image showing a blue car in a circle.

    Minimize impacts on traffic operations associated with the proposed changes.


    Decorative image showing a a blue cyclist in a circle.


    Identify viable alternatives to support cyclists within the broader study area.


    What’s Proposed

    The City is studying different alternatives for the cross-section of Princess Street between the intersections of Bath Road, Concession Street and Division Street.

    The ultimate recommendation for the corridor may be different for select blocks along the corridor, based on how the below parameters are layered into the study.

    Previous studies have shown that walking and transit are the two most popular modes of transportation through this corridor. Therefore, this study starts by prioritizing those two elements in options that are being considered.

    The images below show what two areas of the corridor currently look like and a conceptual rendering of what that area could look like in the future.

    Looking South Along Princess Street at Smith Street - Current View


    There is one vehicular travel lane in each direction and space for parking along the nearside curb. The asphalt is cracked and patched. Tall buildings line both sides of the street with narrow sidewalks abutted next to the buildings. The nearside sidewalk is a standard, uninviting 1.2-1.5m width, and is uneven. Very limited visually appealing street amenities are provided, though there are some trees and planters on private property along the far side of the street. There is one vehicular travel lane in each direction and space for parking along the nearside curb. The asphalt is cracked and patched. Tall buildings line both sides of the street with narrow sidewalks abutted next to the buildings. The nearside sidewalk is a standard, uninviting 1.2-1.5m width, and is uneven. Very limited visually appealing street amenities are provided, though there are some trees and planters on private property along the far side of the street.



    Looking South Along Princess Street at Smith Street - Conceptual View


    People walking along a widened pedestrian realm next to a mid-rise, high density residential building at the edge of the property line on Princess Street. Trees, planters, streetlighting poles, benches and bike racks line both sides of the street.People walking along a widened pedestrian realm next to a mid-rise, high density residential building at the edge of the property line on Princess Street. Trees, planters, streetlighting poles, benches and bike racks line both sides of the street.



    Looking North Along Princess Street at Alfred Street - Current View

    Typical signalized intersection on Princess Street. There is one vehicular travel lane in each direction and a left turning lane at the traffic signals. The asphalt pavement features numerous cracks, uneven pavement and patches. Narrow bike lanes are present on both sides of the street along the curb and transit bus stops are located at the corners of the intersection. Standard 1.2-1.5m sidewalks, with crosswalks at the intersection, line both sides of the street and do not provide tactile walking surfaces. Visually appealing street amenities are limited and the intersection appears uninviting.Typical signalized intersection on Princess Street. There is one vehicular travel lane in each direction and a left-turning lane at the traffic signals. The asphalt pavement features numerous cracks, uneven pavement and patches. Narrow bike lanes are present on both sides of the street along the curb and transit bus stops are located at the corners of the intersection. Standard 1.2-1.5m sidewalks, with crosswalks at the intersection, line both sides of the street and do not provide tactile walking surfaces. Visually appealing street amenities are limited and the intersection appears uninviting.


    Looking North Along Princess Street at Alfred Street - Conceptual View

    Typical signalized intersection on Princess Street. People crossing at decorative crosswalks while a bus waits in a transit queue jump lane closest to the sidewalk curb area. A few trees can be seen lining both sides of the street in backgroundTypical signalized intersection on Princess Street. People crossing at decorative crosswalks while a bus waits in a transit queue jump lane closest to the sidewalk curb area. A few trees can be seen lining both sides of the street in background.

    View more renders, plans and cross-sections.

    Please Note: Renderings are provided to illustrate the scale and character of the proposed construction and do not necessarily represent the final design. The final design will be subject to the detailed design process which is underway

    What’s Known

    • The corridor is tight, there is no additional space available.
    • The corridor is intended to remain an Arterial Road; maintain one travel lane in each direction for vehicle mode share
    • Initial modeling has identified the need for turning lanes at the intersection of Princess Street and MacDonnell and Princess Street and Victoria Street

    What’s Being Considered

    • Reduction of vehicle travel lane widths to between 3m and 3.3m.
    • Increase and support walkability by widening sidewalks, improving the accessibility of sidewalks, and the addition of green elements such as trees.
    • Improve transit consistency – this may include modifications to some of the vehicle travel lanes and changes at intersections (introducing turning restrictions at some intersections) to introduce transit queue jumps and prioritize transit operations along the corridor.
    • Identify ways that cycling can be considered throughout the neighborhood.
    • Removal of on-street parking along the corridor to allocate more space to support improvements for the pedestrian realm and transit.

    Cyclists

    This section of Princess Street currently forms part of the City’s spine cycling network. However, existing bike lanes without a buffer along this corridor do not provide the level of comfort that most riders would expect when riding along a high-volume roadway. And with space constraints along the right-of-way, it is not possible to improve or maintain the bike facilities along this corridor after incorporating pedestrian and transit improvements.

    Alternatives being considered:

    • Promoting the use of Brock and Johnson Streets as part of the spine cycling network, and provide connections along Palace Road or Sir John A, up to Bath Road.
    • Developing Concession Street as part of the spine cycling network alternative to connect into future bike facilities along Princess Street, west of Bath Road, and connect into existing and proposed bike facilities along Division Street.
    • Developing neighbourhood bike routes – these routes would be formalized with wayfinding and could potentially include traffic calming and other measures to promote cycling along these areas.
    • Confident cyclists can also continue to bike along Princess Street as part of traffic.

    Drivers

    How this arterial roadway will look for drivers is very much uncertain. What we do know is that there will be at least one travel-through lane in each direction to maintain vehicular and transit movements through the area.

    What is being considered:

    • Changes to lane configurations and turning movements – such as the elimination of some or all dedicated left-turn lanes to facilitate bus movement and reduce congestion.
    • Changes along the sidewalks and at intersections such as street furnishings (benches, planters and similar things), trees, transit shelters and other features that will make pedestrians and cyclists more visible at intersections.
    • Removing on-street parking to support maintaining two through-lanes and maintaining turn lanes at two key locations (Macdonell Street and Victoria Street), to allow transit to move smoothly while reducing congestion.

    On-street Parking

    With the right-of-way space constraints and the established priorities for pedestrians and transit it is not possible to accommodate on-street parking along this stretch of Princess.

    What is being considered:

    • The proposed removal of on-street parking was identified in phase one of the transportation study due to the constrained right-of-way and the need to implement widened pedestrian areas and transit-orientated improvements.
    • Maintain parking along side streets. Additional parking regulations may be implemented such as considerations for loading zones and short-term parking.
    • Certain parking spaces on Princess Street may be retained on specific blocks, specifically the block between University Avenue and Division Street, where there is accessible on-street parking for the Heart Clinic, and no other alternatives nearby.
Page last updated: 23 Nov 2023, 02:53 PM