Oct. 26 open house display boards

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.


Consultation has concluded and the engagement reports are available to read.