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

• Approval of Williamsville Transportation Study

  Last week City Council approved recommendations from the Williamsville Transportation Study including a preferred design concept for cycling infrastructure along Princess Street.

  What’s next?

  The City will proceed with a future reconstruction of a portion of Princess Street, which will include a physically separated cycle tracks on both sides of Princess Street between Division Street and Alfred Street. Details on this option are available in the memo from early May.

  The Williamsville bikeway network will be incorporated into future capital projects. As we complete upgrades to the road and underground infrastructure in the area we will build out the bikeway network. Green street concepts will also be incorporated into these future improvements.

  Finally, the City will develop plans for operation, maintenance, enforcement and other things needed to make sure that this new bike infrastructure is kept in good shape and accessible to cyclists.

  Public engagement

  Williamsville’s community truly showed up to engage on this project. The project team is grateful for the time and energy the community contributed. From reviewing our drafts, offering feedback, attending open houses all of that take time effort and thought. Because of your involvement we were able to develop a plan that will better address the needs of Williamsville’s Community as it grows.

  Thank you for your time, your feedback and your attention.

  The details

  If you’re looking for the full approved study, it’s available on the newly relaunched City of Kingston website. The motion that Council approved is copied below:

  That the conclusions of the Williamsville Transportation Study presented in Report Number EITP-24-018 be adopted by Council; and

  That the preferred concept for Princess Street that prioritizes cycle tracks and pedestrian infrastructure, identified as Alternative 2B in Report Number EITP-24-018, be incorporated into the detailed design and reconstruction of Princess Street as part of future capital projects and redevelopment opportunities; and

  That the identified neighbourhood cycling network and facilities, as identified in Exhibit A and Exhibit G in Report Number EITP-24-018, be incorporated into future capital projects and development opportunities planned for identified streets; and

  That the green street principles and concepts, as identified in Exhibit A in Report Number EITP-24-018, be established as options that can be integrated into neighbourhood streets slated for reconstruction in approved and future capital budgets; and

  That Council direct staff to develop plans for operations, maintenance, enforcement, and other ongoing actions to support new infrastructure on Princess Street, the neighbourhood cycling network, and local streets where green street elements are added to be incorporated into future capital and operating budgets.

  Thanks,

  The Williamsville Transportation Study Team

• Williamsville Transportation Study Alternative Design Memo

  Introduction

  The following technical memo provides the rationale for examining a third alternative design for Princess Street in more detail. It also explores the details of this new alternative, including design elements, design challenges and opportunities, and anticipated operational changes relative to the previously considered design alternatives.

  Rationale for introducing a new alternative

  There is an increasing need to reduce private automobile dependence within Williamsville as traffic congestion associated with redevelopment intensifies within the area. Reducing auto dependence will require reconfiguration of the limited Princess Street right-of-way to prioritize sustainable modes. This need to revise the Princess Street cross-section is the focus of the Williamsville Transportation Study.

  The initial shortlisted designs presented in February 2024 aimed to optimize pedestrian and transit operations. Transit was prioritized due to its high carrying capacity; each standard transit vehicle can theoretically remove up to 50 private autos from the road when at capacity. This could theoretically result in up to 1,200 vehicles being removed from the network per hour when the City moves towards planned 5-minute headways on Express Routes (Number is based on 12 vehicles per hour per direction, each carrying 50 passengers. Headway refers to the anticipated time lapse between buses arriving at a particular stop.).

  In February 2024, one of the initially short-listed design alternatives for Princess Street included both vehicular lane improvements to optimize transit operations and on-street cycling lanes. The feasibility of this alternative was dependent on the City’s ability to acquire additional property at intersections along the corridor. Additional property is required to both provide transit priority and adequate space for cycling facilities. Adequate property at intersections is unlikely to be acquired and there are continuing concerns that the on-road, unbuffered cycling lanes may create safety issues with parked/stopped vehicles. Given these concerns, it was determined that the alternative that both prioritizes transit and provides space for cycling was deemed infeasible.

  Feedback from two open house events has made it clear that there is substantial public demand to provide cycling facilities on Princess Street. As a result, the decision was made to investigate a new alternative that prioritizes cycling and pedestrians as much as possible while maintaining reasonable transit operations. Providing cycle facilities within the available right-of-way will necessitate the removal of some left-turn lanes, which is anticipated to result in longer transit delays than predicted under the two initial design alternatives where all existing left-turn lanes were maintained. Increased transit delay may impact ridership potential and the City’s ability to increase service to a 5-minute headway in the future.

  A strategy that maximizes cycling uptake will be essential to achieve modal shift targets in a scenario where transit is deprioritized to a certain extent. This strategy should include the installation of “All Ages and Abilities” (AAA) cycle track on Princess Street paired with the previously identified cycling and green streets improvements within Williamsville. Strong cycling connections to the east and west of the study area will also be required to reduce the number of personal vehicles travelling along Princess Street.

  The following technical memo:

  • Presents the proposed “cycling forward” design (Alternative 2 from the 2023 Princess Street Cross-Section Study),
  • Explores the design and operational opportunities and challenges of this new alternative, and
  • Identifies additional considerations to be explored as portions of Princess Street proceed toward implementation.

  Overview of design alternative 2b: cycle tracks with fewer turn lanes

  Alternative 2b prioritizes pedestrian and cycling facilities. It includes 1.8 m wide cycle tracks on both sides of Princess Street accompanied by sidewalks and curb ramps that are compliant with the Accessibility for Ontarians with Disabilities Act (AODA). Additional details on the proposed cross-section design are provided in Section 3.1. Functional design drawings are included in Appendix A.

  Alternative 2b differs from the cycle track alternative that was considered earlier in the Williamsville Transportation Study in that it removes a few of the existing left turn lanes to make space for the desired All-Ages-and-Abilities (AAA) cycling facilities. Left turn lanes were maintained where they have the most significant impact on transit travel times. These include the intersections of Bath Road, MacDonnell Street, Alfred Street, University Avenue, and Division Street. A single westbound queue jump lane has been recommended at the intersection of Albert Street. Signalization and addition of a westbound queue jump lane at Drayton Street, which was recommended in the Princess Street Cross-Section Study, has been removed due to a lack of available property and significant constraints for traffic light placement.

  Property acquisition and/or easement agreements will be required at locations where left turn lanes and queue jumps are recommended to accommodate the desired infrastructure. We have assumed that the required property acquisition and/or easements can be successfully negotiated for the purposes of this memo. If the City is unable to negotiate additional property then additional left turn lanes will need to be removed from the design. This will further degrade transit travel times.

  The width of the cycle track and sidewalks were reduced in some cases to accommodate left turn or queue jump lanes. In these areas cycle tracks and/or sidewalks were reduced to 1.5m widths following minimums set out by the AODA and OTM Book 18. Any space left over in the right-of-way was used as boulevard space to fit streetscaping elements such as planters, benches, or street trees. Additionally, the current functional design drawings do not assume locations for electrical elements such as traffic lights or street lighting which may further reduce the width of available pedestrian and cycling elements in some locations.

  Typical cross-section

  Figure 1 illustrates the proposed typical cross-section for Princess Street between Bath Road and Division Street, which will include:

  • 3.3 m vehicular lanes, one in each direction;
  • 1.8 m (1.5 m in constrained sections) partially elevated unidirectional cycle tracks on both sides;
  • 0.5 m minimum furnishing zone behind the curb to accommodate signs and streetlights;
  • 1.8 – 2.0 m (1.5 m in constrained sections) sidewalks on both sides; and
  • 0.5 m frontage zone, where feasible, along the property line to enable adjacent doorways to swing open without impacting pedestrian flow on the sidewalk.

  It should be noted that this alternative includes very limited space for installation of street furnishings (including street trees, benches, and bike parking) west of Alfred Street.

  Figure 1: Proposed Typical Cross-Section for Princess Street

  The design currently considers that the cycle track will be constructed a minimum of 0.15 m higher than the adjacent vehicular lanes and 0.15 m lower than the adjacent sidewalk. The cycle tracks will be physically separated from the vehicle lanes by a 0.6 m wide mountable curb and gutter except at intersections.

  Installing the cycle track behind a mountable curb, rather than a full-height barrier curb, will deter vehicles from entering the cycling lane yet provide space for vehicles to pull over and allow emergency vehicles to pass. A barrier curb will be constructed between the sidewalk and cycle track to maintain physical separation between pedestrians and cyclists. The cycle track will be raised to sidewalk level at transit stops for pedestrian accessibility and improved cyclist safety. Figure 2 illustrates similar treatments. The relative heights of the cycle track and sidewalk can be revisited during detailed design.

  
  

  Figure 2: Cycle track treatments, from left, cycle track raised to sidewalk height at transit stop, Toronto, Ontario (Source: Google Maps), cycle track separated by mountable curb, East Gwillimbury, Ontario (Source: OTM Book 18 Cycling Facilities), and raised cycle track on Bloor Street West at Kipling Avenue, Toronto, Ontario (Source: Google Map).

  Intersection treatments

  The segment of Princess Street between Bath Road and Division Street currently includes seven signalized intersections, all of which have dedicated left turn lanes. The following intersections are expected to retain left turn lanes: Bath Road, MacDonnell Street, Alfred Street, University Avenue, and Division Street. Dedicated left turn lanes will be removed from Victoria Street and Albert Street. A westbound queue jump lane will be installed at Albert Street in lieu of the existing left turn lane. Traffic control signals will neither be added nor removed in this alternative.

  Widths of both the sidewalks and cycle tracks will be reduced to 1.5 m at each signalized intersection due to significant property constraints. These widths meet AODA requirements and Ontario Traffic Manual Book 1­­­­8 Cycling Facilities (June 2021) recommendations. Several intersections currently have pedestrian facilities constructed on private property to provide both AODA-compliant curb ramps and sidewalks. It has been assumed that this will continue to be the case at several locations along the corridor. These locations are noted in the functional design drawings included in Appendix A.

  Cycle tracks will be dropped to the same level as vehicle lanes through intersections. Bold green pavement markings will be used to identify the presence of cycle lanes through intersections and across driveways. Right-of-way space constraints will preclude the provision of protected intersections; however in-lane two-stage bike turning boxes (illustrated in Figure 3) will be installed where space permits. It is not anticipated that bike turning boxes can be feasibly installed at University Avenue and Albert Street due to property and visibility constraints. These intersections should include bike boxes on Princess Street to allow left-turning cyclists to be prioritized at intersections.

  Figure 3: In-Lane Two-Stage Bike Turn Box (Source: oaksandspokes.com).

  Assessment of design-related opportunities and impacts

  Alternative 2b presents some unique design opportunities and challenges relative to the two alternatives that were previously investigated as part of the Williamsville Study. This section provides a high-level comparison of the three shortlisted alternatives which is summarized in Table 1. Note that operational differences are not identified, They are highlighted in Section 5.0.

  Design/maintenance aspect being assessed - property impacts

  Widest Pedestrian Realm, Transit Priority:

  • Minor property required at select intersections.

  2b - AODA-Compliant Sidewalks and Cycle Track:

  • Property required at five intersections where a third lane is added to the cross-section to provide accessible crossings.

  5 - AODA-Compliant Sidewalks, Cycle Lanes, Transit Priority:

  • Property required at seven signalized intersections to provide accessible crossings.

  Design/maintenance aspect being assessed - accommodation of pedestrians

  Widest Pedestrian Realm, Transit Priority:

  • Wide pedestrian spaces with significant space for street furniture. AODA-compliant crossings can be accommodated within the existing ROW at most intersections.

  2b - AODA-Compliant Sidewalks and Cycle Track:

  • AODA-compliant sidewalks can be provided mid-block within the existing right-of-way in all locations. Intersections with additional lanes will require property acquisition and/or easements to provide accessible crossings.

  5 - AODA-Compliant Sidewalks, Cycle Lanes, Transit Priority:

  • AODA-compliant sidewalks can be provided mid-block within the existing right-of-way in all locations. Intersections with additional lanes will require property acquisition and/or easements to provide accessible crossings.

  Design/maintenance aspect being assessed - accommodation of cyclists

  Widest Pedestrian Realm, Transit Priority:

  • Cyclists accommodated in lanes shared with vehicles.

  2b - AODA-Compliant Sidewalks and Cycle Track:

  • Cyclists accommodated in dedicated space with physical separation from vehicles and pedestrians.

  5 - AODA-Compliant Sidewalks, Cycle Lanes, Transit Priority:

  • Cyclists accommodated in dedicated space. No physical separation from vehicles.

  Design/maintenance aspect being assessed - accommodation of transit system

  Widest Pedestrian Realm, Transit Priority:

  • Westbound queue jump lane provided at Albert Street. All signalized intersections include left turn lanes, reducing transit vehicle delay.

  2b - AODA-Compliant Sidewalks and Cycle Track:

  • Westbound queue jump lane provided at Albert Street. Two left turn lanes removed from signalized intersections, will result in increased transit delay relative to alternatives 1 and 5.

  5 - AODA-Compliant Sidewalks, Cycle Lanes, Transit Priority:

  • Westbound queue jump lane provided at Albert Street. All signalized intersections include left turn lanes, reducing transit vehicle delay.

  Design/maintenance aspect being assessed - accommodation of private automobiles

  Widest Pedestrian Realm, Transit Priority:

  • All signalized intersections, with exception of Albert Street, will include left turn lanes, reducing travel delay.

  2b - AODA-Compliant Sidewalks and Cycle Track:

  • Left turn lanes removed from two signalized intersections. Will impact travel times.

  5 - AODA-Compliant Sidewalks, Cycle Lanes, Transit Priority:

  • All signalized intersections, with exception of Albert Street, will include left turn lanes, reducing travel delay.

  Design/maintenance aspect being assessed - accommodation of sub-surface utilities

  Widest Pedestrian Realm, Transit Priority:

  • Installation of trees within the boulevard would reduce portions of the right-of-way where utilities can be accommodated. Where trees are not planted, this option provides width where utilities can be installed and maintained without impacting pedestrians, cyclists, or vehicles.

  2b - AODA-Compliant Sidewalks and Cycle Track:

  • Majority of right-of-way is used to provide pedestrian, cyclist, and vehicle facilities. Utilities will need to be installed underneath. Maintenance operations, though infrequent, will necessitate the closure of one or more sidewalk, cycle track and/or vehicle lane.

  5 - AODA-Compliant Sidewalks, Cycle Lanes, Transit Priority:

  • Majority of right-of-way is used to provide pedestrian, cyclist, and vehicle facilities. Utilities will need to be installed underneath. Maintenance operations, though infrequent, will necessitate the closure of one or more sidewalk, cycle track and/or vehicle lane.

  Design/maintenance aspect being assessed - ability to include street furnishings

  Widest Pedestrian Realm, Transit Priority:

  • Street furnishings can be provided throughout the corridor.

  2b - AODA-Compliant Sidewalks and Cycle Track:

  • Limited west of Alfred Street.

  5 - AODA-Compliant Sidewalks, Cycle Lanes, Transit Priority:

  • Limited west of Alfred Street.

  Design/maintenance aspect being assessed - emergency vehicle access

  Widest Pedestrian Realm, Transit Priority:

  • Limited curb-to-curb width would negatively impact emergency vehicle ability to navigate between vehicles, particularly during high traffic periods.

  2b - AODA-Compliant Sidewalks and Cycle Track:

  • Vehicles could pull onto the cycle track to allow emergency vehicles to pass.

  5 - AODA-Compliant Sidewalks, Cycle Lanes, Transit Priority:

  • Vehicles could pull into the cycle lane to allow emergency vehicles to pass.

  Design/maintenance aspect being assessed - winter maintenance

  Widest Pedestrian Realm, Transit Priority:

  • Simplified winter maintenance relative to the other alternatives. Single passes for each of road and sidewalk. Adequate boulevard space for snow storage.

  2b - AODA-Compliant Sidewalks and Cycle Track:

  • Separate passes would be required for each of the roadway, sidewalk, and cycle track. Snow would need to be collected from the right-of-way west of Alfred Street due to lack of boulevards space.

  5 - AODA-Compliant Sidewalks, Cycle Lanes, Transit Priority:

  • Separate passes would be required for each of the roadway, sidewalk, and cycle lane. Snow would need to be collected from the right-of-way west of Alfred Street due to lack of boulevards space.

  Table 1: Comparison of Design Alternatives

  Design/Maintenance Aspect Being Assessed	1 - Widest Pedestrian Realm, Transit Priority	2b - AODA-Compliant Sidewalks and Cycle Track	5 - AODA-Compliant Sidewalks, Cycle Lanes, Transit Priority
  Property Impacts	Minor property required at select intersections.	Property required at five intersections where a third lane is added to the cross-section to provide accessible crossings.	Property required at seven signalized intersections to provide accessible crossings.
  Accommodation of pedestrians	Wide pedestrian spaces with significant space for street furniture. AODA-compliant crossings can be accommodated within the existing ROW at most intersections.	AODA-compliant sidewalks can be provided mid-block within the existing right-of-way in all locations. Intersections with additional lanes will require property acquisition and/or easements to provide accessible crossings.	AODA-compliant sidewalks can be provided mid-block within the existing right-of-way in all locations. Intersections with additional lanes will require property acquisition and/or easements to provide accessible crossings.
  Accommodation of cyclists	Cyclists accommodated in lanes shared with vehicles.	Cyclists accommodated in dedicated space with physical separation from vehicles and pedestrians.	Cyclists accommodated in dedicated space. No physical separation from vehicles.
  Accommodation of transit vehicles	Westbound queue jump lane provided at Albert Street. All signalized intersections include left turn lanes, reducing transit vehicle delay.	Westbound queue jump lane provided at Albert Street. Two left turn lanes removed from signalized intersections, will result in increased transit delay relative to alternatives 1 and 5.	Westbound queue jump lane provided at Albert Street. All signalized intersections include left turn lanes, reducing transit vehicle delay.
  Accommodation of private automobiles	All signalized intersections, with exception of Albert Street, will include left turn lanes, reducing travel delay.	Left turn lanes removed from two signalized intersections. Will impact travel times.	All signalized intersections, with exception of Albert Street, will include left turn lanes, reducing travel delay.
  Design and maintenance of sub-surface utilities	Installation of trees within the boulevard would reduce portions of the right-of-way where utilities can be accommodated. Where trees are not planted, this option provides width where utilities can be installed and maintained without impacting pedestrians, cyclists, or vehicles.	Majority of right-of-way is used to provide pedestrian, cyclist, and vehicle facilities. Utilities will need to be installed underneath. Maintenance operations, though infrequent, will necessitate the closure of one or more sidewalk, cycle track and/or vehicle lane.	Majority of right-of-way is used to provide pedestrian, cyclist, and vehicle facilities. Utilities will need to be installed underneath. Maintenance operations, though infrequent, will necessitate the closure of one or more sidewalk, cycle track and/or vehicle lane.
  Ability to Include Street Furnishings	Street furnishings can be provided throughout the corridor.	Limited west of Alfred Street.	Limited west of Alfred Street.
  Emergency Vehicle Access	Limited curb-to-curb width would negatively impact emergency vehicle ability to navigate between vehicles, particularly during high traffic periods.	Vehicles could pull onto the cycle track to allow emergency vehicles to pass.	Vehicles could pull into the cycle lane to allow emergency vehicles to pass.
  Winter Maintenance	Simplified winter maintenance relative to the other alternatives. Single passes for each of road and sidewalk. Adequate boulevard space for snow storage.	Separate passes would be required for each of the roadway, sidewalk, and cycle track. Snow would need to be collected from the right-of-way west of Alfred Street due to lack of boulevards space.	Separate passes would be required for each of the roadway, sidewalk, and cycle lane. Snow would need to be collected from the right-of-way west of Alfred Street due to lack of boulevards space.

  Overview of operations associated with Design Alternative 2b

  Alternative operational scenarios

  As discussed in Section 2.0, the previously shortlisted alternatives were selected assuming availability of additional property at intersections and the preference of prioritizing transit and pedestrian mobility. By maintaining the existing intersection configurations, it was believed that those alternatives would have the fewest impacts on traffic operations and transit and vehicle travel times. Left turn lanes also allow left-turning vehicles to turn without backing up vehicle traffic or being stopped by transit vehicles.

  As noted previously, based on public input, design of the right-of-way was re-evaluated to prioritize cycling infrastructure. As a result, previously proposed transit improvements such as transit queue jump lanes were reconsidered and only maintained if cycling lanes could also be accommodated. Left turn lanes were handled similarly where they were only maintained and considered in locations where cycling infrastructure could also be provided. Alternative 2b includes fewer left turn lanes throughout the corridor and one potential location for a queue jump lane.

  To quantify the potential impacts to the corridor, a total of 7 scenarios were modelled for an alternative which includes cycle track using traffic microsimulation software:

  1. Existing (Base) Conditions modelled using existing 2024 conditions,
  2. All previously recommended Queue Jump Lanes and Left Turn Lanes,
  3. No Left Turn Lanes and No Queue Jump Lanes,
  4. Queue Jump Lane at Albert Street,
  5. Queue Jump Lane at Albert Street & Left Turn Lane at MacDonnell Street,
  6. Queue Jump Lane at Albert Street & Left Turn Lane at University Avenue, and
  7. Queue Jump Lane at Albert Street & Left Turn Lanes at MacDonnell Street, University Avenue and Alfred Street.

  The traffic microsimulation models were used to determine where left turn lanes would yield the greatest benefit to transit and vehicle travel times based on where left turn lanes can be physically accommodated. It is expected that some left turn lanes will be removed as a result of prioritizing cycling infrastructure. The models were analyzed to determine the capacity of the corridor in each scenario which dictates how many vehicles are expected to be processed by Princess Street in the peak periods. The scenarios were evaluated on a combination of the travel time results and the capacity of the corridor.

  Private and emergency vehicle operations may also be impacted due to the narrower overall width of the roadway and less turning maneuver space. Curb radii were maintained where possible to mitigate the impact to heavy vehicles such as snowplows, maintenance vehicles, and emergency vehicles.

  Traffic operational impacts

  Traffic operations were assessed using the PTV Vissim microsimulation software, which is the industry-leading transportation microsimulation platform. Microsimulation was used to model vehicles, buses, pedestrians, and cyclists in a mixed environment.

  The model was calibrated to match observed traffic volumes and travel times, and then updated to reflect the anticipated 2036 horizon future traffic demands, bus headways, bus dwell times, and lane geometry and traffic control for each scenario. The updates to traffic demands included forecasting future traffic demands due to new development in Williamsville as well as general growth throughout Kingston, in consideration of the anticipated reduction to the City-wide auto mode share. Bus headways through the study area were also updated to reflect planned 5-minute express route headways, as opposed to the existing 10-minute headways.

  Travel times and the number of vehicles processed were compared for each scenario. Travel time measurements were collected for both eastbound and westbound directions between Bath Road/Concession Street and Division Street. The analysis focused on the weekday PM peak hour since this is typically the critical time period due to the combination of commuter and commercial activity.

  Impact to auto drivers

  Table 2 below shows the number of vehicles processed through the study area, the number of vehicles actively being processed through the study area, and number of vehicles unable to enter the study area.

  The results were as expected: maintaining as many left turn lanes and queue jump lanes as possible was shown to positively impact the capacity of the corridor. Scenario 1, which was previously recommended, had the second highest capacity and the second highest number of processed vehicles.

  Scenario 2, which has no left turn lanes and no queue jump lanes, performed poorly with over 1,000 vehicles unable to enter the study area, and over 3,000 vehicles left in the study area when the model run terminates (higher than other scenarios).

  Scenario 6 operated well and processed the majority of vehicles through the study area. Approximately 190 vehicles were not processed through the study area and would likely choose to travel a different route or travel slightly earlier or later during the peak period. The vehicles not processed by this scenario amounts to 3 vehicles per minute, which can likely be accommodated by other routes without significant impacts.

  The following notes are made regarding the headings for the table:

  • ‘Vehicles processed through the study area’ refers to vehicles that have entered and then exited the microsimulation model, which was a section of Princess Street between Division Street and Concession Street, including side streets.
  • ‘Vehicles actively progressing through the study area’ refers to the number of vehicles on the road network within the study area at the end of the microsimulation model run, i.e. precisely at 5:30 PM. Lower numbers indicate that more vehicles have successfully entered and existed the study area during the modelled time period; and,
  • ‘Vehicles unable to enter the study area’ refers to the number of vehicles not able to enter the microsimulation model. Vehicles unable to enter the study area would be queued on roads outside of the study area.
  • Modelled Auto Travel Time EB (WB) provides the predicted average time for vehicles travelling between Bath Road and Division Street. EB refers to eastbound trips, while WB refers to westbound trips. Time is identified in seconds.
  • Auto Travel Time Standard Deviation EB (WB) is used to identify the level of certainty associated with the predicted average travel time. A lower number indicates less variability in travel time, which is particularly important for transit operations. EB refers to eastbound trips, while WB refers to westbound trips. Time is identified in seconds.

  Table 2: Auto Vehicles Processed and Travel Time Per Scenario

  Scenario	Vehicles Processed Through the Study Area	Vehicles Actively Progressing Through the Study Area	Vehicles Unable to Enter the Study Area	Modelled Auto Travel Time EB (WB) [in seconds]	Auto Travel Time Standard Deviation EB (WB) [in seconds]
  1 Base	14,500	2,057	85	373 (529)	63 (133)
  2 (Previously Recommended Queue Jump Lanes and Left Turn Lanes)	14,477	2,274	105	497 (477)	117 (154)
  3 (No Left Turn Lanes and No Queue Jump Lanes)	13,547	3,067	1,320	638 (642)	139 (180)
  4 (Queue Jump Lane at Albert)	14,118	2,742	645	646 (781)	137 (221)
  5 (Queue Jump Lane at Albert & Left Turn Lane at MacDonnell)	14,399	2,459	164	547 (590)	136 (141)
  6 (Queue Jump Lane at Albert & Left Turn Lane at University)	13,815	2,914	845	611 (708)	143 (194)
  7 (Queue Jump Lane at Albert & Left Turn Lanes at MacDonnell, University, and Alfred)	14,357	2,464	188	481 (598)	128 (119)

  As discussed in Section 5.2, the PM peak period was selected as the worst-case scenario to compare travel times between scenarios for both private vehicles and public transit. Figure 4 illustrates the average corridor travel time between Bath Street and Division Street for base conditions and the six scenarios. This shows that Scenario 6 had the third lowest travel times, showing travel time increases of approximately 100 seconds (1 minute 40 seconds) in both directions compared to the base scenario. This increase is only slightly more than the travel time expected in Scenario 1 which reflects the outcomes associated with the modelling of design Alternative 1 (Wide Pedestrian Realm, No Cycling Lanes).

  
  

  Figure 4: Average Corridor Travel Time – Auto

  The queue lengths at each intersection were also monitored between the various scenarios. In every scenario it is expected that queues will extend to adjacent intersections in the weekday PM peak period with queues expected to extend onto Bath Road in some cases. The queue results are not discussed in detail since the impact of the queues is accounted for by the reporting of travel times.

  Impact to transit operations

  The removal of left turn lanes is expected to negatively impact transit vehicles as they may be stuck behind vehicles waiting to turn left. Transit queue jump lanes were previously proposed to improve the overall speed of transit in the corridor and support the future improvements to transit in the corridor.

  Transit travel times are expected to increase by approximately 90 seconds in Scenario 6 (1 minute 30 seconds) in each direction compared to the base condition. Although transit vehicles were shown to get stuck behind left-turning vehicles, transit vehicles also created gaps in front of them after servicing a bus stop, which often allowed them to ‘make up’ for lost time.

  Table 3 summarizes the modelled transit travel time and standard deviation of those travel times. This shows that Scenario 7 has the third lowest travel time and standard deviation (Scenario 1 “Base” and 2 “Previously recommended”) have lower travel times and less deviation.

  Table 3: Transit Vehicles Travel Time Per Scenario

  Scenario	Modelled Transit Travel Time EB (WB) (seconds)	Modelled Transit Travel Time Standard Deviation EB (WB) (seconds)
  1 Base	538 (621)	69 (131)
  2 (Previously Recommended Queue Jump Lanes and Left Turn Lanes)	654 (590)	113 (145)
  3 (No Left Turn Lanes and No Queue Jump Lanes)	776 (737)	125 (159)
  4 (Queue Jump Lane at Albert)	757 (831)	126 (196)
  5 (Queue Jump Lane at Albert & Left Turn Lane at MacDonnell)	695 (707)	136 (136)
  6 (Queue Jump Lane at Albert & Left Turn Lane at University)	767 (827)	140 (182)
  7 (Queue Jump Lane at Albert & Left Turn Lanes at MacDonnell, University, and Alfred)	628 (695)	114 (114)

  Figure 5 illustrates the transit travel times for each scenario. As shown below, transit travel times were negatively impacted and it is recommended that the queue jump lane at Albert Street be implemented to help mitigate impacts to westbound transit travel times.

  
  

  Figure 5: Average Corridor Travel Time – Transit

  Summary of outcomes

  It is recommended that left turn lanes be maintained at Bath Road, University Street, MacDonnell Street, Alfred Street, and Division Street. Left turn lanes can be removed at Victoria Street and Albert Street without significantly impacting the capacity or travel time through the study area. It is also recommended that a westbound queue jump lane be provided at Albert Street to improve corridor traffic and transit operations.

  Following these recommendations, the Princess Street corridor is anticipated to maintain most of its capacity although travel times are likely to increase by approximately 100 seconds for passenger vehicles and 90 seconds for buses, for both directions, during the weekday PM peak hour. There are also nearly 190 vehicles, or 3 vehicles per minute, which would likely choose to travel a different route or travel slightly earlier or later during the peak period. Potential mitigation measures are discussed in the next section, although these were not assessed as part of this analysis.

  Potential traffic operations mitigation measures

  This section discusses potential mitigation measures to address concerns about vehicular capacity and travel times. These mitigation measures have not been assessed and are for discussion only.

  1. Prohibit problematic left turn movements during the weekday PM peak hour. The turn prohibitions would result in a relatively small amount of traffic diverting to other routes during the peak hours.

  2. Improve Traffic Operations on Alternate Corridors such as Division Street, Concession Road, Brock Street, and Johnson Street, to provide alternate routes for vehicle traffic. If this is considered, it is important to the minimize the impact of additional traffic on these other routes.

  3. Review/Optimize transit stop locations to reduce the impact of transit boarding/alighting activity on the corridor vehicle capacity. This could include the introduction of transit signal priority such as ‘green extensions’ or ‘red truncations’ which may result in more efficient flow for passenger vehicle and transit.

  4. Maintain the existing bus headways at approximately 10 minutes as opposed to reducing headways to 5 minutes as is planned by the 2036 horizon. This is undesirable since it would reduce the transit frequency; however, this would reduce the impact of bus boarding and alighting on corridor vehicle capacity.

  Consideration for future work

  The following sections provide a preliminary list of considerations for future phases of design of the Princess Street corridor. Most recommendations apply regardless of which Alternative is carried forward.

  Recommended technical studies

  The following additional technical studies should be completed prior to proceeding to later phases of the design process. It should be noted that the assessments provided as part of the Williamsville Transportation Study were completed in absence of this information. This may impact future decisions.

  • Complete a detailed topographical survey of the study corridor, including completion of a Legal Survey to confirm property boundaries;
  • Complete a Subsurface Utility Engineering investigation with Quality Level B reporting (use of geophysical methods to determine existence and approximate horizontal position of subsurface utilities;
  • Undertake basement surveys of older adjacent properties to confirm that basements, coal chutes, etc. due not extend into the public right-of-way;
  • Complete a geotechnical investigation of the corridor, including chemical testing to determine the presence of materials which may necessitate specialized off-site disposal;
  • Using information collected through the above tasks, complete at least a preliminary (30%) design of the corridor to confirm the recommended future locations of property lines, easements, and utilities ahead of redevelopment of additional adjacent properties.

  Connection to adjacent cycling network

  Building cycling ridership along the Princess Street corridor will require strong cycling connections to the east and west of the study limits, as well as the adjacent neighborhoods.

  Consideration should be given to reducing the number of lanes on Princess Street at Bath Road/Concession Street to create space for physically separated cycling facilities through the intersection. West of the intersection, the existing north sidewalk could be converted to a multi-use pathway. Access to amenities on the south side of Princess Street could be provided via the various signalized intersections.

  Consideration should also be given to continuing the cycle tracks east of Division Street to at least Barrie Street. This will avoid forcing cyclists to transition to shared lanes within the complex Division Street intersection. The width and proximity of Queen Street to the eastern portion of Princess Street may provide a suitable parallel route for riders traveling between Barrie Street and Ontario Street. Installation of cycle tracks should be considered for Queen Street if it is pursued as an alternative cycling route to Lower Princess Street.

  Implementation of green street concepts and neighborhood bikeways within Williamsville will also be critical to the success of the of the Princess Street cycle track. Implementation of the Alfred Street advisory bike lanes should be prioritized given the initial portion of cycle track would be constructed between Alfred Street and Division Street.

  Monitoring program

  Traffic and collision volumes and patterns should be monitored along Princess Street and adjacent roadways as infrastructure and operational changes are made. The City should be prepared to modify signal timing, reprioritize projects, and adjust transit headways based on observed patterns. Predictive traffic modelling work has indicated that most vehicular traffic should remain on Princess Street following the proposed modifications. Modelling tools, however, are never completely accurate. City staff should also collect cycle track use data as the facility extends from east to west. This information can be used to inform decisions regarding the implementation of cycle tracks in other parts of the City.

  Appendix A

  View the detailed designs for option 2b.

• Update on Williamsville Transportation Study

  Thank you for your interest in the future of transportation in Williamsville. We’re excited to share that the draft Williamsville Transportation Study has been completed and is available for you to read.

  Next steps:

  There is an open house planned on Feb. 13 from 4:30 p.m. to 6:00 p.m. in Memorial Hall, located on the second floor of City Hall at 216 Ontario St. There will be information and project team members available to answer questions. Right after that open house the report will be reviewed by the Environment, Infrastructure and Transportation Policies Committee at their meeting that night.

  Based on feedback from the open house and committee, further refinements to the study will be made. Then later in the spring, it will go to City Council for a final decision.

  What we heard:

  We are grateful for the interest and feedback we have received on this project and for the time community members have taken to engage with the subject and provide their thoughts. Engagement reports have been added to the Williamsville Transportation Study project page. These reports detail the public engagement processes that took place in 2023 with part one in the winter and spring and part two in the fall.

  Thanks for reading,

  Williamsville Project Team

• 2023 Engagement reports available

  Throughout 2023 public engagement took place regarding the Williamsville Main Street transportation study. This engagement focused on informing community members of the constraints of the corridor and the purpose of the study while seeking feedback on rest areas, preferred cross-sections and street design elements.

  Winter and spring engagement

  In February a project page was launched on the City’s engagement hub. Get Involved Kingston. This page launched with background information on the study and an interactive map tool which allowed community members to provide feedback from February to March by placing pins about where rest areas should be located and any other additional comments about the cross-section and corridor. City staff also attended a community-led town hall organized by the Williamsville Community Association on April 13 and answered questions.

  The complete report on the winter and spring engagement work is available to read.

  Fall Engagement

  In the fall a second survey was launched to follow up on feedback received in the spring which focused on preferred design elements for Williamsville Main Street. This survey was available on the City’s engagement hub, Get Involved Kingston. Additional surveys – focused on green streets and neighbourhood bikeways – were also launched along with project-specific Get Involved webpages. Two in-person events were also hosted, a town hall on Oct. 5 held by the district councillor allowed community members the chance to ask questions of the project team. Following that an open house was held on Oct. 26 in Williamsville that included a version of the online survey for visitors to fill out in person as well as additional information and the chance to ask specific questions of the project team.

  The complete report on the fall engagement work is available to read.

  Next steps

  Staff have compiled the feedback received during the public engagement process and an information report will be going to committee in February 2024. In early spring a report will go to Council for a decision.

• Engagement report: fall 2023

  Introduction

  The City of Kingston is undertaking a study focussed on updates to the multi-modal transportation network within the Williamsville area. This includes: a design and operational review of Princess Street between Bath Road/Concession Street and Division Street, plans for expansion of the existing area-wide cycling network, and the potential to implement green street concepts when modifications are made to a street. These design alternatives are being explored at the request of the public, as discussed below. All three components of this work are being captured under what is being called the Williamsville Transportation Study.

  In 2020, a transportation operations study was completed to assess what changes would be required to support intensification within Williamsville without requiring road widening. The operational study identified the need for significant improvements to pedestrian, cycling, and transit facilities to shift the preferred travel mode away from private vehicles. One of the key recommendations from that study was to reconsider how the limited Princess Street right-of-way is currently being used. Princess Street has been the subject of several studies in the past and is identified as an arterial road, cycling spine, and transit priority corridor (Kingston Transportation Master Plan (2015), Kingston Walk n’ Roll (2018), Kingston Official Plan (2022)). Pedestrian facilities along the corridor also need to be compliant with the Accessibility for Ontarians with Disabilities Act (AODA) and address the volume needs associated with the adjacent land uses. The limited Princess Street right-of-way makes it very challenging to simultaneously meet all of the objectives set forth for the corridor.

  In 2022, the City contracted Dillon Consulting Limited to complete a study to identify constraints, potential operational improvements, modal priorities and feasible alternative cross-sections for the Princess Street corridor. One of the alternative cross-sections was presented at a Town Hall meeting in March 2023. The presented cross-section and associated plan view design prioritized pedestrians, improved streetscaping, and included transit-priority features. It did not include dedicated cycling facilities. One of the overarching themes expressed during the Town Hall was a lack of clarity in the design selection process and missed opportunities for public engagement which could have led to the development of more alternatives. The Williamsville Transportation Study aims to address these concerns by providing the public with more information and opportunities to weigh in on various design elements before Council identifies a preferred way forward. Additional information on the March 2023 Town Hall is included in the spring engagement report.

  Design feedback received at the March 2023 Town Hall meeting generally fell into three categories. The first was related to cycling. The public expressed a strong desire to keep bike lanes on Princess Street and to improve cycling throughout Williamsville through the implementation of a neighbourhood bikeway network. Attendees requested that additional traffic calming measures be introduced on local streets to encourage vehicles to drive slowly and share the roadway with cyclists. The second category of comments included support for a widened pedestrian realm and landscaping of the corridor. The third primary category of comments included concerns about the removal of on-street parking along Princess Street. The public suggested it may result in additional vehicles parking on local roads adjacent to Princess Street with already limited spaces.

  The current study includes a comprehensive analysis of alternative cross-sections for Princess Street between Bath Road and Division Street Corridor in response to the 2023 Town Hall feedback. It also includes public consultation on two short-listed design alternatives so that a preferred design can be identified that best reflects the desires of the local community and their mobility needs.

  This study also considers alternatives to improve cycling throughout Williamsville by implementing neighbourhood bike routes on local streets. This additional layer of cycling infrastructure would provide improved connections between existing and already planned dedicated cycling infrastructure. To encourage and enhance these neighbourhood bikeways, the City is also planning to implement ‘green streets’ which would encourage active modes of transportation on local roads. The City solicited input on the desire for a neighbourhood cycling network during the March 2023 Town Hall. Attendees were also asked to identify preferred neighbourhood bikeway corridors in the Williamsville area.

  The City hosted an Open House engagement session on Oct. 26, 2023, at St. Luke’s Anglican Church to solicit feedback on the various components of the Williamsville Transportation Study. The Open House allowed the public to review and comment on two short-listed alternatives for Princess Street, as well as alternative designs for the proposed neighbourhood cycling network. Information on the implementation of green street design concepts in Williamsville was also available for the public to review. The format of the Open House included information boards with roll plans laid out on tables, illustrating the two short-listed alternatives, as shown in Figure 1 below.

  The City also provided the public with opportunities to provide feedback on the design of Princess Street, the neighbourhood cycling network, and green street design concepts through Get Involved Kingston.

  Figure 1: Public open house layout.Notifications

  The City of Kingston residents and businesses were notified of the Open House 10 days prior to the event through the project website, the Williamsville Bikeway project website, the City of Kingston’s Event Calendar, Facebook events page, and through e-mail notices to various community groups. Business cards with the Open House date and details were also given out on Oct. 5 at the Councillor’s Town Hall.

  Purpose of the October 2023 open house

  The purpose of the October 2023 engagement session was to collect feedback on updated design and cross-section alternatives for Princess Street, the neighbourhood bikeway alternatives, and preliminary feedback on the Green Streets concepts. Development and consultation on these elements of the Williamsville transportation network were requested during the April 2023 Town Hall.

  The fall open house materials summarized past studies that have been completed to date for the Williamsville neighbourhood, including the policy direction guiding decision-making processes, the rationale behind the design alternatives, as well as mapping for the proposed neighbourhood bikeway networks. In response to the Spring 2023 Town Hall comments, a comprehensive list of alternatives was presented in October. Details included restrictions on the pedestrian realm, mitigation measures, and the two short-listed alternative options that aligned best with the strategic goals and objectives of the City. Preliminary roll plans for the short-listed alternatives were also presented at the Open House, illustrating trade-offs required to fit the desired facilities within the limited right-of-way.

  A comprehensive neighbourhood bikeway map was also presented. The bikeway map included several local roads identified in the previous engagement session as well as additional local roads that would help complete the network. The City also introduced Advisory Bike Lanes as a potential design alternative for the local bike network, accompanied by preliminary cross-sections that included traffic-calming options such as bump-outs at midblock and intersection locations.

  What we heard

  At the Open House, attendees were encouraged to review the boards and ask any relevant questions to staff. At various points throughout the event, attendees were encouraged to provide comments on specific “Tell us what you think” boards, using a mix of dots and sticky notes as shown below in Figure 2.

  The City also provided feedback opportunities through the completion of a physical survey or a virtual Google Form. The physical forms were deposited into a comment box to maintain anonymity while the virtual feedback forms were completed online.

  Other feedback options included completing online surveys on the Get Involved Kingston webpage. Surveys were posted for Princess Street (under Williamsville Transportation Study), the neighbourhood bikeway designs and network (under Williamsville Bikeways), and green streets (under Frontenac Green Street Concepts).

  In both the physical and online Google forms, attendees were asked for their feedback on the following:

  • Lived experiences with the existing configuration of Princess Street;
  • The features they believe are most important on a re-imagined Princess Street;
  • Their opinions on advisory bike lanes, neighbourhood bikeways; and
  • Whether there are any additional routes they would like to see explored for the neighbourhood bikeway network.

  In addition to topic-specific questions, the feedback forms included open-ended questions, which allowed attendees to provide their input on the design of Princess Street and the neighbourhood bikeways.

  Figure 2: Resident participating in the open house “Tell Us What You Think” activity.

  Princess Street design

  The cross-sections for the two shortlisted alternatives were presented to residents at a Town Hall in April 2023 and a second Open House in October 2023. The feedback received about the design of Princess Street between Bath Road and Division Street was focused on cycling infrastructure and pedestrian realm improvements. These two design elements are the primary design differences between the two short-listed alternatives shown in Figure 3. The following sections provide more details under these two category headings. An online survey was also posted on Engage Kingston’s website to collect feedback about the presented cross-sections.

  Figure 3: Cross-sections for Princess Street design alternatives one (left) and five (right).Cycling facilities

  As discussed in the purpose of the October 2023 open house section, one of the key messages received at the previous engagement session was a strong preference to keep dedicated bike lanes on Princess Street. The option that was presented in April 2023 had removed bike lanes in favour of a wider pedestrian realm with the intent of encouraging pedestrian activity on Princess Street and improving transit travel times. However, the public indicated that their preference would be to keep the bike lanes on Princess Street with the removal of on-street parking used to enhance the bike lanes and make residents feel more comfortable cycling through the corridor. A total of 42 comments were received stating that bike lanes on Princess Street should be kept or improved. An additional fourteen (14) comments noted concerns with the proposed plan to shift cycling traffic to alternative routes including Brock Street and Johnson Street.

  Many of these points were re-iterated amongst several attendees at the October 26^th, 2023 Open House who continued to express a preference to keep bike lanes on Princess Street with the understanding that it would restrict the ability to improve the pedestrian realm. Referring to Figure 5, most Open House attendees believed that cycling lanes would be the most important feature of Princess Street in the future. Similar sentiments were shared through the feedback forms, which highlighted support for the cycling lanes, as well as the emphasized need for separated cycling infrastructure. Of the 38 total online survey responses, 20 responses were received that placed cycle lanes as the most important feature to include in a reconstructed Princess Street (see Figure 4). On the physical boards, 19 attendees left dots indicating that cycle lanes were the most feature on Princess Street compared to only three dots left for wider sidewalks and one for transit priority.

  Figure 4: Ranked Features for Princess Street.The sticky notes received had several recommendations involving the bike lanes, including the desire to provide additional physical separation between the roadway and the bike lanes; combining the transit queue jump lane with the bike lane; and one note expressing that the removal of bike lanes on Princess Street would only be acceptable if bike lanes were provided on alternate routes. Similar sentiments were expressed through the feedback forms, where 30 of the 38 respondents (79%) noted that they do not feel comfortable biking on Princess Street. Figure 5: October 26, 2023, Open House Board – Feedback on Princess Street Design.Pedestrian realm

  Through the Open House engagement questions, the City was interested in understanding the pedestrian experience along Princess Street. Only two attendees indicated that they felt like the street was inviting, while several others indicated that this section of Princess Street is not a pedestrian-friendly corridor. Similar sentiments were expressed through the Open House feedback forms, with 31 respondents (81%) indicating they did not find Princess Street inviting from a pedestrian perspective.

  The design alternative which included the removal of bike lanes and the introduction of wider sidewalks on Princess Street received minimal support at both the Town Hall and Open House engagement sessions. The Town Hall received 10 comments supporting the decision for wider sidewalks, compared to 42 comments received regarding the concern of losing bike lanes along Princess Street. Many of the comments about this alternative indicated that there was uncertainty around individuals utilizing the wider pedestrian amenities and felt that bike lanes should be a higher priority. There were also concerns that if cycling infrastructure was prioritized, the available space within the public right-of-way would not be sufficient to make sidewalks accessible. Other attendees appreciated that by prioritizing sidewalks, the roadway may be able to fit street trees or other greenery to enhance the pedestrian realm along Princess Street.

  Neighbourhood bikeways

  One of the concepts explored during the 2022 Williamsville Main Street Study was the development of a neighbourhood bike network. Neighbourhood bikeways are meant to be shared cycling facilities installed on local streets to promote cycling on alternate routes while enhancing the overall network in Williamsville. At the April Town Hall, feedback was received for potential neighbourhood bikeway routes which informed the creation of a preliminary network map, illustrating the draft neighbourhood cycling path. During the October Open House attendees were asked to provide comments on the routes, facilities and traffic calming measures that were proposed. The Get Involved page included a survey where the public could provide comments between October 13 and November 17^th, 2023 where a total of 169 comments were received.

  Since the April Town Hall, the draft cycling network and preliminary cross-sections were revised to help attendees envision what the future cycling network would look like. The future cycling network map from the Open House is shown in Figure 6 below.

  Figure 6: Proposed Neighbourhood cycling network.

  The design for alternative shared cycling facilities, such as advisory bike lanes, was also considered for some of the routes identified. Renderings of both the neighbourhood bikeway and the advisory bike lanes are shown in Figure 7 and Figure 8.

  
  

  Figure 7: Neighbourhood bikeway Rendering.

  
  

  Figure 8: Advisory bike lane rendering.

  As part of the Open House and online engagement survey, the public was asked to consider the routes, facilities, and traffic calming measures being proposed. The following sections provide an overview of the feedback that was received.

  Vehicle restrictions

  One item that was raised in a few written comments and verbally by attendees was the idea of having more robust vehicle restrictions on local roads. Two online comments and three physical comment forms were received which identified modal filters to improve the cycling experience on the local roads surrounding Williamsville. Options such as traffic diverters and removable barriers or bollards were brought up as potential traffic diverters on local roads.

  Widening sidewalks

  Five comments left on the online survey noted that it would be ideal to widen sidewalks on local streets, specifically those that intersect with Princess Street. An additional physical comment was submitted which indicated that sidewalks should be widened on local roads. This was brought forward first from a mobility perspective, as attendees believed that most individuals on local streets would prefer to walk, and second, as an accessibility concern, indicating that local street sidewalks could be wider to accommodate mobility devices.

  Advisory bike lanes

  Advisory bike lanes are relatively new in Canada and have not been adopted by many municipalities at the time of writing this report. Advisory bike lanes were considered as an option for both MacDonnell Street and Alfred Street, providing a north-south connection that prioritizes cyclists over vehicles. Overall, attendees had strong support for the advisory bike lanes with thirteen (13) of eighteen (18) attendees providing comments on the boards that they approved of the concept of advisory bike lanes. Similar sentiments were shared through the online forms with 26 of 33 respondents indicating that they are appropriate for the roads they have been proposed on. In the comment forms received, some attendees indicated that they would like to see advisory bike lanes instead of neighbourhood bikeways on other proposed routes. Attendees voiced that advisory bike lanes promote cycling as the main mode of transportation on local roads, noting that the dedicated space given for cyclists would help them feel more comfortable while cycling through local roads.

  One comment was received requesting that the proposed neighbourhood bikeway on Victoria Street be converted to an advisory bikeway, suggesting that it may be better suited to the needs of cyclists.

  Traffic calming

  As part of neighbourhood bikeway designs, traffic calming and reduced travel speeds are recommended and were presented at the Open House. The existing posted speed limit on these roads is generally 50 km/h, which is greater than what is recommended in best practices and cycling design guideline documents.

  There were generally negative responses to using bump outs as a traffic-calming measure from the online survey. Three comments were received that believe that it would help reduce vehicle speeds and provide more accessible crossings. In contrast, 18 comments were received that stated that bump-outs would make the neighbourhood bikeways more dangerous from a cycling perspective as it would push cyclists to the center of the roadway and share space with vehicles. In addition, concerns were raised about snow clearance on roads as snowplows may not be able to sufficiently clear the snow around the bump outs, making them more difficult to see during the winter months.

  Green streets

  The final item presented at the Open House involved concepts for green streets developed for the local roads in Williamsville. The concept of green streets and the alternative designs for Frontenac Street were originally presented on Oct. 5 at the Councillor’s Town Hall. The public was also invited to provide feedback through the completion of an online survey on the ‘Frontenac Green Streets Concepts’ page of Get Involved Kingston between Oct. 2 and Nov. 17, 2023. Additionally, printed copies of the cross-sections and renderings were available for attendees of the Oct. 26, 2023, Open House to collect additional feedback. Three alternatives were brought to the October Open House:

  • Green ‘Lite’;
  • Green ‘Mid-Level’; and
  • Green ‘Heavy’.

  The alternatives increase in vehicle restrictions and additional greenery from the ‘lite’ to the ‘heavy’ alternative. These cross-sections and renderings can be seen on the Frontenac Green Street concept page. A total of 213 survey responses were received either at the in-person events or through the online survey.

  Definition of green streets

  Participants were generally familiar with the concept of Green Streets with only thirteen (13) respondents noting that they were not familiar and an additional 42 were unclear about how the City of Kingston defines Green Streets.

  Respondents were asked to rank the following design features for Green Streets to better understand the priorities of the community:

  • Reduced Parking;
  • Tree Planting;
  • Curb Bump Out;
  • Narrowed Lanes;
  • Conversion to One-way;
  • Speed Humps; and
  • Wide Sidewalks.

  Tree planting was the most preferred design feature with 74 responses indicating it is the top choice for the proposed Green Streets while Wide Sidewalks was the second most requested feature with 40 responses.

  Preferred alternative

  Participants were also asked to rank their preferred alternative. The Green ‘Heavy’ alternative was ranked most preferred with 136 respondents indicating that it is their most preferred alternative. The Green ‘Lite’ alternative was the least preferred with only 31 respondents ranking it first.

  Overall, participants were receptive to the idea of Green Streets and the received responses indicate that the preferred design should involve wide sidewalks and tree planting. The preferred alternative also indicated that participants were most interested in the greatest level of infrastructure change which results in the greatest level of additional trees and fewest on-street parking spaces.

  Additional bike routes

  One comment recommended the introduction of infrastructure on York Street between Alfred Street and Barrie Street as an alternative to Princess Street. After discussions with attendees and City staff, it was noted that Concession Street, Division Street, and York Street are used as alternative routes for vehicles to reach downtown and that they may also serve as appropriate alternative routes for cyclists. The City has plans to introduce cycling infrastructure on Concession Street and Division Street. This infrastructure will need to be appropriately connected to the proposed cycling routes on Alfred Street to allow for the expansion of alternative routes. Based on online feedback collected from Get Involved Kingston, respondents also suggested that bike lanes should be added on Pine Street, Albert Street, Mark Street, Bath Road as well as on Brock Street and Johnson Street.

  Accessibility concerns

  One significant concern was raised for people with disabilities. Several existing intersections along Princess Street do not have accessible elements such as tactile plates or audible cues. Other concerns raised were about the short crossing times, which are not suitable for individuals with accessibility concerns. One concern that was raised asked whether intersections along the street will be accessible and account for vulnerable road users. The removal of the right turn lane at the intersection of Victoria Street and Princess was also requested.

  Apart from Princess Street, attendees noted that with the removal of on-street parking on Princess Street, persons with disabilities would have to park on side streets, which generally do not have accessible parking spots. Additionally, concerns were raised about crossings on local streets for persons with disabilities and noted that the proposed bump-outs are beneficial as they shorten the crossing distance on local streets. As part of alternative design options, there were several locations where the width of the sidewalk would be less than 2.0 metres, getting as narrow as 1.4 metres in some locations near Victoria Street. To mitigate these impacts, one comment noted that it may be preferable to have at least one side of Princess Street with 2.0-metre sidewalks by shifting the road centreline.

  Results

  The Project Team has reviewed the comments received alongside the design options presented at the Open House. At present, the feedback indicates a clear preference for keeping the bike lanes on Princess Street over providing a wider pedestrian realm throughout the corridor. The proposed neighbourhood bikeways were positively received and most attendees understood and approved of the concept of advisory bike lanes. The implementation of advisory bike lanes on Victoria Street was also recommended.

  There were some concerns with the bump-outs that were recommended as part of the traffic calming on neighbourhood bikeways. Concerns included cyclists colliding with them or challenges for snow removal with these in place. Alternative traffic calming measures such as modal filters or speed bumps were also requested by attendees.

  Finally, accessibility concerns were raised as both Princess Street and the surrounding local roads were described as inaccessible for persons with disabilities.

  Next steps

  • Explore ways to incorporate feedback raised at the Open House to arrive at the preferred design;
  • Review the feasibility of maintaining cycling lanes while also achieving AODA-compliant sidewalks on Princess Street;
  • Review traffic calming measures on neighbourhood bikeways and along proposed advisory bike lane routes;
  • Review Princess Street design to improve accessibility, where possible, and improve intersection crossings;
  • Additional review of connections between neighbourhood bikeways/advisory bike lanes and other cycling infrastructure is seamless; and
  • Explore opportunities to introduce green street concepts along additional corridors throughout Williamsville.

• Engagement report: winter and spring 2023

  Introduction

  The City of Kington is undertaking Phase Two of the Williamsville Main Street Study, focusing on updates to the multi-modal transportation network along Princess Street from east of Bath Road and Concession Street to Division Street.

  In 2020, a transportation operations study was completed to assess the changes that would be required to support intensification within the Williamsville area without requiring road widening. The operational study identified the need for significant improvements to pedestrian, cycling, and transit facilities to shift travel dependency away from the private automobile. One of the key recommendations that stemmed from the study was for the City to reconsider how the right-of-way along Princess Street was being utilized. Princess Street is identified as an arterial road, cycling spine, as well as a transit priority corridor. The design of Princess Street also needs to be compliant with the Accessibility for Ontarians with Disabilities Act (AODA). In the initial phase, it was confirmed that the Princess Street corridor can accommodate projected transportation demand provided a significant proportion of trips are made through walking, cycling, and transit use. Accomplishing this goal will require wide, inviting, and safe facilities for these modes. The physical limits of the narrow Princess Street right-of-way will make this a challenge.

  In 2022, the City of Kingston contracted Dillon Consulting Limited to complete a study identifying the constraints, potential operational improvements, modal priorities, and feasible alternative cross-sections for the Princess Street corridor. Staff sought input from members of the public through the City’s Get Involved engagement page to develop a preferred cross-section design. Members of the public were able to review the cross-section design alternatives and provide input between February 13, 2023, to March 7, 2023. Following the online engagement period, City staff were invited to present the alternative cross-sections at the Williamsville Community Association Town Hall.

  This report provides an overview of the Get Involved engagement period, including the comments received during the February and March 2023 period, as well as a summary of the presentation and discussion outcomes from the Williamsville Community Association Town Hall.

  Notification

  The City of Kingston residents and businesses were notified about the Williamsville Main Street Transportation Study via the “Get Involved” engagement page as part of the February 13, 2023, to March 7, 2023 review and commenting period. Notifications related to the Williamsville Community Association Town Hall were handled directly by the Association. City staff received an invitation to present at the Williamsville Community Association Town Hall, which took place on April 13. 2023.

  Purpose of the spring 2023 engagement

  The City retained Dillon Consulting in the Spring of 2022 to proceed with Phase Two of the Williamsville Main Street Transportation Study, building upon the recommendations stemming out of the Phase One work (2020). In Phase Two, the City sought to develop a strategy that would encourage a shift in travel behaviour as a mechanism to reduce dependency on private vehicle use. With this approach, the City intended to prioritize walking, transit use and cycling, thus providing a range of mobility choices to support the needs of current and future residents of the Williamsville neighbourhood area.

  The purpose of the Spring 2023 online engagement session was to collect feedback on one of the alternative cross-sections that was developed for Princess Street, between the intersections of Bath Road/Concession Street and Division Street. A comprehensive mapping tool was also shared which illustrated where alternate cycling routes, such as Neighbourhood Bikeways, could be implemented throughout the broader Williamsville neighbourhood. Alternative cycling routes would be particularly important if cycling lanes were removed from Princess Street and would encourage increased cycling regardless. In addition to the mapping tool, one conceptual render was developed and uploaded to the project webpage which offered participants a visual representation of the proposed improvements relative to the existing conditions. Proposed improvements included: the widening of sidewalks; the addition of street trees, benches, and other streetscaping elements; and the addition of measures that prioritize transit to meet increased travel demands. The alternative presented in April included the removal of existing on-street parking and cycle lanes to create additional space for streetscaping. The transit priority elements included transit priority signals and queue jump lanes. Queue jump lanes are dedicated travel lanes for transit vehicles on the approach to signalized intersections. Transit priority was shown on the conceptual render to solicit feedback from members of the public.

  Presented conceptual design

  The conceptual design presented at the April Town Hall included a single alternative cross-section design option for Princess Street. The public was provided with renderings of the potential future cross-section, along with plans that illustrated changes along the length of the corridor. The plans illustrated widened sidewalks along the entirety of the corridor and identified areas that could be designated as extra space to accommodate amenities such as green features like street trees and furnishings. This alternative removed cycling lanes and on-street parking from Princess Street.

  Figure 1 through Figure 4 illustrates the proposed concept along Princess Street.

  Figure 1: Looking west along Princess Street between Albert Street and Nelson Street

  Figure 2: Looking east along Princess Street between MacDonnell Street and Victoria Street Figure 3: Princess Street looking east between Alfred Street and University Avenue

  
  

  Figure 4: Princess Street looking west between Alfred Street and Frontenac Street

  
  

  The proposed changes to the roadway, which impact vehicular traffic, are listed below. The changes proposed at Albert Street are illustrated in Figure 5.

  • Narrowing of vehicular lanes from 3.5 m to 3.3 m;
  • Removal of on-street parking;
  • Proposed signalization of the Princess Street/Drayton Avenue intersection (including pedestrian crossing facilities);
  • Implementation of a curbside queue jump lane for westbound buses and transit signal priority at Drayton Street;
  • A curbside queue jump lane for westbound buses and transit signal priority at the Princess Street and Albert Street intersection;
  • The removal of the existing left turn lanes on Princess Street at Albert Street to accommodate the queue jump lane; and
  • Addition of left turn lanes on Princess Street at Nelson Street to offset the loss of lanes at Albert Street.

  Figure 5: Plan View: Princess Street at Albert Street

  
  

  Existing and proposed and existing cycling routes were identified within an online map tool (Figure 6), which the public was asked to comment on. Committed future cycling routes were also shown on the mapping tool as a means of illustrating connectivity and enhancement of routes as identified in the Active Transportation Management Plan (ATMP).

  
  

  Figure 6: Proposed Cycling Routes Offered for Engagement

  What we heard

  Through the Get Involved engagement page, members of the public were encouraged to review the materials posted online, ask relevant questions, and provide their feedback through an online commenting form. There was also an option for emailing input. Members of the public were able to provide input between February 13, 2023, and March 7, 2023. A total of 325 comments were received. All feedback received was reviewed by the Project Team. The following sections of this report summarize feedback, grouped into themes.

  Pedestrian realm

  There was an overall positive reaction to improving the pedestrian realm from members of the public. One participant specifically called for wayfinding signs to support improved pedestrian experience. Additional pedestrian improvement recommendations included street lighting and public street art.

  Wider sidewalks

  Overall, there was strong support for a wider pedestrian realm along Princess Street. Ten participants responded that the street design along Princess Street should cater to the experience of pedestrians and transit users instead of vehicles. The participants positively viewed the potential for wider sidewalks, noting that the current sidewalks along Princess Street are narrow. Two participants suggested the pedestrian realm could further benefit from the removal of car infrastructure, such as on-street parking.

  Street trees

  Three participants commented on street trees, all in favour of their implementation. Two of the comments noted that they would improve the pedestrian experience along Princess Street by making the street more attractive and inviting. The third comment noted that trees along the Princess Street corridor could provide shade during the summer.

  Rest areas

  There was a total of seven participants who commented about rest areas. All seven participants supported the idea of including rest areas along Princess Street. The rest areas could include benches, planters, art installations, and wayfinding signs. As a starting point, the participants noted the following intersections as potential locations for rest areas:

  • Northwest or northeast corners of Memorial Centre property;
  • Alfred Street and Princess Street;
  • Frontenac Street and Princess Street; and
  • Outside popular retail/restaurant locations.

  Pedestrian concerns

  Twenty-two (22) participants who provided comments on Pedestrian Realm noted safety as a concern for pedestrians. They also highlight the desire for crosswalks at various locations within the study area. They included:

  • Pine Street and Alfred Street;
  • Toronto Street and Park Street;
  • Normal Rogers and Palace Road;
  • Brock and Johnson; and
  • Victoria Park (Frontenac Street).

  Winter maintenance was also noted as a priority for the pedestrian and sidewalks.

  Loss of bike lanes on Princess Street

  A total of 42 participants provided feedback on the loss of bike lanes along Princess Street. The general consensus was dissatisfaction with the removal of cycling facilities along the corridor. Thirty-nine (39) respondents stated that they did not support removing the cycling lanes, and ten emphasized the importance of prioritizing active transportation along the corridor. Feedback emphasized the fact that the existing cycling lanes provide the most direct access to key destinations along Princess Street. Instead of removing them, participants highlighted the need for protected lanes to encourage use.

  Participants observed that if Princess Street were to lose its cycling lanes, cycling traffic may shift to Brock Street and Johnson Street. The opposition was in part due to discomfort using the existing facilities on those streets due to the volume and speed of vehicular traffic. The public indicated that physical barriers would be required for Brock Street and Johnson Street to feel safe.

  There was a total of 21 participants who voiced concerns about cycling traffic on adjacent streets. They requested confirmation regarding how new developments along Princess Street will connect to the external cycling network.

  Neighbourhood bike routes

  Neighbourhood bikeways were presented as part of this engagement. Participants were able to provide their feedback on the proposed routes and the overall concept of neighbourhood bikeways. In general, participant feedback was positive and many participants believed that neighbourhood bikeways could help connect cyclists to more locations. More widely, participants expressed the need for improved lighting and safety measures for cyclists.

  Support for neighbourhood bikeways

  Feedback regarding Neighbourhood Bikeways was generally positive. A total of 48 participants indicated support for neighbourhood bikeways as they would provide a safer means of transportation within Williamsville. Ten participants stated that the infrastructure on these routes must be of good quality and include safety features to encourage their use. Improvements could include improved lighting, wayfinding, protected buffers, and pavement quality. Two active cyclists noted that they currently use side streets to get around the city because they find the cycling infrastructure along Princess Street unsafe. Traffic calming measures were encouraged to address safety concerns.

  Concerns regarding proposed neighbourhood bikeways

  A total of 20 participants made comments regarding concerns about the Neighbourhood Bikeways. Five participants expressed concern about Victoria Street and one participant about Alfred Street due to their high traffic volumes. Four participants recommended that MacDonnell Street would make a better north-south connecting route. Three comments noted that neighbourhood bikeways must have clear connections into the city’s broader cycling network, with consideration given to routes that intersect Princess Street and other dedicated facilities.

  Concerns regarding impacts on vehicular traffic

  Ten participants noted concerns regarding impacts to vehicular traffic, primarily focused on the removal of on-street parking.

  In terms of managing vehicular movement, three participants commented on the concerns associated with crossing at intersections for both pedestrians and cyclists. It was noted that the intersections at Nelson Street and Regent Street do not have traffic signals. This, combined with the high volumes of vehicular traffic makes it difficult for pedestrians and cyclists to cross. One participant also noted that the northbound left turn lane at Division Street and Princess Street should be removed since it is not safe for cyclists or pedestrians.

  Support for transit priority

  Generally, there was strong support for improving transit service along Princess Street. Two participants noted that improvements to transit priority should coincide with improvements made to the pedestrian realm. Two additional participants stated that they hope that additional transit priority measures are added such as additional queue jump lanes or full transit priority throughout the Princess Street corridor.

  Cost and timeline

  The City also received comments regarding the potential financial resources required for implementing the improvements along Princess Street.

  Cost of proposed changes

  Three participants commented on the cost of the proposed changes, stating that a dedicated left turn lane on MacDonnell Street should not be provided given the street is a local road and should not be relied on as a north-south connector. Another participant stated that they would prefer that cycling facilities be fully separated, believing on-street cycling lanes would not be financially sustainable for the City if there are not a significant number of users.

  Williamsville Community Association Town Hall

  City staff were invited to a community-led Town Hall hosted by the Williamsville Community Association on April 13, 2023. City staff were asked to present the proposed alternative and respond at a question period at the end of the presentation.

  No written comments were specifically collected during the Town Hall. Instead, attendees had an opportunity to ask questions following the presentation with verbal responses provided by City staff. The comments shared at the Town Hall largely reflected those that were shared through the Get Involved engagement page. Many attendees voiced concerns about the removal of the bike lanes on Princess Street. On the other hand, many expressed approval for the removal of on-street parking along Princess Street. With the removal of on-street parking, attendees encouraged the City to explore shifting parking to surrounding local streets. There were some attendees that approved of the proposed design and the idea to widen the pedestrian realm and add additional street trees. Attendees were also generally supportive of the improvements to transit and proposed design upgrades to implement a more pedestrian-friendly corridor.

  At the Town Hall, attendees noted that the decision-making and engagement process was not fully transparent and many would have appreciated additional information about the Study. Many attendees noted that it was unclear why trade-offs between modes of transportation were required. This concern was the driving force behind the Open House planned for October 2023.

  Results and looking forward

  The Project Team has reviewed the comments received online and at the Town Hall. At this time, the feedback indicates a strong preference for keeping cycling lanes on Princess Street, widening the pedestrian realm, and transit priority initiatives. The addition of more cycling infrastructure within the Williamsville neighbourhood was positively viewed. However, participants expressed their preference for protected cycling lanes as opposed to shared facilities along these routes.

  There were concerns with the lack of crosswalks and signalized intersections at various locations along Princess Street, making it difficult for cyclists and pedestrians to cross. There were also safety concerns regarding bike lanes along Brock Street and Johnson Street.

  The Project Team will explore ways to incorporate the feedback raised through the Get Involved engagement page and Town Hall. This will include reviewing the feasibility of maintaining cycling lanes on Princess Street and implementation of additional cycling facilities within Williamsville. The following main themes/priorities will be explored across multiple alternatives to arrive at a preferred design:

  • Pedestrian volumes and potential uses within the right-of-way;
  • Accessibility requirements;
  • Transit operations;
  • Cycling routes, connections, and operations;
  • Motor vehicle operations;
  • Constructability; and
  • Parking considerations.

  Based on the feedback received through this round of Spring 2023 Engagement, City staff have decided to proceed with an additional community engagement session in the Fall of 2023. The goal of this session will be to provide a concise summary of the analysis undertaken to arrive at the short list of alternatives and recommendations for moving forward. The results of the next engagement session will be used to inform the Final Report to City Council, highlighting the outcomes of the analysis, recommended solutions, and next steps for Neighbourhood Bikeways.

• 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.

  

  

  Study background

  

  
  

  

  
  

  

  

  

  

  Princess Street context Williamsville Main Street study update

  
  

  

  

  

  

  

  

  

  

  Complementary cycling facilities Williamsville Main Street study update phase two

  

  

  

  

  

  

  
  

  

  

  
  

• Notice of public open house

  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 and project goals

  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).

  

  
  

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

  
  

  

  
  

  Prioritize transit travel times throughout the corridor.

  
  

  
  

  Minimize impacts on traffic operations associated with the proposed changes.

  
  

  

  
  

  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 - Conceptual ViewsOption 1Option 2

  Looking North Along Princess Street at Alfred Street - Conceptual Views

  Option 1Option 2

  Looking North Along Princess Street near Albert Street - Conceptual Views

  Option 1Option 2

  Looking South Along Princess Street near Chatham Street - Conceptual Views

  Option 1

  Option 2

  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.