(centre) Destination Ontario; and (right) Great Lakes Waterfront Trail (GLWT)/ Simon Wilson/ Waterfront Regeneration Trust..

Province-wide Cycling Network Study Report April 2018

Cover page photo sources: Current page photo source: (left) Destination Ontario; (centre) Destination Ontario; and (right) Great Lakes Waterfront Trail (GLWT)/ Simon Wilson/ Waterfront Regeneration Trust.. Ontario By Bike ISBN 978-1-4868-1626-2 (PDF) Queen s Printer for Ontario, 2018 Disponible en français

Table of Contents Table of Contents... i List of Tables...iii List of Figures...iii Acknowledgements...iv Executive Summary... v 1. Context... 1 1.1 Supporting Cycling in Ontario... 2 1.1.1 About #CycleON... 2 1.1.2 Other Policies & Initiatives... 5 1.2 About the Study... 7 1.2.1 Purpose... 7 1.2.2 Network Objectives... 8 1.2.3 Study Objectives... 10 1.2.4 Study Process... 11 1.3 Engagement Overview... 12 1.3.1 Groups Engaged... 12 1.3.2 Engagement Opportunities... 13 P a g e i P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t T

T Table of Contents 2. Network Development... 19 2.1.1 Network Overview... 20 2.1.2 Level of Separation Overview... 32 2.1.3 Key Assumptions... 38 2.2 Network Development Process... 41 2.2.1 Step 2B: Preliminary Level of Separation Identified... 48 2.2.2 Step 3: Refined Level of Separation Identified... 49 2.2.3 Step 4: Network Confirmed... 53 3. Implementation... 55 3.1 Network Operation Considerations... 56 3.2 Additional Considerations... 57 3.2.1 Network Implementation... 57 3.2.2 Network Design... 62 3.3 Next Steps... 67 P a g e ii P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Table of Contents T List of Tables Table 1 Province-wide Cycling Network Objectives and Anticipated Impacts... 9 Table 2 Summary of Proposed Province-wide Cycling Network... 20 Table 3 Central Region Province-wide Cycling Network Overview... 23 Table 4 Eastern Region Province-wide Cycling Network Overview... 23 Table 5 Western Region Province-wide Cycling Network Overview... 23 Table 6 North Eastern Region Province-wide Cycling Network Overview... 24 Table 7 North Western Region Province-wide Cycling Network Overview... 24 Table 8 Level of Separation Overview for Overall Network... 33 Table 9 Network Evaluation Criteria... 44 Table 10 Description of Route Scoring Results... 48 Table 11 Overview of Network Operational Assumptions... 56 Table 12 Blended Unit Cost Assumptions... 59 List of Figures Figure 1 Province-wide Cycling Network Study Process Overview... 11 Figure 2 Samples of On-road Shared Cycling Facilities... 36 Figure 3 Samples of On-road Designated Cycling Facilities... 36 Figure 4 Samples of On-road Separated Cycling Facilities... 37 Figure 5 Samples of Off-road Trail... 37 Figure 6 Cycling Facility Type Selection Tool Process... 50 Figure 7 Step 1: Pre-Selection Nomograph... 51 Figure 8 Samples of Signage Types... 64 Figure 9 Samples of Signage Types (2)... 64 R e p o r t P r o v i n ce- w i d e C y c l i n g N e t w o r k S t u d y P a g e iii

T Table of Contents Acknowledgements The Ministry of Transportation (MTO) would like to acknowledge the significant time and input from staff from hundreds of municipalities, First Nation communities, cycling stakeholder groups and members of the public who have contributed to the development of this Province-wide Cycling Network Study. In particular, we would also like to thank everyone who attended the regional consultation meetings, submitted comments online on the draft network via the Ontario Environmental Registry (EBR), provided data and background information, guidance and advice which informed the project team and helped to shape the content and recommendations identified within this report. Thank you to staff from the Ministry of Tourism, Culture and Sport, Environment and Climate Change, and other provincial ministries, agencies and departments, and to the project consultant team led by WSP Canada in association with Velo Quebec, Transportation Options (Ontario by Bike) and the Tourism Company who supported Ministry of Transportation staff in conducting this significant work and in documenting the findings and recommendations. The development of the Province-wide Cycling Network and this summary report was a collaborative effort by these groups and organizations and would not have been able to be completed without their significant efforts. P a g e iv P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Executive Summary Cycling in Ontario The Province-wide Cycling Network study is another step in Ontario s efforts to support the growing trend of cycling as a means of transportation, recreation and tourism. The Ministry of Transportation (MTO) in partnership with the Ministry of Tourism, Culture and Sport (MTCS) initiated the study to complement the numerous policies, plans, projects and initiatives they have already undertaken in the past five (5) years, including the #CycleON: Ontario s Cycling Strategy launched in 2013. The study engaged Ontarians including municipal representatives, cycling stakeholder groups, Indigenous communities and members of the public to identify a network of cycling routes throughout the province that reflect the province s strategic directions and long-term goals. Network Development The Province-wide Cycling Network study was undertaken to identify a network of on and off-road cycling routes and complement previously completed work to provide a wide range of cyclists with the facilities necessary to explore Ontario by bike. The Province-wide Cycling Network was identified through an iterative process based on network planning principles in Ontario Traffic Manual (OTM) Book 18: Cycling Facilities, MTO s Bikeways Design Manual, and the input generated from numerous engagement activities to ensure the network reflects the principles and objectives of the province. Through the development process, the Province-wide Cycling Network provides guidance for provincial and municipal staff, stakeholders and other partners to inform the future planning, design and implementation of cycling infrastructure at the provincial, regional and local level in Ontario. Implementation The Province-wide Cycling Network study is not intended to provide a prescriptive set of route alignments and facility types that the province and its partners are bound to. This study is also not a comprehensive action plan or implementation strategy. It is the preliminary identification of a Province-wide Cycling Network intended to inform and guide the future of cycling infrastructure decisions with the goal of establishing a connected and consistent network. P a g e v P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t E

E Executive Summary The study provides high-level recommendations such as alignment, operational, coordination, and costing aspects for the province, municipalities and other partners to consider in the future development of a Province-wide Cycling Network. However, an implementation plan will be needed to guide future planning, design, construction, maintenance, funding and operation of a province-wide network. This report concludes with recommended next steps for provincial staff and its partners. The recommendations presented in this report are listed below. Summary of Recommendations R.1 The primary and secondary objectives identified in this study should continue to be considered and reinforced by the province in the future planning, design and implementation of the Province-wide Cycling Network. R.2 Further evaluation of the potential connecting routes, including secondary network objectives, would assist the province and partners in planning, prioritizing and investing in their cycling infrastructure, particularly as it relates to the province-wide network. R.3 R.4 R.5 R.6 Detailed field investigations and feasibility assessments are needed to confirm the existing context and conditions, facility type(s) and estimated cost to implement specific on- and off-road routes identified in the network. The database of existing and previously proposed conditions should be regularly updated to reflect the changing facilities and routing, and confirmation that occurs through additional field investigation. Additional review and consideration may be needed regarding route locations and timing of implementation related to geographic density. Existing routes, whether on- or off-road, should be reviewed and the facility type confirmed or identified for improvement to be consistent with current provincial design guidelines. R.7 The development of additional guidance on the feasibility, design and maintenance of off-road cycling trails including guidance on potential conflicts between cyclists, pedestrians and other users would support the implementation and sustainability of the network for the broad range of cyclists. R.8 Ongoing engagement with municipalities, businesses and organizations, cycling stakeholder groups and the public is recommended to better understand how to effectively promote and encourage cycling province-wide. P a g e vi P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Executive Summary E R.9 R.10 R.11 R.12 R.13 R.14 R.15 R.16 Implementation of the Province-wide Cycling Network should be achieved through significant coordination and partnerships between the province and its partners at the local and regional level. The high-level unit costs established for the Province-wide Cycling Network Study can be reviewed, revised, confirmed and ultimately used by the province and its partners as an input to plan, design and implement the network. Continued commitment to work with municipalities to identify funding opportunities for cycling would support ongoing implementation and coordination of the network. A set of consistent guidelines are needed to address the future maintenance of on- and off-road cycling infrastructure implemented as part of the Province-wide Cycling Network to help ensure the quality and safety of the cycling experience across the network. The guidelines could be used by the province and by municipalities. The following approach should be used to address alignment with existing routes:» Undertake field investigations of the existing routes which make-up part of the Province-wide Cycling Network;» Identify locations where the existing conditions do not meet the current guidelines;» Undertake an assessment to determine the appropriate facility type for the location; and» Work with the ownership body to determine next steps. The following approach should be used to address the design of cycling barriers:» As select linkages are implemented, the province should review the database of barriers to identify if alternative designs needs should be considered;» Complete field investigations and document context;» Identify preferred design treatment for the barrier; and» Confirm next steps based on barrier owner and identify necessary planning and design requirements for next steps. The following approach should be used to address the design of cycling wayfinding and signage:» As select linkages are implemented, the presence of existing wayfinding and signage should be investigated and documented;» A province-wide wayfinding and signage concept should be prepared for the Province-wide Cycling Network based on engagement with key audiences; and» Application of the wayfinding and signage concept should be determined based on a more detailed strategy. The following approach should be used to address the design for different cyclists / users:» Consider the intent and purposes of the overall province-wide route as well as the local context based on municipal input as well as local user experience;» Integrate findings into the facility selection process undertaken as part of the next steps for the study; and» Develop communication and educational materials that address various user groups based on an understanding of their route preferences. R e p o r t P r o v i n ce- w i d e C y c l i n g N e t w o r k S t u d y P a g e v i i

E Executive Summary R.17 The following approach should be used to address the design of cycling facilities to address comfort and safety:» As routes are implemented, information gathered through engagement should be reviewed and considered;» Routes / facilities should be monitored to better understand the overall influence of the facility, its use and how it could be improved; and» Local engagement should be used to gather input on design preferences to address context specific issues. The following next steps have been identified for consideration by provincial staff and partners to advance network development.» The province adopt in-principle and publish this Province-wide Cycling Network;» The province initiate the development of an Implementation Plan to support the Province-wide Cycling Network, and that this plan develop high level cost estimates, identify partnership opportunities and recommend priorities for implementation in the short (0-10 years), medium (11 20 years) and long-term (20+ years);» The province regularly update the mapping of the Province-wide Cycling Network as a means of monitoring and communicating the network linkages to key partners and the public; and» That the Province-wide Cycling Network be reviewed every five (5) years. P a g e v i i i P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

1. Context Cycling as a mode of transportation and recreational activity has been growing in popularity throughout Ontario, Canada and North America. There is increased demand for cycling as a means of exploring areas of natural and cultural significance, tourism / major landmarks as well as communities of varying sizes and geographic areas. As a result of this growing demand, a study to identify a Province-wide Cycling Network was initiated by the Ministry of Transportation (MTO) in partnership with the Ministry of Tourism, Culture and Sport (MTCS). Its purpose was to engage with Ontarians including municipalities, cycling stakeholder groups, agencies, Indigenous communities and members of the public in order to identify a network of cycling routes throughout the province that could be implemented over the long-term. The recommended network includes routes on provincial roads, municipal roads and major off-road trails through parks and former rail corridors. It builds upon many of the existing major regional trail systems, including the Great Trail (formerly the TransCanada Trail), the Great Lakes Waterfront Trail, and Greenbelt Cycling Route, to name a few. This report outlines the results of the study and provides a starting point to guide next steps related to implementation. The results of the engagement clearly demonstrate a high level of interest in developing a network of this magnitude to complement local municipal networks, support cycling as a mode of travel and encourage cycling tourism and economic development across all of Ontario. P a g e 1 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t Section 1.0 content: Section 1.1: an overview of the key foundations behind the development of the network including the study purpose, principles, objectives and an overview of the study process; Section 1.2: key background information to support the development of the strategy including provincial, regional and local policies and plans, work led by MTO and an overview of relevant stakeholders; and Section 1.3: an overview of the process and outcomes of the engagement process used to gather input from municipalities, Indigenous communities, cycling stakeholder groups, MTO staff and the public. 1

1 Context 1.1 Supporting Cycling in Ontario The Province-wide Cycling Network Study is another step in Ontario s efforts to encourage and enhance cycling as a core mode of transportation used for commuting, recreation and tourism. There are numerous policies, plans, projects and initiatives which have been undertaken by the Ministry of Transportation and its partners over the course of the past five years which have shaped the Province-wide Cycling Network Study. The following sections provide this background from which the outcomes of the study were built. 1.1.1 About #CycleON Two (2) primary policy documents lay the foundation for the future of cycling within Ontario. #CycleON: Ontario s Cycling Strategy was launched in 2013 by the Ministry of Transportation Ontario (MTO). The Strategy looks ahead 20 years and outlines what needs to be done to promote cycling across the province as a viable mode of transportation. (Ministry of Transportation Ontario; source: www.mto.gov.on.ca/english/publications/ontariocycling-strategy.shtml) The strategy was developed by MTO in partnership with other provincial ministries and a group of 24 key organizations, road user groups, municipal representatives and advocates including but not limited to Share the Road Cycling Coalition, Waterfront Regeneration Trust, Ontario Trucking Association, Canadian Automobile Association (CAA), Ontario Provincial Police (OPP) and Ontario Traffic Council (OTC). Image 1 Cover of #CycleON Ontario s Cycling Strategy P a g e 2 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Context 1 The Cycling Strategy provides a framework for Ontario s cycling policy and programs, laying out a vision, guiding principles, goals and strategic directions as well as actions. Vision 2033 Cycling in Ontario is recognized, respected and valued as a core mode of transportation that provides individuals and communities with health, economic, environmental, social and other benefits. Guiding Principles Strategic Directions 1. Healthy, active and prosperous communities 2. Cycling infrastructure 3. Safe highways and streets 4. Awareness and behavioural shift 5. Cycling tourism Safety Accessibility & Connectivity Partnerships Goals 2033» Ontario is recognized as the best Canadian province for cycling and ranked among the top 10 jurisdictions worldwide for cycling. At least one Ontario city is ranked among the 10 most bikefriendly cities in the world.» The built environment in most Ontario communities supports and promotes cycling for all trips under 5 km.» Ontario's cycling environment is safe for people of all ages, striving to achieve a record of zero fatalities and few serious injuries.» Ontario's cities and towns will have interconnected networks of safe cycling routes enabling people to cycle to work, school, home and key destinations.» Ontario has an integrated province-wide network of cycling routes. R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 3

1 Context INTRODUCTION The province committed to implementing the Strategy through multi-year action plans. In 2014, Action Plan 1.0 was released, identifying actions that Ontario government ministries and agencies would be working on in 2014 and beyond to make Ontario a more cycling-friendly province (Ministry of Transportation Ontario; source: www.mto.gov.on.ca/english/publications/ontario-cyclingstrategy.shtml). The following are the three (3) actions identified in the #CycleON Action Plan which speak directly to the goals / objectives of the Province-wide Cycling Study: 2.2 Identify a province-wide network of cycling routes that will help locate areas of provincial infrastructure that should accommodate cycling (2016) - MTO 2.4 5.1 Working with municipalities to identify and address any provincial practices or infrastructure that are barriers for local cycling networks (2015) MTO Identifying a province-wide network of cycling routes to promote recreational cycling and cycling tourism, connect municipal cycling routes and places of interest and help prioritize future infrastructure investments on provincial highways (2016) MTO These three actions along with input from MTO and MTCS staff and stakeholders provided the basis for the scope of the Province-wide Cycling Network study. Image 2 Cover of #CycleON Action Plan 1.0 In Fall 2017, the province initiated the development of #CycleON, Action Plan 2.0, which is intended to build upon the advancements established in Action Plan 1.0. A proposal outlining actions under consideration for this second action plan was posted on Ontario s Environmental Bill of Rights (EBR) Registry on February 5, 2018 for public comment by March 7, 2018. The feedback received will guide the development and refinement of Action Plan 2.0. P a g e 4 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Context 1 1.1.2 Other Policies & Initiatives The Province As the lead ministries for the #CycleON Strategy, MTO and MTCS continue to work in partnership with other ministries, agencies, municipalities, cycling stakeholder groups and the public to deliver and support many of the strategy s Action Plan commitments. This includes several areas that support and align with the study to identify a province-wide cycling network. Investment in cycling infrastructure has been a major focus to promote cycling for commuting, recreation and tourism. As part of the #CycleON Strategy, in April 2015 MTO began investing $25 million over three years to create a more cycling-friendly future for Ontario. This includes $15 million for cycling routes that provide key connections and linkages on provincial highways, such as paved highway shoulders and barriers on bridges that separate cyclists from vehicles and $10 million to help municipalities expand their local cycling networks. The province is also supporting cycling through the Climate Change Action Plan (CCAP), released June 8, 2016. The CCAP commits to improving commuter cycling by accelerating and enhancing the implementation of #CycleON: Ontario s Cycling Strategy and its related Action Plan. To help achieve these objectives, the CCAP identifies an intended investment of $150 million to $225 million from cap and trade proceeds to support the creation of better cycling networks, more cycling facilities in urban areas and more bike parking at transit stations and provincially owned, publicly accessible facilities. As part of this investment, the province is providing direct funding to municipalities through the Ontario Municipal Commuter Cycling (OMCC) Program to support the development of commuter cycling infrastructure starting with $94 million in 2017-18. MTCS launched the Ontario Trails Strategy in 2005, with a long term vision and strategic directions for Ontario trails. The Ontario Trails Action Plan was released in 2015 to establish priority actions items for 2015-2018. These frameworks support the implementation of #CycleON, including the development of a provincial cycling tourism route. A strong foundation has been established for the government and the tourism industry to work collaboratively towards common outcomes and objectives, by bringing together the collective knowledge and expertise of the tourism sector. Leveraging the successful relationships and tools already in place and aligning with work currently underway, Ontario s Cycling Tourism Plan was released in 2017. It sets out a mission and a number of action items that will cultivate the existing potential for Ontario to emerge as a leader in the development of cycling tourism, and establish the province as a premier destination for cycling tourism that attracts global travellers interested in cycling. Both government and industry have a role to play in implementing the Plan by collaborating and building relationships with key partners to maximize the growth of cycling tourism. R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 5

INTRODUCTION 1 Context Regional Tourism Organizations In 2010, MTCS supported the establishment of 13 Tourism Regions to further advance the competitiveness of Ontario s tourism sector. RTOs are independent, industry-led, incorporated not-for-profit organizations that provide leadership, strategic coordination and delivery of tourism activities at a regional level. RTOs support five (5) priority areas: marketing, product development, investment attraction, workforce development and creating partnerships with their regional tourism industry. A number of the RTOs have undertaken cycling-specific initiatives including supporting the development of trails, cycling tourism marketing campaigns and signage strategies, which will contribute to the development of cycling and cycling tourism across the province. Municipalities Municipalities in Ontario have become active partners in local cycling initiatives. Municipalities have jurisdiction over local roadways, which gives them the opportunity to pursue and implement cycling infrastructure at the local level. Through recent provincial funding programs and local support, more and more Ontario municipalities both upper and lower tier are developing cycling supportive policies and master plans, and implementing new cycling infrastructure. Provincial Organizations There is a large number of groups in the province working to improve safety, infrastructure, awareness, education, recreation, tourism and active transportation opportunities for cycling. These groups are key partners to government. To name just a few, groups engaged over the course of the study include:» Share the Road Cycling Coalition» Waterfront Regeneration Trust» Ontario Trails Council» Ontario Traffic Council P a g e 6 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Context 1 1.2 About the Study The Province-wide Cycling Network Study was undertaken as a collaborative effort between August 2015 and December 2017. It builds upon work previously completed by MTO and its partners. The following sections provide an overview of the foundations of the study including the project purpose, principles, objectives and a summary of the study process. 1.2.1 Purpose The purpose of the Province-wide Cycling Network Study was defined in terms of long-term and short-term visions. The visions are not associated with a defined timeline. Rather, they are intended to articulate and acknowledge that there are steps and stages that would need to be undertaken to make an integrated Province-wide Cycling Network a reality, which would likely take decades to complete. Long -term vision:» Establish a network of priority cycling routes (i.e. a provincial spine);» Connect / build upon local municipal cycling networks;» Support local tourism and economic development; and» Promote Ontario as a premier cycling destination. In order to achieve the long-term vision, the following short-term vision was identified for the study. Short -term vision:» Identify a provincial scale cycling network;» Include on and off-road segments on municipal and provincially owned roads and in off-road corridors;» Outline a plan to prioritize investment; and» Identify priority routes for partnership. Over the course of the study development a number of recommendations were identified for consideration by MTO and its partners. The recommendations, including the province-wide cycling network, are the results of the study and reflect input received and analyzed throughout the process. They are intended to guide implementation for the network. The recommendations are found throughout the body of the report and are formatted in the following manner: R.# [Sample recommendation text] A summary of recommendations is included in the executive summary. Despite the strength, rationale and support for the Province-wide Cycling Network, it must be acknowledged that additional effort and work will need to be undertaken to move this concept from the planning stages through feasibility assessments, design, funding and implementation. It is anticipated that the province would lead and facilitate these next steps in partnership with municipalities, cycling stakeholder groups, Regional Tourism Organizations and other partners. R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u dy P a g e 7

INTRODUCTION 1 Context 1.2.2 Network Objectives Planning a cycling network of this scope and scale means many different things to different groups, organizations and the public. As part of the development process, a set of objectives was defined, reviewed with stakeholders and then used to shape the Provincewide Cycling Network Study. Primary objectives and secondary objectives were identified to guide network development. The use of the terms primary and secondary do not reflect the level of importance. Those identified within the primary category are objectives that represent common ground for the wide variety of stakeholders and communities involved in the development process. Secondary objectives are more subjective and specific to context. Their significance will vary in different areas of the province and they will be interpreted differently by different groups and organizations. As noted above, each objective has an anticipated and unique impact depending on the context and location. Table 1 outlines the network objectives and anticipated impacts of pursuing each. These objectives helped to shape the criteria (see section 2.2 of the report) used to assess and evaluate the various route alternatives considered. R.1 The primary and secondary objectives identified in this study should continue to be considered and reinforced by the province in the future planning, design and implementation of the Province-wide Cycling Network. Table 1 presents the objectives that were used to inform the development of the Province-wide Cycling Network. The objectives were used as the basis for the route evaluation and selection. When developing a network and study at this scale it is important to establish a set of principles / objectives that can be referenced on an ongoing basis and that a range of stakeholders and communities support. Both the primary and secondary objectives were developed based on Ontario s Cycling Strategy and engagement with provincial staff and stakeholders. The objectives provide the focus and context from which future planning, design and implementation should be undertaken. P a g e 8 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Context 1 Table 1 Province-wide Cycling Network Objectives and Anticipated Impacts Objective Primary Connectivity Anticipated Impact» The network will connect communities to destinations and attractions, providing clear and logical connections between existing and proposed parts of cycling networks and integrating with the broader multimodal transportation system. CO 2 Continuity Safety Accessibility Secondary Trip Attractors Value for Money Greenhouse Gas Emmissions Reductions» The network will create continuous routes throughout the province where it makes sense to do so. However, the network could potentially include isolated sections.» Where there are alternatives, safer routes will be prioritized. If the network is later signed and formally recognized, components would be designed in accordance with Ontario Traffic Manual (OTM) Book 18 and MTO s Bikeways Design Manual as appropriate. Segments that are planned or not yet compliant are still identified as part of the network but will not be formally recognized without appropriate improvements. A common maintenance standard will be required for all segments»»»»»»»»»» Routes with hard surfaces will be prioritized for rider comfort. Off-road routes can be part of the network. AODA compliance will apply where appropriate. The network would provide access to points of interest, scenic beauty and amenities. Routes that pass through natural landscapes or provide access to more points of interest will be prioritized. The network will cater to the needs of cycle tourists and recreational cyclists. The network will incorporate existing infrastructure where possible from a mix of provincial, municipal, and private infrastructure. Routes will be prioritized where there is existing support within the area. Where feasible, the network will provide access to those who could be users while recognizing that many cyclists want to visit small communities. Where feasible, the network would be integrated with the broader transportation network and support short commuting trips. In urban areas, the network can also help connect residential, employment and institutional land uses and other areas, enabling a shift from driving to cycling. R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 9

1 Context 1.2.3 Study Objectives The deliverables of the study were established by the Ministry of Transportation. The technical work of the study team was focused on a total of six (6) outcomes: The outcomes are documented throughout this study report and are intended to be used by MTO and its partners to guide the next steps associated with the development of a Province-wide Cycling Network. 1 Develop a database and Geographic Information System (GIS) mapping of existing and previously proposed cycling routes. The work that has been completed through this study establishes the Province-wide Cycling Network including preliminary route alignment and a suggested level of separation for facility types. The study provides information to proceed with the confirmation of facility types, phasing, implementation and communication of the network. The next steps will include more detailed recommendations on how to design, implement, construct and maintain cycling facilities province-wide. 2 3 4 5 6 Identify cycling barriers and opportunities and solutions to address those conditions. Develop a database of key cycling tourism attractions throughout Ontario. Apply a network development methodology and route and facility selection process integrating criteria to shape the identification of a Province-wide Cycling Network. Engage provincial ministries, municipalities, First Nations / Metis communities, stakeholders and members of the public. Recommend a Province-wide Cycling Network concept and identify partnership opportunities to help facilitate future implementation. P a g e 10 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Context 1 1.2.4 Study Process The Province-wide Cycling Network was developed through an iterative process that integrated technical steps with significant consultation and engagement input from each of the audiences identified over the course of the study. The project was completed between August 2015 and December 2017. Summer 2016 Figure 1 summarizes the overall study in a seven step process, showing the main engagement activities along the network development timeline. A more detailed description of each of the steps including the process and outputs - is provided in the following sections. Fall 2017 1 4 6 2 3 5 7 Round 1 engagement: Interactive on-line survey and mapping tool to gather input on existing and previously proposed routes, conditions, barriers and preferences. Initiate network development process Identify route network concept Round 2 engagement: Eight (8) regional workshops to gather input on primary and secondary routes using roll-out maps and round table discussions. Identify draft provincewide cycling network Public consultation: Environmental Registry posting to gather input on the draft network. Confirm network & prepare summary report Figure 1 Province -wide Cycling Network Study Process Overview R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 11

1 Context 1.3 Engagement Overview A core component of the development of the Province-wide Cycling Network Study was the engagement process which was used to inform and gather input from audiences at key steps and stages. There were a total of three (3) opportunities for engagement that were provided and five (5) target audiences that were engaged through activities and tools. The following is a summary of the engagement process that was undertaken to inform the development of the Province-wide Cycling Network Study and outcomes / input received through the process. The intent was to provide, a transparent and collaborative process informed by significant and meaningful input of all participants. 1.3.1 Groups Engaged Five (5) audiences / groups were strategically engaged over the course of the study. The province sought to ensure effective involvement of groups and agencies that would be likely to have a direct role in the future implementation of the Province-wide Cycling Network. Municipal Representatives - staff from all single-tier, lower-tier and upper-tier municipalities throughout Ontario were invited. Municipal staff engaged include those responsible for the planning, designing, implementation, maintenance and operation of cycling infrastructure and those involved in the day to day management or decision making regarding cycling design and implementation. Route Management / Implementation Stakeholders - groups that plan, design, operate and maintain major cycling routes within Ontario e.g. Waterfront Regeneration Trust, Trans Canada Trail, etc. as well as those with a significant interest in recreational and/or tourist cycling at the regional or provincial scale, e.g. Share the Road Cycling Coalition, Ontario Trails Council, Ontario by Bike, among others. This group also included Regional Tourism Organizations (RTOs), Conservation Authorities, Ontario Parks, and other stakeholders. Local Cycling Interest Groups - Ontario based cycling focused or related organizations, groups and agencies with an interest in cycling who may provide insights within specific geographic areas or are potential partners for future development and coordination at a local level. This includes local businesses and other tourism related groups and organizations. Indigenous Communities - representatives from First Nations and Métis communities across the province were invited to participate. Members of the Public members of the public who have an interest in the future of cycling and tourism throughout Ontario and represent a range of geographies and interests. P a g e 12 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Context 1 1.3.2 Engagement Opportunities The diversity of parties engaged warranted a combination of engagement tools and approaches to ensure all audiences had ample time and audience-specific opportunity to provide input. An overview of the engagement process is provided below along with some of the key highlights of input received. To inform the development of the Province-wide Cycling Network Study, two (2) rounds of targeted engagement were coordinated by the consultant team and a final public consultation opportunity was hosted by MTO using the Environmental Bill of Rights (EBR) Registry.»»»»»»»»» Round 1 engagement Objective: to introduce the study to a initial set of audiences and gather input on existing and proposed cycling routes, physical barriers to cycling and non-physical barriers to implementation. Audiences: municipalities, route management and implementation stakeholders, regional and provincial level stakeholders and indigenous communities. Contributions: Existing and planned cycling routes; Potential route options to form part of the Province-wide Cycling Network; Considerations for signage and wayfinding; Major recreational, cycling and tourism attractions; and Barriers to implementation. Outcomes: Map of existing and previously proposed routes throughout the province of Ontario; Database of signage and wayfinding graphics and information for consideration; Map of major recreational, cycling and tourism destinations and physical barriers; and Summary of round 1 engagement input and responses. Timeline: June August 2016 R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 13

INTRODUCTION 1 Context Round 2 engagement Objective: To introduce the study to a wider audience of stakeholders, report back on preliminary input received and gather input on the potential cycling routes and existing conditions. Audiences: all those engaged through the first round of engagement as well as a wider contact list of cycling agencies, clubs, interest groups and others. Contributions:» Refinements to the existing and planned cycling routes;» Refinements to the potential priority and secondary routes identified by the consultant team (network concept);» Suggestions on the potential level of separation for suggested cycling routes; and» Additional input and considerations related to future implementation of the cycling network. Outcomes:» Refinements to the existing and previously proposed database and mapping;» Refined route network concept map;» Updated GIS database with suggested facility types and context specific considerations; and» Summary of round 2 engagement input and responses. Timeline: September November 2016 Environmental Bill of Rights Registry Objective: To introduce the study to the general public, present the draft Province-wide Cycling Network and gather input on the proposed routes and initial level of separation. Audiences: all those engaged through the first and second round of engagement as well as any other members of the public who expressed interest in participating. Contributions:» Refinements to the existing and planned cycling routes;» Refinements to the priority routes that are proposed to form part of the Province-wide Cycling Network and secondary routes that might link to it; and» Suggested route considerations that would have an impact on the design / implementation of the proposed route. Outcomes:» Updated database and map of existing and previously proposed cycling routes;» Refinements to the Province-wide Cycling Network and the secondary connections;» Refinements to the mapping and database for suggested level of separation for the proposed priority routes; and» Summary of input received. Timeline: February May 2017 P a g e 14 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Context 1 1.3.2.1 Round 1 Engagement Overview Close to 150 participants took part in the first round of engagement. Of these participants, 89% were municipal representatives and the remaining 11% included stakeholders from community, cycling, trail, and tourism organizations. As noted above, there were two types of engagement opportunities which were used to gather input from respondents in Round 1 including an online survey and an interactive mapping tool used to:» Identify existing and previously proposed cycling routes throughout the province;» Highlight physical barriers to cycling implementation;» Identify important route characteristics and considerations; and» Highlight other implementation considerations and priorities. Following the closure of the online tools, responses were reviewed and considered by the consultant team. The results indicated the following five (5) key themes: 1 Documentation of existing routes: 21,036 km total shared 7336 on-road designated off-road multi-use 5358 6265 on-road separated 134 other 1943 *In some cases, information was provided for the same route by multiple jurisdictions causing some duplication in the total number of kms of routes documented. 2 3 Top priorities for the cycling network: Connectivity of routes Access to tourism destinations Support for commuter and recreational cycling Important route characteristics: Level of separation from motorized vehicles Safe crossings of major barriers 1 A concern for future funding of infrastructure 2 3 4 5 The need for future coordination among all levels of government The importance of connectivity with existing routes and networks within Ontario and surrounding areas The importance of closing gaps and missing links in the existing system Increasing the level of separation between cyclists and motorists to improve a sense of safety 4 5 Surface materials Barriers to implementation: Insufficient infrastructure funding Staff resources Coordination with different levels of government 43% indicated an interest in year-round maintenance of cycling infrastructure, while 57% indicated that seasonal maintenance spring to fall would be appropriate. R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 15

INTRODUCTION 1 Context 1.3.2.2 Round 2 Engagement Overview A total of eight (8) facilitated workshop sessions were conducted throughout Ontario one or more in each of the Ministry s five (5) regional areas. The following is a list of the dates, locations and participation at the various regional workshops. Feedback from the second round of engagement was grouped into the following eight (8) key themes: 1 Opportunities to build on the work already done by the province and progress made. Date Location Attendees November 1, 2016 Kingston 30 November 2, 2016 Ottawa 17 November 7, 2016 Thunder Bay 14 November 8, 2016 Sault Ste. Marie 20 November 10,2016 Toronto 38 November 14, 2016 Orillia 38 November 18, 2016 London 51 November 24, 2016 North Bay 24 The regional workshop sessions used two (2) in-person interactive mapping activities to gather input from attendees:» Activity #1: Draft preliminary priority and secondary routes were reviewed and attendees were asked to identify missing links in the existing and previously proposed network and alternative candidate alignments.» Activity #2: For the preliminary candidate routes, attendees were asked to provide input on the potential level of separation that could be considered based on the current context and conditions. Comments and questions were also accepted following each of the regional workshops via email and phone call. 2 3 4 5 6 7 8 The future implementation of the cycling network and the funding of implementation. Implementation timelines including potential phasing for the network and roles and responsibilities related to next steps. The intended users and uses of the Province-wide Cycling Network and the impact on network design. The use of the term priority and the meaning of the term related to design and implementation. The location of proposed routes in relation to overall population density and geographic exposure. Alignment and design of proposed Province-wide Cycling Network routes specifically along provincial highways and the impact on user safety. Future educational opportunities needed for all users including cyclists and motorists to help improve overall safety. P a g e 16 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Context 1 1.3.2.3 Environmental Registry Overview The Environmental Registry is an online system that allows the public to participate in decisions that affect the environment (https://www.ebr.gov.on.ca). A policy notice (#013-0190) was posted on the Registry from April 12 to May 26, 2017 to gather input from all Ontarians on the draft Province-wide Cycling Network. Respondents were able to submit comments online through the Registry or in writing by email or letter. 250 submissions were made including over 500 individual comments regarding the draft network. The comments can be reviewed on the Registry along with a decision notice that outlines the kind of comments received and the impact the comments have had on the final network. The draft network was presented to the public in two (2) formats:» Interactive Mapping: A Google enabled map presented the draft Province-wide Cycling Network hosted by the Ministry of Transportation website.» PDF Mapping: digital copies of the draft Province-wide Cycling Network were available for download. Paper copies were provided if requested. The results from the Environmental Registry engagement yielded the following six (6) key common themes: 1 2 3 4 5 6 Consideration for the various types of cyclists who will be using the network and the design of routes and facilities to address them. The appropriateness of existing facilities (i.e. signed routes) for the context or the need for future improvements based on conditions. The number and distribution of cycling routes found within various areas of the province versus others. Whether the routes should be considered as part of the Province-wide Cycling Network or a secondary connection. The identification of communities or destinations within the province that should be considered when identifying routing to achieve connectivity. Consideration for future maintenance and operation of cycling facilities for seasonal use within the geographic context. The Province-wide Cycling Network presented in this report was a collaborative effort between MTO, key partners and all those who contributed through the various engagement activities. The input gathered informed the network development process, described in the following sections. R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 17

1 Context INTRODUCTION Source: P a g e Destination 18 Ontario P r o v i n c e w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

2. Network Development The core of the Province-wide Cycling Network Study is the identification of a continuous and connected provincial scale system of on- and off-road cycling routes and facilities that accommodate a range of cyclist types and help people explore Ontario by bike. A key premise in developing the Province-wide Cycling Network was to build upon the significant work that has already been undertaken by the province, regional trails and cycling organizations, upper and lower-tier municipalities and other interest groups and agencies. The development of a provincial-scale system should be reflective of the principles and objectives of the province and its partners. The Province-wide Cycling Network was identified through an iterative process based on network planning principles in Ontario Traffic Manual (OTM) Book 18: Cycling Facilities, MTO s Bikeways Design Manual and input generated through the engagement activities outlined in Section 1.0. The network identified through this process establishes the basis for the future planning, design and implementation of the Province-wide Cycling Network at the provincial, regional and local level. Section 2.0 Content: Section 2.1: an overview of the proposed Province -wide Cycling Network including the proposed routes that make -up the connected system, the preliminary levels of separation that could be considered for the routes and core assumptions that have informed the identification of the network. Section 2.2: an overview of the process which was used to develop the network including the existing conditions; the criteria used to assess and evaluate those routes; and the approach used to select a preliminary level of separation for potential routes. P a g e 19 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t 2

2 INTRODUCTION Network Development 2.1 The Province-wide Cycling Network The following sections provide an overview of the key components of the Province-wide Cycling Network as well as the preliminary recommendations for a potential level of separation for the routes. 2.1.1 Network Overview The proposed Province-wide Cycling Network consists of existing and proposed cycling routes found within and outside of road rights-ofway i.e. on- and off-road facility types. For the purposes of this section, a summary of the definitions is provided below: On -road Cycling routes which are located within the road right-of-way i.e. between the curbs of the roadway or locations with available space within the roadway boulevard to accommodate a connection. Off -road Linkages outside the road right-of-way where there is space available within parkland or greenspace, hydro corridors or abandoned railway corridors. Existing Cycling routes which have been implemented and are currently promoted / identified as a cycling route through a promotional document or municipal council endorsed document. Proposed Cycling routes which have been identified and adopted in municipally endorsed master plans or are currently in the design and implementation stages. The intent of the Province-wide Cycling Network Study was to identify a system of cycling routes that provide a spine network of north-south and east-west linkages throughout the province that connect major communities and destinations. As noted in section 1.0, existing route information was based on the 2011 Cycling Inventory Study completed by MTO and refined based on input received through the engagement activities undertaken for this study in 2016 and 2017. The proposed Provincewide Cycling Network is illustrated on map 1 (southern Ontario) and map 2 (northern Ontario). The proposed Province-wide Cycling Network consists of a total of approximately 9,800 km. of routes. Table 2 provides an overview of the Proposed Province-wide Cycling Network statistics. Table 2 Summary of Proposed Province-wide Cycling Network Network features Kilometres % of Cycling Network Total 9,838.3 100 Existing Existing-On Road 2,710.4 27.5 Existing-Off Road 2,157.7 22 Proposed Proposed On-Road 4,649 47.3 Proposed Off-Road 321.2 3.3 Jurisdiction On MTO Roadways 3,150.9 32 Off MTO Roadways 6,687.4 68 The network density was selected to be reflective of the considerable variation in size, location and distribution of population centres and destinations across the province. Additional details on how this was addressed over the course of the study are provided in section 2.1.3. Where possible, the network has been selected to P a g e 20 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Thessalon 129 Blind River Elliot Lake Little Current Espanola 6 144 69 69 64 64 63 North Bay Mattawa Petawawa Pembroke Sarnia 40 6 21 124 124 400 141 400 6 Owen Sound Orillia 21 Collingwood 400 10 Barrie 12 Peterborough 7 62 6 Kincardine 115 400 Belleville 9 Goderich 410 407 23 Guelph 407 21 4 Kitchener 403 7 23 403 21 403 403 6 London 402 402 24 401 10 10 Parry Sound 9 124 60 11 11 Bracebridge Midland 118 QEW 35 401 60 41 127 28 41 118 26 37 404 400 404 401 Huntsville Toronto Oshawa Hamilton St. Catharines Niagara Falls 3 3 28 62 62 60 132 401 33 Renfrew 7 15 Kingston Ottawa 416 15 416 417 417 138 Smiths Falls Brockville Cornwall NORTHWESTERN Windsor 3 Chatham Projection :On tario Min istry ofnatural Resources Lam bertcon form al Con ic.datum :NAD1983. Map Createdin February 2018 0 30 60 90 120 Kilom etres MTO REGIONS NORTHEASTERN WEST EASTERN CENTRAL MAP 1: PROVINCE-WIDE CYCLING NETWORK SOUTH OVERVIEW MINISTRY OF TRANSPORTATION Province-wide Network On-Road Existin g TheGreatTrail Proposed GreatLakesWaterfron ttrail Off-Road Existin g Green beltcy clin groute Proposed!( Prim ary Highw ay Secon dary /Tertiary Highw ay RouteBorder Crossin g MTO Region al Boun dary FirstNation sreservelan ds Provin cesoutsideon tario Federal Parklan d Provin cial Parklan d Con servation Reserve BuiltUp Area THISMAPISFORDISCUSSION NOTFORNAV IGATION. Thism ap illustratesroutesiden tifiedthroughan iterativestudy processaspartofthe provin ce-widecy clin gn etwork.thisn etw orkcon ceptisin ten dedto in form an dguide future cy clin g in frastructure decision s with thelon g-term goal ofestablishin ga con n ectedan dcon sisten tn etw ork. Theroutesshown on thism ap in cludebothexistin gan dproposedcy clin gfacilities.all routesillustratedaresubjectto further evaluation.existin groutesarebasedon data providedfrom m ultiplesourcesan droutecon dition shaven otbeen verifiedthroughfield in vestigation.existin gfacilitiesm ay n otm eetcurren tprovin cial guidelin es.all routes requireadetailedfeasibility study prior to im plem en tation. Pleasen ote:notall FirstNation com m un itiesareshow n on thism ap dueto scale.all com m un itiesareshown on theon lin em ap ofthecy clin gn etw orkon themin istry of Tran sportation w ebsite.

Fort Severn NORTHWESTERN Peawanuck NORTHEASTERN Deer Lake Ear Falls Sandy Lake Pikangikum Red Lake 105 Weagamow Lake Bearskin Lake Kitchenuhmaykoosib Osnaburgh House Kasabonika Fort Hope Webequie Lansdowne House Attawapiskat Fort Albany Moosonee MTO REGIONS WEST EASTERN CENTRAL 0 80 160 240 320 Kilom etres Projection:Ontario MinistryofNatural Resources Lam bertconform al Conic.Datum :NAD1983. Map Createdin February2018 Rainy River Kenora A Dryden 71 11 Fort Frances MAP 2: PROVINCE-WIDE CYCLING NETWORK NORTH OVERVIEW MINISTRY OF TRANSPORTATION 72 11 Sioux Lookout Atikokan 11 Armstrong 11 Hearst Kapuskasing 11 Nipigon Manitouwadge Hornepayne Smooth Cochrane Terrace Bay Rock 11 102 Marathon White River Iroquois Falls Falls Thunder Bay Dubreuilville 61 Timmins 101 101 Wawa Kirkland Lake Chapleau Foleyet 101 66 66 Englehart Gogama Province-wide Network On-Road Ex isting Proposed Off-Road Ex isting Proposed TheGreatTrail GreatLak eswaterfronttrail GreenbeltCyclingRoute 129 144 65 Sault Ste. 11 Marie Elliot Lake 64 63 Mattawa Thessalon Espanola 69 64 17 Blind River North Little 6 Bay 11 17 Pembroke Petawawa Current 60 Ottawa 60 417 69 Huntsville 60 6 127 417 35 Renfrew 28 41 417 Parry Sound 7 400 416 401 Cornwall!( Prim aryhighw ay Secondary/TertiaryHighw ay RouteBorder Crossing MTO Regional Boundary FirstNationsReserveLands ProvincesOutsideOntario Federal Parkland Provincial Park land Conservation Reserve BuiltU p Area THISMAPISFORDISCU SSION NOTFORNAVIGATION. Thism ap illustratesroutesidentifiedthroughan iterativestudyprocessaspartofthe province-widecyclingnetwork.thisnetw ork conceptisintendedto inform andguide future cycling infrastructure decisions with thelong-term goal ofestablishinga connectedandconsistentnetw ork. Theroutesshown on thism ap includebothex istingandproposedcyclingfacilities.all routesillustratedaresubjectto further evaluation.existingroutesarebasedon data providedfrom m ultiplesourcesandrouteconditionshavenotbeen verifiedthroughfield investigation.ex istingfacilitiesm aynot m eet currentprovincial guidelines.all routes requireadetailedfeasibilitystudyprior to im plem entation. Pleasenote:Notall FirstNation com m unitiesareshow n on thism ap dueto scale.all com m unitiesareshown on theonlinem ap ofthecyclingnetw ork on theministryof Transportation w ebsite.

Network Development 2 provide comparable, yet unique cycling opportunities within the various regions of the province. In addition, making connections throughout the province means that routes need to be identified on roadways belonging to different jurisdictions. In some locations, routes fall on roadways which are the responsibility of the province. For these locations, additional provincial design considerations may need to be addressed when embarking on implementation. Table 3 through Table 7 provide an overview of the Province-wide Cycling Network within each of the MTO regions including the impact on various roadway types and jurisdictions. A corresponding map has been prepared to illustrate the routes identified. Table 3 Central Region Province-wide Cycling Network Overview Network Features Kilometres % of Cycling Network Total 1,673.3 17 Existing Existing-On Road 545.4 5.5 Existing-Off Road 663.2 6.7 Proposed Proposed On-Road 416.5 4.2 Proposed Off-Road 48.8 0.5 Jurisdiction On MTO Roadways 32.1 0.3 Off MTO Roadways 1,641 16.7 *Refer to Map 3 for the Central Region Table 4 Eastern Region Province-wide Cycling Network Overview Network Features # Kilometres % of Cycling Network Total 2,211.6 22.5 Existing Existing-On Road 607.9 6.2 Existing-Off Road 841.9 8.6 Proposed Proposed On-Road 677.5 6.9 Proposed Off-Road 84.4 0.9 Jurisdiction On MTO Roadways 376 3.8 Off MTO Roadways 1,835.7 18.7 *Refer to Map 4 for the Eastern Region Table 5 Western Region Province-wide Cycling Network Overview Network Features # Kilometres % of Cycling Network Total 2,264.3 23 Existing Existing-On Road 824.7 8.3 Existing-Off Road 522.7 5.3 Proposed Proposed On-Road 745.6 7.6 Proposed Off-Road 171.3 1.7 Jurisdiction On MTO Roadways 45.5 0.5 Off MTO Roadways 2,219 22.6 *Refer to Map 5 for the Western Region R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 23

2 INTRODUCTION Network Development Table 6 North Eastern Region Province-wide Cycling Network Overview Network Features # Kilometres % of Cycling Network Total 2,129.2 21.6 Existing Existing-On Road 729.1 7.4 Existing-Off Road 129.8 1.3 Proposed Proposed On-Road 1253.7 12.7 Proposed Off-Road 16.7 0.2 Jurisdiction On MTO Roadways 1241.9 12.6 Off MTO Roadways 887.3 9 *Refer to Map 6 for the North Eastern Region Table 7 North Western Region Province-wide Cycling Network Overview Network Features # Kilometres % of Cycling Network Total 1,559.9 15.9 Existing Existing-On Road 5 0.1 Existing-Off Road 0 0 Proposed Proposed On-Road 1554.9 15.8 Proposed Off-Road 0 0 Jurisdiction On MTO Roadways 1455.4 14.8 Off MTO Roadways 104.5 1 *Refer to Map 7 for the North Western Region As part of the identification of the Province-wide Cycling Network stakeholders were asked to provide their suggestions on potential secondary routes and the destinations that they provide access to. These routes have been documented as connecting routes that provide direct access to the Province-wide Cycling Network as well as more local destinations and areas of significance. The potential secondary connecting routes identified consist of a total of approximately 7,225 km of routes:» 2,003 km of connecting routes are existing» 5,222 km of the connecting routes are proposed» 5,943 km of the connecting routes would be on-road routes» 1,282 km of the connecting routes would be off-road routes The connecting routes identified are illustrated on maps 8 (southern Ontario) and map 9 (northern Ontario). R.2 Further evaluation of the potential connecting routes, including secondary network objectives, would assist the province and partners in planning, prioritizing and investing in their cycling infrastructure, particularly as it relates to the province-wide network. P a g e 24 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

6 Midland 11 62 6 Owen Sound 21 10 6 Collingwood 400 400 400 11 28 35 26 Barrie 12 7 62 37 Peterborough 400 Orillia 115 Belleville 41 7 9 10 62 33 10 9 400 404 404 Oshawa 401 410 407 407 401 Toronto 401 23 Guelph Kitchener 401 7 23 403 London MAP 3: PROVINCE-WIDE CYCLING NETWORK CENTRAL REGION MINISTRY OF TRANSPORTATION 403 6 24 403 403 Hamilton 3 Province-wide Network On-Road Existin g TheGreatTrail Proposed GreatLakes Waterfron ttrail Off-Road Existin g Green beltcy clin groute Proposed 3!( St. Catharines Niagara Falls QEW Prim ary Highw ay Secon dary /Tertiary Highw ay RouteBorder Crossin g MTO Region al Boun dary FirstNation s ReserveLan ds Provin ces OutsideOn tario Federal Parklan d Provin cial Parklan d Con servation Reserve BuiltUp Area Projection :On tario Min istry ofnatural Resources Lam bertcon form al Con ic.datum :NAD1983. Map Createdin February 2018 0 10 20 30 40 Kilom etres NORTHWESTERN MTO REGIONS NORTHEASTERN WEST EASTERN CENTRAL THISMAPISFORDISCUSSION NOTFORNAV IGATION. This m ap illustrates routes iden tifiedthroughan iterativestudy process as partofthe provin ce-widecy clin gn etwork.this n etw orkcon ceptis in ten dedto in form an dguide future cy clin g in frastructure decision s with thelon g-term goal ofestablishin ga con n ectedan dcon sisten tn etw ork. Theroutes shown on this m ap in cludebothexistin gan dproposedcy clin gfacilities.all routes illustratedaresubjectto further evaluation.existin groutes arebasedon data providedfrom m ultiplesources an droutecon dition s haven otbeen verifiedthroughfield in vestigation.existin gfacilities m ay n otm eetcurren tprovin cial guidelin es.all routes requireadetailedfeasibility study prior to im plem en tation. Pleasen ote:notall FirstNation com m un ities areshow n on this m ap dueto scale.all com m un ities areshown on theon lin em ap ofthecy clin gn etw orkon themin istry of Tran sportation w ebsite.

Mattawa Petawawa Pembroke 11 60 41 11 417 Huntsville 118 60 118 28 41 60 132 Renfrew 127 138 15 Ottawa Smiths Falls 416 416 417 Cornwall 62 7 35 28 15 Brockville Peterborough 7 401 401 12 115 62 37 Belleville Kingston NORTHWESTERN Oshawa 62 33 Projection :On tario Min istry ofnatural Resources Lam bertcon form al Con ic.datum :NAD1983. Map Createdin February 2018 0 10 20 30 40 Kilom etres MTO REGIONS NORTHEASTERN WEST EASTERN CENTRAL MAP 4: PROVINCE-WIDE CYCLING NETWORK EASTERN REGION MINISTRY OF TRANSPORTATION Province-wide Network On-Road Existin g TheGreatTrail Proposed GreatLakes Waterfron ttrail Off-Road Existin g Green beltcy clin groute Proposed!( Prim ary Highw ay Secon dary /Tertiary Highway RouteBorder Crossin g MTO Region al Boun dary FirstNation s ReserveLan ds Provin ces OutsideOn tario Federal Parklan d Provin cial Parklan d Con servation Reserve BuiltUp Area THISMAPISFORDISCUSSION NOTFORNAV IGATION. This m ap illustrates routes iden tifiedthroughan iterativestudy process as partofthe provin ce-widecy clin gn etwork.this n etworkcon ceptis in ten dedto in form an dguide future cy clin g in frastructure decision s with thelon g-term goal ofestablishin ga con n ectedan dcon sisten tn etw ork. Theroutes shown on this m ap in cludebothexistin gan dproposedcy clin gfacilities.all routes illustratedaresubjectto further evaluation.existin groutes arebasedon data providedfrom m ultiplesources an droutecon dition s haven otbeen verifiedthroughfield in vestigation.existin gfacilities m ay n otm eetcurren tprovin cial guidelin es.all routes requireadetailedfeasibility study prior to im plem en tation. Pleasen ote:notall FirstNation com m un ities areshow n on this m ap dueto scale.all com m un ities areshown on theon lin em ap ofthecy clin gn etw orkon themin istry of Tran sportation w ebsite.

Parry Sound Huntsville 60 6 400 400 141 Bracebridge 118 118 28 41 21 Kincardine 9 6 21 Owen Sound 10 6 Collingwood 10 10 Midland Orillia 9 400 11 11 62 35 28 26 Barrie 12 Peterborough 7 62 37 400 404 400 404 Oshawa 115 Belleville 62 401 33 7 15 Kingston Sarnia 21 21 402 402 Goderich 4 23 London 23 401 Kitchener 7 403 403 24 Guelph Hamilton 6 410 407 407 401 403 403 3 3 401 Toronto St. Catharines Niagara Falls QEW 40 NORTHWESTERN Windsor 3 Chatham Projection:Ontario MinistryofNatural Resources Lam bertconform al Conic.Datum :NAD1983. Map Createdin February2018 0 20 40 60 80 Kilom etres MTO REGIONS NORTHEASTERN WEST EASTERN CENTRAL MAP 5: PROVINCE-WIDE CYCLING NETWORK WESTERN REGION MINISTRY OF TRANSPORTATION Province-wide Network On-Road Ex isting TheGreatTrail Proposed GreatLak eswaterfronttrail Off-Road Ex isting GreenbeltCyclingRoute Proposed!( Prim aryhighw ay Secondary/TertiaryHighw ay RouteBorder Crossing MTO Regional Boundary FirstNationsReserveLands ProvincesOutsideOntario Federal Parkland Provincial Park land Conservation Reserve BuiltU p Area THISMAPISFORDISCU SSION NOTFORNAVIGATION. Thism ap illustratesroutesidentifiedthroughan iterativestudyprocessaspartofthe province-widecyclingnetwork.thisnetw ork conceptisintendedto inform andguide future cycling infrastructure decisions with thelong-term goal ofestablishinga connectedandconsistentnetw ork. Theroutesshown on thism ap includebothex istingandproposedcyclingfacilities.all routesillustratedaresubjectto further evaluation.existingroutesarebasedon data providedfrom m ultiplesourcesandrouteconditionshavenotbeen verifiedthroughfield investigation.ex istingfacilitiesm aynot m eet currentprovincial guidelines.all routes requireadetailedfeasibilitystudyprior to im plem entation. Pleasenote:Notall FirstNation com m unitiesareshow n on thism ap dueto scale.all com m unitiesareshown on theonlinem ap ofthecyclingnetw ork on theministryof Transportation w ebsite.

Lansdowne House Fort Albany Fort Hope NORTHWESTERN Moosonee NORTHEASTERN Armstrong WEST EASTERN CENTRAL Nipigon 11 Terrace Bay Marathon Manitouwadge White River Wawa Hornepayne Hearst Dubreuilville Chapleau 11 Kapuskasing 101 Foleyet Smooth Rock Falls 11 Cochrane 101 Timmins Iroquois Falls 101 Kirkland Lake 66 65 Gogama 65 66 Englehart MTO REGIONS 0 50 100 150 200 Kilom etres Projection :On tario Min istry ofnatural Resources Lam bertcon form al Con ic.datum :NAD1983. Map Createdin February 2018 144 MAP 6: PROVINCE-WIDE CYCLING NETWORK NORTHEASTERN REGION MINISTRY OF TRANSPORTATION Sault Ste. Marie Province-wide Network On-Road Existin g Proposed Off-Road Existin g Proposed 129 6 11 64 Elliot Lake Mattawa Thessalon 17 69 Espanola North Bay Blind River 64 17 69 Little 6 Petawawa Current TheGreatTrail GreatLakesWaterfron ttrail Green beltcy clin groute 124 124 41 11 60 60 60 Ottawa 124 127 132 Renfrew 417 Parry Sound 417 Huntsville 141 28 41 400 118 15 416 Bracebridge 401 35 118 Smiths Falls 7 416!( 400 Midland 11 63 Prim ary Highw ay Secon dary /Tertiary Highw ay RouteBorder Crossin g MTO Region al Boun dary Orillia 28 62 Pembroke FirstNation sreservelan ds Provin cesoutsideon tario Federal Parklan d Provin cial Parklan d Con servation Reserve BuiltUp Area 15 Brockville 401 Cornwall THISMAPISFORDISCUSSION NOTFORNAV IGATION. Thism ap illustratesroutesiden tifiedthroughan iterativestudy processaspartofthe provin ce-widecy clin gn etwork.thisn etw orkcon ceptisin ten dedto in form an dguide future cy clin g in frastructure decision s with thelon g-term goal ofestablishin ga con n ectedan dcon sisten tn etw ork. Theroutesshown on thism ap in cludebothexistin gan dproposedcy clin gfacilities.all routesillustratedaresubjectto further evaluation.existin groutesarebasedon data providedfrom m ultiplesourcesan droutecon dition shaven otbeen verifiedthroughfield in vestigation.existin gfacilitiesm ay n otm eetcurren tprovin cial guidelin es.all routes requireadetailedfeasibility study prior to im plem en tation. Pleasen ote:notall FirstNation com m un itiesareshow n on thism ap dueto scale.all com m un itiesareshown on theon lin em ap ofthecy clin gn etw orkon themin istry of Tran sportation w ebsite.

Webequie Attawapiskat NORTHWESTERN NORTHEASTERN Pikangikum Lansdowne House MTO REGIONS WEST EASTERN CENTRAL 0 30 60 90 120 Kilom etres Projection :On tario Min istry ofnatural Resources Lam bertcon form al Con ic.datum :NAD1983. Map Createdin February 2018 Red Lake Ear Falls 105 Osnaburgh House Fort Hope Kenora Dryden 72 Sioux Lookout Armstrong Rainy River 11 71 Fort Frances 11 Atikokan Nipigon 11 Terrace Bay Manitouwadge Hornepayne Hearst 11 Kapuskasing 11 11 102 61 Thunder Bay Marathon White River Dubreuilville Foleyet Wawa Chapleau 101 Gogama 129 144 MAP 7: PROVINCE-WIDE CYCLING NETWORK NORTHWESTERN REGION MINISTRY OF TRANSPORTATION Province-wide Network On-Road Existin g TheGreatTrail Proposed GreatLakesWaterfron ttrail Off-Road Existin g Green beltcy clin groute Proposed!( Prim ary Highw ay Secon dary /Tertiary Highw ay RouteBorder Crossin g MTO Region al Boun dary FirstNation sreservelan ds Provin cesoutsideon tario Federal Parklan d Provin cial Parklan d Con servation Reserve BuiltUp Area THISMAPISFORDISCUSSION NOTFORNAV IGATION. Thism ap illustratesroutesiden tifiedthroughan iterativestudy processaspartofthe provin ce-widecy clin gn etwork.thisn etw orkcon ceptisin ten dedto in form an dguide future cy clin g in frastructure decision s with thelon g-term goal ofestablishin ga con n ectedan dcon sisten tn etw ork. Theroutesshown on thism ap in cludebothexistin gan dproposedcy clin gfacilities.all routesillustratedaresubjectto further evaluation.existin groutesarebasedon data providedfrom m ultiplesourcesan droutecon dition shaven otbeen verifiedthroughfield in vestigation.existin gfacilitiesm ay n otm eetcurren tprovin cial guidelin es.all routes requireadetailedfeasibility study prior to im plem en tation. Pleasen ote:notall FirstNation com m un itiesareshow n on thism ap dueto scale.all com m un itiesareshown on theon lin em ap ofthecy clin gn etw orkon themin istry of Tran sportation w ebsite.

Thessalon 129 Blind River Elliot Lake Little Current Espanola 6 144 69 69 64 64 63 North Bay Mattawa Petawawa Pembroke Sarnia 40 6 21 124 124 400 141 400 6 Owen Sound Orillia 21 Collingwood 400 10 Barrie 12 Peterborough 7 62 6 Kincardine 115 400 Belleville 9 Goderich 410 407 23 Guelph 407 21 4 Kitchener 403 7 23 403 21 403 403 6 London 402 402 24 401 10 10 Parry Sound 9 124 60 11 11 Bracebridge Midland 118 QEW 35 401 60 41 127 28 41 118 26 37 404 400 404 401 Huntsville Toronto Oshawa Hamilton St. Catharines Niagara Falls 3 3 28 62 62 60 132 401 33 Renfrew 7 15 Kingston Ottawa 416 15 416 417 417 138 Smiths Falls Brockville Cornwall NORTHWESTERN Windsor 3 Chatham Pro jectio n :On tario Min istry o fnaturalreso urces Lam bertco n fo rm alco n ic.datum :NAD1983. Map Createdin February 2018 0 30 60 90 120 Kilo m etres MTO REGIONS NORTHEASTERN WEST EASTERN CENTRAL MAP 8: CONNECTING ROUTES SOUTH OVERVIEW MINISTRY OF TRANSPORTATION Connecting Routes On-Road Off-Road!( Pro vin ce-widenetwo rk Prim ary Highway Seco n dary/tertiary Highway Ro utebo rder Cro ssin g MTO Regio n albo un dary FirstNatio n s ReserveLan ds Pro vin ces OutsideOn tario FederalParklan d Pro vin cialparklan d Co n servatio n Reserve BuiltUp Area THISMAPISFORDISCUSSION NOTFORNAV IGATION. This m ap ilustrates ro utes iden tifiedthro ughan iterativestudy pro cess as parto fthe pro vin ce-widecyclin gn etwo rk.this n etwo rkco n ceptis in ten dedto in fo rm an dguide future cyclin g in frastructure decisio n s with thelo n g-term go alo festablishin ga co n n ectedan dco n sisten tn etwo rk. Thero utes sho wn o n this m ap in cludebo thexistin gan dpro po sedcyclin gfacilities.al ro utes ilustratedaresubjectto further evaluatio n.existin gro utes arebasedo n data pro videdfro m m ultipleso urces an dro uteco n ditio n s haven o tbeen verifiedthro ughfield in vestigatio n.existin gfacilities m ay n o tm eetcurren tpro vin cialguidelin es.alro utes requireadetailedfeasibility study prio r to im plem en tatio n. Pleasen o te:no talfirstnatio n co m m un ities aresho wn o n this m ap dueto scale.al co m m un ities aresho wn o n theo n lin em ap o fthecyclin gn etwo rko n themin istry o f Tran spo rtatio n website.

Deer Lake Webequie Attawapiskat Pikangikum Lansdowne House Fort Albany Red Lake Ear Falls 105 Osnaburgh House Fort Hope Moosonee Kenora Dryden 72 Sioux Lookout Armstrong Rainy River 71 11 Fort Frances 11 Manitouwadge Hornepayne 11 Atikokan 11 102 61 Nipigon Thunder Bay 11 Terrace Bay Marathon White River Dubreuilville Wawa Chapleau Hearst 101 Smooth Kapuskasing Rock Falls Cochrane 11 Iroquois Falls Timmins 101 Foleyet Kirkland Lake 66 65 Gogama 65 101 66 Englehart 144 NORTHWESTERN NORTHEASTERN WEST EASTERN CENTRAL MTO REGIONS Projection :On tario Min istry ofnatural Resources Lam bertcon form al Con ic.datum :NAD1983. Map Createdin February 2018 0 60 120 180 240 Kilom etres Sault Ste. Marie 11 64 Elliot Lake Mattawa Thessalon 17 69 Espanola North Bay Blind River 64 69 17 Little 6 Pembroke Petawawa Current 124 41 11 60 60 60 124 Renfrew 6 Parry Sound 127 400 141 Huntsville 28 41 Bracebridge 118 35 118 Midland 400 11 28 62 7 6 Owen Sound Orillia 129 63 MAP 9: CONNECTING ROUTES NORTH OVERVIEW MINISTRY OF TRANSPORTATION Connecting Routes On-Road Off-Road!( Provin ce-w idenetwork Prim ary Highw ay Secon dary /Tertiary Highw ay RouteBorder Crossin g MTO Region al Boun dary FirstNation s ReserveLan ds Provin ces OutsideOn tario Federal Parklan d Provin cial Parklan d Con servation Reserve BuiltU p Area THISMAPISFORDISCU SSION NOTFORNAVIGATION. This m ap illustrates routes iden tifiedthroughan iterativestudy process as partofthe provin ce-widecy clin gn etwork.this n etw orkcon ceptis in ten dedto in form an dguide future cy clin g in frastructure decision s with thelon g-term goal ofestablishin ga con n ectedan dcon sisten tn etw ork. Theroutes shown on this m ap in cludebothexistin gan dproposedcy clin gfacilities.all routes illustratedaresubjectto further evaluation.existin groutes arebasedon data providedfrom m ultiplesources an droutecon dition s haven otbeen verifiedthroughfield in vestigation.existin gfacilities m ay n otm eetcurren tprovin cial guidelin es.all routes requireadetailedfeasibility study prior to im plem en tation. Pleasen ote:notall FirstNation com m un ities areshow n on this m ap dueto scale.all com m un ities areshown on theon lin em ap ofthecy clin gn etw orkon themin istry of Tran sportation w ebsite.

2 INTRODUCTION Network Development 2.1.2 Level of Separation Overview In addition to identifying the potential route alignments for the Province-wide Cycling Network, the team undertook an exercise to identify a preliminary level of separation that corresponds to types of cycling facilities that could be implemented consistent with provincial guidelines for cycling facility selection. The intent was to identify a network of cycling facilities that is:» Appropriate for the existing context;» Provides a continuous cycling experience for riders;» Is consistent with current guidelines and standards;» Builds upon the existing routes and facilities in place; and» Addresses the perceived sense of comfort and safety among users. There are four (4) potential levels of separation which were considered in the context of this study. The process used to identify a potential level of separation is described in further detail in section 2.2. It is important to note that the identification of the level of separation is based on information available at the time documented by municipalities and stakeholders through the engagement process and does not reflect a detailed field investigation or confirmation of each of the existing or proposed routes. Detailed field investigation would be completed as part of future route feasibility assessment. The level of separation options which were considered are consistent with MTO s Bikeways Design Guidelines and OTM Book 18: Cycling Facilities as well as the Transportation Association of Canada (TAC) Bikeways Traffic Control Guidelines. Table 8 provides an overview of the breakdown of the Province-wide Cycling Network by the suggested level of separation. The following are descriptions of each level of separation. ON -ROAD SHARED 1 Linkages where cyclists share the space with motorists. These are typically identified along routes with a low volume of traffic and operating speed. 2 ON -ROAD DESIGNATED Linkages where cyclists are provided with a defined space where they cycle adjacent to motorized vehicle traffic. As the operating speed and volume increases a separated facility type may be needed. 3 ON -ROAD SEPARATED Linkages where cyclists are provided with a defined space where they are encouraged to ride that also includes a physical or spatial barrier to separate cyclists from motorized vehicle traffic. In select locations, there may be available space within the roadway boulevard to accommodate a connection. These facilities are typically implemented on roads with high operating speed and traffic volumes. OFF -ROAD 4 Linkages outside the road right-of-way where there is space available within parkland or greenspace, hydro or abandoned railway corridors. P a g e 32 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Network Development 2 Table 8 Level of Separation Overview for Overall Network The proposed levels of separation are illustrated on map 10 % Off - Network Features # Km % Provincial (southern Ontario) and map 11 (northern Ontario). Please note Provincial that on the digital map posted on the MTO web site, all on-road Province-wide Cycling Network facility route lines are assigned to the road centerline, regardless of On-road Shared 2760.1 56.8 (2.1%) 97.9% the location of the facility within the road right-of-way (e.g. paved On-road Designated 4325.5 3015.5 (69.7%) 30.3% shoulders or an active transportation pathway that is actually located On-road Separated 313.6 78.6 (25.1%) 74.9% in the boulevard of the road). There are different facility types that Off-road 2439.2 0 (0%) 100.0% Total 9838.3 3150.9 (32%) 68% could be considered in each category. Specific illustrations are Central Region provided in Figure 2 through Figure 4. On-road Shared 638.2 3 (0.4%) 99.6% On-road Designated 230.5 17 (7.4%) 92.6% On-road Separated 111.7 12.4 (11.1%) 88.9% Off-road 692.6 0 (0%) 100% Eastern Region On-road Shared 492.5 14 (2.8%) 97.2% On-road Designated 722.1 362(50.1%) 49.9% On-road Separated 77 0.3 (0.4%) 99.6% Off-road 920.2 0 (0%) 100% Western Region On-road Shared 1086 0.5 (0.1%) 99.9% On-road Designated 440.8 45 (10.2%) 89.8% On-road Separated 43.1 0 (0%) 100% Off-road 694.5 0 (0%) 100% North Eastern Region On-road Shared 518 39.7 (7.7%) 92.3% On-road Designated 1412.9 1148.8 (81.3%) 18.7% On-road Separated 66.4 53.4 (80.4%) 19.6% Off-road 131.9 0 (0%) 100% North Western Region On-road Shared 25.4 0 (0%) 100% On-road Designated 1519.1 1442.9 (95%) 5% On-road Separated 15.3 12.5 (81.5%) 18.5% Off-road 0 n/a n/a R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 33

Thessalon 129 Blind River Elliot Lake Little Current Espanola 6 144 69 69 64 64 63 North Bay Mattawa Petawawa Pembroke Sarnia 40 6 21 124 124 400 141 400 6 Owen Sound Orillia 21 Collingwood 400 10 Barrie 12 Peterborough 7 62 6 Kincardine 115 400 Belleville 9 Goderich 410 407 23 Guelph 407 21 4 Kitchener 403 7 23 403 21 403 403 6 London 402 402 24 401 10 10 Parry Sound 9 124 60 11 11 Bracebridge Midland 118 QEW 35 401 60 41 127 28 41 118 26 37 404 400 404 401 Huntsville Toronto Oshawa Hamilton St. Catharines Niagara Falls 3 3 28 62 62 60 132 401 33 Renfrew 7 15 Kingston Ottawa 416 15 416 417 417 138 Smiths Falls Brockville Cornwall NORTHWESTERN Windsor 3 Chatham Pro jectio n :On tario Min istry o fnaturalreso urces Lam bertco n fo rm alco n ic.datum :NAD1983. Map Createdin February 2018 0 30 60 90 120 Kilo m etres MTO REGIONS NORTHEASTERN WEST EASTERN CENTRAL MAP 10: LEVEL OF SEPARATION PROVINCE-WIDE CYCLING NETWORK SOUTH OVERVIEW MINISTRY OF TRANSPORTATION Level of Separation DESIGNATED SHARED Existin g Existin g Pro po sed Pro po sed OFF ROAD SEPARATED Existin g Existin g Pro po sed Pro po sed!( Prim ary Highway Seco n dary/tertiary Highway Ro utebo rder Cro ssin g MTO Regio n albo un dary FirstNatio n s ReserveLan ds Pro vin ces OutsideOn tario FederalParklan d Pro vin cialparklan d Co n servatio n Reserve BuiltUp Area THISMAPISFORDISCUSSION NOTFORNAV IGATION. This m ap ilustrates ro utes iden tifiedthro ughan iterativestudy pro cess as parto fthe pro vin ce-widecyclin gn etwo rk.this n etwo rkco n ceptis in ten dedto in fo rm an dguide future cyclin g in frastructure decisio n s with thelo n g-term go alo festablishin ga co n n ectedan dco n sisten tn etwo rk. Thero utes sho wn o n this m ap in cludebo thexistin gan dpro po sedcyclin gfacilities.al ro utes ilustratedaresubjectto further evaluatio n.existin gro utes arebasedo n data pro videdfro m m ultipleso urces an dro uteco n ditio n s haven o tbeen verifiedthro ughfield in vestigatio n.existin gfacilities m ay n o tm eetcurren tpro vin cialguidelin es.alro utes requireadetailedfeasibility study prio r to im plem en tatio n. Pleasen o te:no talfirstnatio n co m m un ities aresho wn o n this m ap dueto scale.al co m m un ities aresho wn o n theo n lin em ap o fthecyclin gn etwo rko n themin istry o f Tran spo rtatio n website.

Ear Falls Osnaburgh House Moosonee 105 NORTHWESTERN Kenora Dryden 72 Sioux Lookout Armstrong NORTHEASTERN WEST EASTERN CENTRAL Rainy River 11 71 Fort Frances 11 Atikokan 11 102 61 Thunder Bay Nipigon 11 Manitouwadge Hornepayne Terrace Bay Marathon White River Dubreuilville Wawa Chapleau Hearst 11 101 Kapuskasing MTO REGIONS Smooth Rock Falls 11 Cochrane Iroquois Falls 101 65 66 101 Timmins Foleyet Kirkland Lake Gogama 65 66 Englehart 144 129 0 40 80 120 160 Kilom etres Projection :On tario Min istry ofnatural Resources Lam bertcon form al Con ic.datum :NAD1983. Map Createdin February 2018 Sault Ste. Marie Thessalon Blind River Elliot Lake Little Current 6 6 Espanola 69 69 64 64 11 124 North Bay 124 400 141 63 11 Parry Sound 124 Huntsville Bracebridge 118 400 Midland 11 Mattawa 60 35 MAP 11: LEVEL OF SEPARATION PROVINCE-WIDE CYCLING NETWORK NORTH OVERVIEW MINISTRY OF TRANSPORTATION Level of Separation DESIGNATED SHARED Existin g Existin g Proposed Proposed OFF ROAD SEPARATED Existin g Existin g Proposed Proposed!( Prim ary Highw ay Secon dary /Tertiary Highw ay RouteBorder Crossin g MTO Region al Boun dary FirstNation s ReserveLan ds Provin ces OutsideOn tario Federal Parklan d Provin cial Parklan d Con servation Reserve BuiltU p Area THISMAPISFORDISCU SSION NOTFORNAVIGATION. This m ap illustrates routes iden tifiedthroughan iterativestudy process as partofthe provin ce-widecy clin gn etwork.this n etw orkcon ceptis in ten dedto in form an dguide future cy clin g in frastructure decision s with thelon g-term goal ofestablishin ga con n ectedan dcon sisten tn etw ork. Theroutes shown on this m ap in cludebothexistin gan dproposedcy clin gfacilities.all routes illustratedaresubjectto further evaluation.existin groutes arebasedon data providedfrom m ultiplesources an droutecon dition s haven otbeen verifiedthroughfield in vestigation.existin gfacilities m ay n otm eetcurren tprovin cial guidelin es.all routes requireadetailedfeasibility study prior to im plem en tation. Pleasen ote:notall FirstNation com m un ities areshow n on this m ap dueto scale.all com m un ities areshown on theon lin em ap ofthecy clin gn etw orkon themin istry of Tran sportation w ebsite.

2 INTRODUCTION Network Development On -road Shared On -road Designated Figure 2 Samples of On-road Shared Cycling Facilities; (left image) signed bicycle route, Milton, ON; (centre image) signed route with sharrow, London, ON; (right image) edgeline, Pelham, ON. *Photo sources (top three images) OTM Book 18: Cycling Facilities; (Bottom three images) WSP» Shared bicycle route in urban area (may include edgeline, sharrow or signed route)» Shared bicycle route in rural area (may include partially paved shoulder) Figure 3 Samples of On-road Designated Cycling Facilities; (left) bike lane; (right) paved shoulder. *Photo sources (top two images) OTM Book 18: Cycling Facilities; (bottom two images) WSP» Bike lane (including both pavement markings as well as regulatory signage)» Partially or fully paved shoulder (minimum 1.5m width for a fully paved shoulder) P a g e 36 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Network Development 2 On -road Separated Off -road Figure 4 Samples of On-road Separated Cycling Facilities; (left) buffered bike lane, Thornhill; (centre) cycle track Toronto; (right) in-boulevard pathway; *Photo sources - (top three images) OTM Book 18: Cycling Facilities; (bottom three images) WSP *Photo sources (all images) WSP Figure 5 Samples of Off-road Trail; (top left) trail through woods, Essex, ON; (top right) Fort Erie Friendship Trail, ON; (middle left) Tom Taylor multi-use trail, Newmarket, ON; (middle right) Thames Valley Parkway, London, ON; (bottom left) Caledon Trailway, Caledon, ON» Buffered bike lane (minimum 0.5m buffer either spatial or physical)» Buffered paved shoulder (minimum 0.5m buffer depending on roadway conditions)» Cycle Track (with a spatial form of separation)» In-boulevard active transportation pathway (also known as a multi-use pathway) Within the off-road category, there are a number of design considerations and potential applications including but not limited to trails found:» Within natural areas and green spaces;» Through parklands and open spaces;» Along hydro corridors; or» Along active or abandoned railway corridors. R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 37

2 INTRODUCTION Network Development To accommodate cyclists as well as other users a trail will typically be designed to a minimum width of 3.0m. The surrounding context has a strong impact on these design features and would need to be addressed in a case by case basis. The design of an off-road cycling facility will typically require additional considerations to address design and context including surface type, crossings and structures and signage all of which will be impacted by regulatory design requirements as outlined in the Accessibility for Ontarians with Disabilities Act (AODA). 2.1.3 Key Assumptions In the planning of the Province-wide Cycling Network, a number of assumptions were made to enable a network to be identified at this scale. The following six (6) assumptions were made by the study team and are important to recognize in order to understand what has been identified and what needs to be undertaken next. 1. Route Investigation The scope of the Province-wide Cycling Network study did not include a detailed field investigation of each existing or proposed route. As such, the documentation of existing versus proposed routes and the level of separation options are a starting point for future work. R.3 Detailed field investigations and feasibility assessments are needed to confirm the existing context and conditions, facility type(s) and estimated cost to implement specific on- and offroad routes identified in the network. 2. Provincial Routes There are three (3) major regional routes that have been generally assumed as part of the Province-wide Cycling Network; the Great Trail (Trans Canada Trail), the Great Lakes Waterfront Trail and the Greenbelt Cycling Route. The alignment of each of these routes was provided and assumed as part of the network; however, it is acknowledged that these routes are predominantly signed cycling routes which rely on local partnerships and implementation of cycling infrastructure for enhanced facilities. In select locations the provision of a signed only cycling route may not be appropriate based on current provincial guidelines for the conditions or the route type. In select locations the Province-wide Cycling Network slightly deviates from these provincial routes. This has been intentionally done to ensure that the routes selected reflect linkages that align with the objectives and intents of the Province-wide Cycling Network. P a g e 38 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Network Development 2 3. Data Received One goal of this study is to establish a comprehensive database of existing and proposed cycling route information within Ontario. The data and information that was used to prepare the mapping for the Province-wide Cycling Network was received from a number of different sources. Not all data was provided in a digital format and the clarity of the information differed significantly. As such, the accuracy of the existing conditions mapping as well as the proposed route alignment for the Provincewide Cycling Network may require additional confirmation prior to implementation and on an ongoing basis. The database of existing and previously proposed R.4 conditions should be regularly updated to reflect the changing facilities and routing, and confirmation that occurs through additional field investigation. 4. Local Density R.5 Prior to the identification of the Province-wide Cycling Network, a number of best practices and established cycling networks were reviewed in other provinces and states. Lessons learned from these past projects indicate the need for variability regarding the density and frequency of route implementation based on the geographic area. Not all areas of Ontario can have the same number of kilometres proposed or density of network. The proposed Province-wide Cycling Network is reflective of population density in different areas (i.e. higher density of routes is provided where there is a greater population and lower density is provided in areas with lower populations). Every effort was made to apply consistent criteria and considerations to route identification and selection to help achieve consistency. Additional review and consideration may be needed regarding route locations and timing of implementation related to geographic density. R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 39

2 INTRODUCTION Network Development 5. Facility Type Definitions Over the course of the study the team identified and acknowledged the wide range of cycling facility type definitions and categories that are used. While there is some consistency in the terminology applied, there is a wide spectrum of understanding as it relates to how existing and proposed cycling facilities are identified. The difference in application and definition causes inconsistency, which can lead to misunderstanding when it comes to education and communication. MTO s Bikeways Design Manual and OTM Book 18: Cycling Facilities provide cycling network planning and facility selection guidance which has helped to improve consistency across the province. However, there are still a number of facilities which were implemented prior to the development of these guidelines that may require review and improvement in the future to meet the guidelines. Existing routes, whether on- or off-road, should be R.6 reviewed and the facility type confirmed or identified for improvement to be consistent with current provincial design guidelines. R.7 The development of additional guidance on the feasibility, design and maintenance of off-road cycling trails including guidance on potential conflicts between cyclists, pedestrians and other users would support the implementation and sustainability of the network for the broad range of cyclists. P a g e 40 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Network Development 2 6. Types of Users The Province-wide Cycling Network is not intended to be designed as a one-size-fits-all approach. The intent of the network is to provide a range of cycling opportunities for different types of cyclists for various trip types and purposes. As part of the development of the Province-wide Cycling Network Study a number of different types of cyclists were acknowledged and represented including cyclists who travel for tourism, for commuting and for recreational purposes. Each of these groups and each individual has a different set of preferences and values that influence their cycling habits and patterns. While it is not possible to design one network that addresses all of these preferences, the goal was to provide routes and facilities that provided the various groups with options in different geographic areas. An iterative process was used to identify the Province-wide Cycling Network for Ontario. The process consisted of four (4) steps based on typical master planning best practices. The following page illustrates the multi-step network development process which was used to identify the Province-wide Cycling Network. A more detailed description of the steps and the outcomes is presented in the following sections. 2.2 Network Development Process R.8 Ongoing engagement with municipalities, businesses and organizations, cycling stakeholder groups and the public is recommended to better understand how to effectively promote and encourage cycling province-wide. R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 41

2 INTRODUCTION Network Development Step 1: Route Network Concept Developed Outcome: Province-wide Cycling Route Network Concept Route proceeds Step 2A: Priority Route Network Evaluated Outcome: Draft Province-wide Cycling Route Network Purpose The intent of the first step was to establish a database and understanding of the existing cycling information and conditions, and to identify potential routes which could form part of the future Province-wide Cycling Network (a network concept). A network concept is:» A high-level preliminary cycling network;» A set of preliminary alternatives;» Made up of requested and suggested routes as provided through the various engagement activities; and» Reflective of the study objectives. Route proceeds Step 2B: Preliminary Level of Separation Identified Outcome #1: Outcome #2: On-road Facility Off-road Facility Route added or revised Step 3: Refined Level of Separation Identified Outcome: On-road On-road On-road Off-road Shared Designated Separated Route proceeds Inputs The network concept was developed using six (6) key inputs. 1 2 Existing and Previously Proposed Routes Routes that were identified by municipalities and stakeholders that represent cycling routes already developed as well as future proposed routes identified in municipal planning documents. Significant Regional Routes Routes which are identified as part of regionally significant routes including the Great Lakes Waterfront Trail, the Great Trail, Greenbelt Cycling Route, and other regional on- and off-road cycling routes. Step 4: Network Confirmation P a g e 42 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Network Development 2 3 4 5 6 Work Completed in 2011 As part of MTO s 2011 Inventory study, a set of conceptual routes were identified throughout Ontario. These areas were revisited. Major Destinations & Points of Interest As part of the first round of engagement municipalities and stakeholders were asked to identify locations considered major destinations. Digital GIS information on major park systems and transportation hubs was also provided. Connectivity, Continuity & Density Overall network connectivity, continuity and density were considered based on comparable provincial scale cycling network best practices as well as objectives identified by MTO and partners through previous studies. Tourism & Ministry Objectives The overall project objectives as identified by the Ministry and its partners were reviewed and considered. Outcomes The outcome was the identification and mapping of a Province-wide Cycling Network concept which included two route categories:» Priority Routes: the routes that could form part of the Province-wide Cycling Network providing spine connections north-south and east-west throughout the province.» Connecting Routes: Routes that link to the Province-wide Cycling Network and provide access to additional community destinations and local route systems. The network concept was presented and input was gathered as part of the second round of engagement. The route network concept was used as the basis for discussion at the eight (8) regional workshops held in November 2016. Step 2A: Priority Network Evaluated Purpose The next step was to assess each of the priority routes identified as part of the network concept using a set of consistent criteria established for this study. The evaluation was undertaken in an effort to establish a consistent and traceable approach and methodology to objectively score each segment. The results were then used in conjunction with other qualitative considerations and stakeholder input to identify a final priority route network concept. Inputs The network evaluation was undertaken using a set of route selection criteria that were developed and adapted from MTO s 2011 Cycling Inventory Study. A total of twelve (12) criteria were identified and refined based on the project objectives and data available. Please refer to Table 9 for the evaluation criteria. R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 43

2 INTRODUCTION Network Development Table 9 Network Evaluation Criteria # Objective Type 1 Primary Connectivity 2 Primary Connectivity 3 Primary Safety 4 Primary Safety Objective Criteria Method Scoring Local Amenities Cycling Route Connections Cycling Facility Type Motor Vehicle Speed Access to communities with >500 people based on Statistics Canada Census of Population Number of intersections with other existing and proposed cycling routes, per km. of total route length Classification of cycling route types available on the route based on information collected from stakeholder engagement Ontario Road Network (ORN) 'speed limits' attributes 9 - Route is less than 25 km from a community with >500 people 6 - Route is 25-49 km from a community with >500 people 3 - Route is 50-99 km from a community with >500 people 0 - Route is greater 100 km from a community with >500 people 9 - Route has 3 or more connections per kilometer 6 - Route has 2-2.99 connections per kilometre 3 - Route has 1-1.99 connections per kilometre 0 - Route has -< 1 connections per kilometre 9 - Route is on a designated (separated) or off-road path 6 - Route is on a shared (signed) facility or mixed facility type 3 - Route is on a promoted regional cycling route or unknown facility type 0 - Route is on a regular road with no markings or signs 9 - Route is on a road with a posted speed limit 50 km/h or less or off-road path 6 - Route is on a road with a posted speed limit of 51-70 km/h 3 - Route is on a road with a posted speed limit of 71-80 km/h 0 - Route is on a road with a posted speed limit over 80 km/h P a g e 44 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Network Development 2 # Objective Objective Method Scoring Criteria Type Ontario Road Network (ORN) 9 - Route is on a local or collector road or off-road 'road classification' attributes path Truck & and commercial vehicle AADT 6 - Route is on an arterial road 5 Primary Safety Commercial data where available 3 - Route is on a secondary highway Vehicle Volume (expressway/highway) 0 - Route is on a primary highway (freeway) * Scores will be manually adjusted for routes where AADT data are available Material surface of the route 9 - Route is paved/asphalt 6 Primary Accessibility based on Ontario Road and 6 - Route is a combination of Paved/asphalt and Surface Trail Network file attributes gravel/stone dust surfaces, or surface is unknown. Type and information from 3 - Route is gravel/stone dust stakeholder engagement 0 - Route is earth/woodchip Average slope of the route 9 - Average slope of route is less than 2% 7 Primary Accessibility Route calculated in GIS based on a 6 - Average slope of route is 2-4.9% Topography Digital Elevation Model (DEM) 3 - Average slope of route is 5-9.9% for Ontario 0 - Average slope of route is greater than 10%. Access to significant 9 Route is within 1 km of three or more points of 8 Secondary destinations collected from interest Significant stakeholder engagement, 6 - Route is within 1 km of one or two points of Trip Destinations federal/provincial park interest Attractors & Points of campgrounds, and historic 3 - Route is within 5 km of one or more points of Interest sites interest 0 - Route is not within 5 km of one point of interest Percent of route that is within 9 - Greater than 75% of route is within natural natural land cover areas, areas, parks, and conservation areas Scenic & conservation areas, all 6-50-74% of route is within natural areas, parks, 9 Secondary Trip Attractive available parks and and conservation areas Attractors Natural conservation areas 3-25-49% of route is within natural cover areas, Landscapes parks, and conservation areas 0 - Less than 25% of route is within natural areas, parks, and conservation areas R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 45

2 INTRODUCTION Network Development # 10 11 12 Objective Type Secondary Secondary Secondary Objective Value of Money Value of Money GHG Reductions Criteria Implementation Status Number of Tourists Population Centres Method Classification as existing or proposed based on information collected from stakeholder engagement Total number of tourist visitors to all communities along each corridor based on Ontario tourism receipts Total population of all communities along the route based on Statistics Canada Census of Population Scoring 9 - The route currently exists and is part of a larger regional network route 6 - The route currently exists 3 - The route does not exist but is planned in a council approved document 0 - The route does not exist 9 - Route with >10M visitors/year 6 - Route with 5-10M visitors/year 3 - Route with 2-5M visitors/year 0 - Route with <1M visitors/year 9 - The resident population within 5 km of the route is 25,000 or higher 6 - The resident population within 5 km of the route is 9,999-24,999 3 - The resident population within 5 km of the route is 5,000-9,999 0 - The resident population within 5 km of the route is under 5,000 P a g e 46 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Network Development 2 The weighting of the criteria was determined based on which objective the criteria supported. For example, for the criteria that support primary study / network objectives, a weight of 1.0 was given whereas those that supported secondary objectives were given a weight of 0.5. 7 The results of the evaluation were further reviewed and refined by the consultant team through a qualitative assessment using the overall route objectives as well as input previously provided through the engagement activities. The evaluation of the route network concept was undertaken using a seven (7) step approach completed by the consultant team. 1 2 All route segments were grouped into 200 routes based on the priority route alignment. The intent of this exercise was to establish a common length for each of the routes evaluated. A score from 0-9 was calculated for each segment and then a distance weighted score was calculated for each route. As noted above, step 3 of the network evaluation resulted in a set of scores for each of the priority routes identified as part of the route network concept. The scores were documented and illustrated on the route network concept maps (step 4) for further evaluation. A sample of the mapped scores generated is presented in Image 3. The scores provided an objective starting point to compare the routes under consideration. 3 Scores for each criteria were mapped and compared. 4 5 6 Several iterations of the overall scores were considered and mapped to understand the performance of the different criteria and the routes. Overall scores were used to evaluate alternatives and not to determine the overall significance of each route as it related to the network. Individual criteria and overall scores were considered to help reduce the density of the Province-wide Cycling Network by recategorizing some routes as connecting routes, while logical route connections were maintained. Image 3 Aggregated scoring results for network concept evaluation R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 47

2 INTRODUCTION Network Development The quantile thresholds for the various scores noted in the legend are described in further detail in Table 10. Table 10 Description of Route Scoring Results Result Highest scoring Second highest Middle scoring Second lowest Lowest scoring Outcomes Description Routes that had a total score in the top 20% of all 200 routes (i.e. the 40 best scoring routes) Routes that had a total score in the second highest 20% of all 200 routes Routes that had a total score in the middle 20% of 200 routes Routes that had a total score in the second lowest 20% of all 200 routes Routes that had a total score in the lowest 20% of all 200 routes (i.e. the 40 lowest scoring routes) Using the results of the evaluation, there were three (3) potential outcomes:» Route is removed: the route is not included in the draft province-wide cycling network.» Route recategorized as connecting: the route is not included in the draft province-wide cycling network but is recognized as a connecting route providing access to additional destinations and local cycling networks» Route is confirmed as part of the draft Province-wide Cycling Network: the route is included in the draft Provincewide Cycling Network. It is important to note that the evaluation of the route network concept was only part of the greater network development process. Some of the routes that were removed as a result of the evaluation were reconsidered and reintegrated into the Province-wide Cycling Network as a result of input provided on the draft, including more detailed information provided by municipalities about council endorsed routes and discussions between the consultant team, MTO regional staff and other stakeholder groups. The intent of using an iterative network development process is to ensure that routes would not be excluded based on incomplete information and to ensure that local context could be considered in different areas of the province. The process included numerous opportunities for route refinements to ensure that appropriate and feasible routes have been identified for future consideration. 2.2.1 Step 2B: Preliminary Level of Separation Identified Purpose A preliminary level of separation was determined for the proposed Province-wide Cycling Network routes. This refers to the type of facility that could be accommodated within the context of the route alignment. For the purposes of this study, there were two (2) potential preliminary levels of separation identified:» Off-road Facility: routes found outside of the road right-ofway and the boulevard where there is sufficient space for an offroad trail i.e. a park, linear corridor, open space or natural area.» On-Road Facility: routes found within the road right-of-way or within the boulevard where there is sufficient space to accommodate a cycling facility consistent with current guidelines and standards. P a g e 48 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Network Development 2 Input The preliminary level of separation was identified for the existing and proposed routes in the draft Province-wide Cycling Network routes. The preliminary level of separation was informed by three (3) inputs: 1 2 3 Data Collected Through the first round of engagement, input was gathered in the form of GIS data or other documentation which provided additional information about the route and context or conditions. Input Received through Engagement Information was provided through the first and second round of engagement regarding the status of existing routes. In a number of locations, stakeholders provided commentary on specific facility types needed whereas others gave input on the current conditions of routes. Available Route Information Some of the information provided by MTO and other Ministry sources helped to provide transportation context for select corridors including but not limited to local support, past planning efforts, transportation conditions and level of demand. network informed by the input gathered through the Environmental Registry. There were two (2) outcomes as a result of this process:» Route Addition: an additional route was identified and determined to be an appropriate part of the Province-wide Cycling Network.» Route Revision: a route alignment was revised based on input received from the Environmental Registry. The outcome of this step was the confirmed Province-wide Cycling Network route alignment. 2.2.2 Step 3: Refined Level of Separation Identified Purpose The intent of step 3 was to identify a more refined level of separation for proposed routes which form part of the Province-wide Cycling Network. The purpose of this step was to provide some indication as to what type of cycling facility would be deemed most appropriate considering the information available and the route context. Outcomes The draft Province-wide Cycling Network was mapped and presented in hard-copy as well as using a Google enabled map as part of the Environmental Registry posting hosted by MTO. Despite the accuracy of the evaluation, substantial input received through the Environmental Registry posting and from regional stakeholders on the draft network highlighted several areas where additional review was required to confirm the route alignment. The consultant team revisited the route objectives and undertook a final review of the R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 49

2 INTRODUCTION Network Development Input The refined level of separation was identified for each proposed linkage that was identified as part of the Province-wide Cycling Network by:» Utilizing input received from contributors through the Environmental Registry. A number of comments received provided detailed information about the surrounding conditions of the proposed route which were documented and reviewed to inform the facility selection process.» Undertaking a desk-top investigation of the existing conditions to gain a better understanding of the traffic volumes, truck volumes, surrounding conditions, etc. where data was available.» Applying Step 1 of the MTO Bikeways Design Manual (March 2014) facility selection process, which is similar to the OTM Book 18: Cycling Facilities methodology (see Figure 6). Step 1: Facility Pre- Selection (Use nomograph) Step 2a: Step 2b: Step 2c: Review Key Design Considerations and Application Heuristics Inventory Site- Specific Conditions Select Appropriate and Feasible Cycling Facility Type Step 3: Justify and Document Decision and Identify Design Enhancements Figure 6 Cycling Facility Type Selection Tool Process; Source: MTO Bikeways Design Manual (March 2014) Step 1 of the facility selection process utilizes two key pieces of information:» Motor Vehicle Speed (operational); and» Motor Vehicle Volume (average annual daily traffic volumes) on a specific roadway. This information is plotted onto a nomograph (see Figure 7) for the suggested level of separation. P a g e 50 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Network Development 2 Figure 1 Nomograph Proposed routes that comprise part of the Province-wide Cycling Network (priority routes) include roadways under the jurisdiction of MTO, upper tier municipalities and lower tier municipalities. Due to the nature of the network being a primarily spine network, the majority of routes on MTO and major municipal roads will typically have a designated facility type as the minimum level of separation. The information that has been made available to inform the development of the Province-wide Cycling Network is varied and was limited in some areas of the province. Annual Average Daily Traffic (AADT) information was provided by MTO for select provincial highways but a comprehensive municipal AADT dataset does not exist. To address the inconsistency of data, the study team completed a GIS based exercise to identify the preferred level of separation for each of the proposed Province-wide Cycling Network routes. The information on the following page was used to identify AADTs for on-road routes that are not located along MTO roadways. Figure 7 Step 1: Pre-Selection Nomograph R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 51

2 INTRODUCTION Network Development Municipal Existing / Proposed Data Proximity to Urban Areas 1 2 3 Information was provided through the first and second round of engagement including commentary on the specific facility type whereas others indicated features that will influence the design of the future facility. Surrogate Data In order to estimate AADTs on local/ municipal roads for each MTO region, surrogate AADT data was gathered from Durham Region, Chatham-Kent, Essex County, Kingston, Middlesex County, Niagara Region, Northumberland County, Ottawa, Simcoe County, Thunder Bay, and York Region for reference data. Road Classification The Ontario Road Network GIS shapefile classifications as defined by the Ontario Ministry of Natural Resources and Forestry-Provincial Mapping Unit was used to identify the type of road class for both municipal and provincial roads. 5 Traffic volumes and road classes vary depending on a roadway s proximity tourban areas compared to a rural areas. To refine the process of identifying AADTs and level of separation, a GIS exercise was conducted to identify two (2) geographic categories. For this GIS exercise the consultant team used the Ontario Ministry of Natural Resources defined built-up areas GIS data to determine a route s proximity to urban areas.» Urban: Areas of significant urban density, high AADTs and road classes consisting of: local, collector, and arterial roadways in addition to expressways/ highways.» Rural: Areas that are outside a built-up urban area. Generally these areas have lower traffic volumes, lower AADT and higher posted speed limits. These include local and arterial roadways in addition to expressways/ highways. Google Street View Investigation 4 Posted Speed Limit The posted speed limit on the route as indicated by the Ontario Ministry of Natural Resources and Forestry in the Ontario Road Network GIS data. Typically the operating speed would have been used; however a consistent set of information regarding operational speeds along all on-road connections was not available. 6 7 For routes that require additional investigation to determine AADT values Google Street View investigations were conducted in order to determine an approximate volume of traffic and generally understand road conditions. Input from the Environmental Registry Detailed submissions from the Environmental Registry including context specific considerations and recommendations were used to inform the level of separation required on routes where specified. P a g e 52 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Network Development 2 Outcomes The outcome of step 3 was a map of the confirmed Province-wide Cycling Network with a suggested level of separation for future consideration and investigation. The proposed Province-wide Cycling Network is illustrated on Map 1 and Map 2 as identified in section 2.1.1 of the report. ped estrian Section 2.1.2 provides an overview of the four (4) level of separation options considered and a summary of the levels identified for the Province-wide Cycling Network (Table 7) 2.2.3 Step 4: Network Confirmed To confirm the Province-wide Cycling Network, the study team worked iteratively with provincial staff. Working collaboratively with MTO staff in these final stages of the network development process, the study team was able to review and revise the Province-wide Cycling Network to identify and correct:» Routes that were overlooked as part of the network development process;» Routes requiring realignment and revision to reflect the conditions more accurately;» Levels of separation that may not be appropriate for the current condition of the route; and» The preferred format and presentation of the Province-wide Cycling Network mapping. O R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 53

2 Network Development Source: INTRODUCTION Great Lakes Waterfront Trail/ Erika Jacobs/ Waterfront Regeneration Trust» N-ROAD DESIGN P a g e 54 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

3. Implementation The Province-wide Cycling Network study is not intended to provide a prescriptive set of route alignment and facility recommendations that the province and its partners are bound to. The intent is to provide sufficient information from which future work will be undertaken, guiding next steps in a coordinated and consistent way. This study is also not a comprehensive action plan or implementation strategy. It is the preliminary identification of a Province-wide Cycling Network intended to inform and guide cycling network decisions with the goal of establishing a connected Province-wide Cycling Network in the future. An implementation plan will be needed to guide future planning, design, construction, maintenance, funding and operation of a provincial scale network. Section 3.0 Content: Section 3.1 - An overview of the network operation requirements identified by MTO that will need to be addressed and considered as the implementation of the Province -wide Cycling Network is pursued; and Section 3.2 an overview of other implementation and design considerations that will need to be addressed during implementation of the network. The topics were identified based on comments provided throughout the engagement process and in discussions with MTO staff. The study provides high-level considerations for the province, municipalities and partners regarding the future development of a Province-wide Cycling Network. Though infrastructure is a key component of any cycling system it is typically the implementation, design and maintenance of those facilities and routes that require the most coordination, collaboration, decision-making and funding. INT P a g e 55 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t 3

3 INTRODUCTION Implementation 3.1 Network Operation Considerations Operational and maintenance level-of-service strategies are needed to support the successful long-term implementation of a Provincewide Cycling Network. Though not part of the scope of this study, it is important to establish the expectations and considerations to guide next steps. There are eight (8) operational assumptions that have been identified by MTO and shaped by best practices and input from the engagement undertaken as part of this study. They are outlined and described in detail in Table 11. It is recognized that these operational requirements may not all be achieved in the short term; however, in the long-term they would be considered and addressed through discussions between the province, municipalities and its partners. Table 11 Overview of Network Operational Assumptions Assumption Description and Impact Design Standard Design would be guided by OTM Book 18 OTM Book 18: and the MTO Bikeways Design Manual as Cycling Facilities appropriate. Segments that are planned or and MTO s not yet compliant could be identified as Bikeways Design part of the network study but would need Manual to meet an agreed upon standard to be signed and formally recognized. Assumption Common Network Maintenance Standard Ownership - Route Segment Owned by Jurisdiction in which it is Located Segment Responsibility based on Jurisdiction and Ownership Implementation - Partnership Model Description and Impact A common maintenance standard or guideline will be required in the long term. Once the standard is developed, segments identified as part of the network plan will have to meet the standard or commit to certain outcomes to be signed and formally recognized. The network would not be owned by the province or any one jurisdiction. Jurisdictions would be responsible only for the network segments within their boundaries and roads under their jurisdiction. As with other transportation infrastructure, each jurisdiction would be responsible for the components located within its boundaries and ownership. The province would not be responsible or liable for sections not located on provincial facilities. Implementation of the network may be a partnership between municipalities, the province, segment owners and other stakeholders as appropriate. P a g e 56 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Assumption Costs - Jurisdictions responsible for their infrastructure costs Description and Impact Regardless of funding programs or costsharing opportunities that may be available, each jurisdiction would be responsible for the costs of developing, constructing, maintaining and operating the network cycling facilities in their jurisdiction, similar to other transportation infrastructure. Implementation 3 3.2 Additional Considerations Design and implementation are the primary considerations when implementing a cycling network. There are numerous best practices from Ontario and other comparable jurisdictions on how to address design and implementation. The following sections provide a highlevel description of the implementation and design considerations which would need to be addressed as the province proceeds with the next steps of a provincial scale cycling network. Common Network Signage Network Available for Seasonal Use Lighting at Jurisdictions Discretion A common signage standard is anticipated to be developed for the network. Network would typically be seasonal and maintained/available for use only during spring, summer and fall (e.g. from May 1 to October 31) unless local municipalities select to maintain segments year round. Network segments may be lit at a jurisdiction s discretion. Some portions of the network would be available for use only during the day. 3.2.1 Network Implementation Building on the operational assumptions identified by the Ministry of Transportation, a comprehensive implementation strategy would need to be developed to address a number of considerations, including but not limited to:» The timeline for anticipated implementation and horizons to help plan for future scheduling;» Roles, responsibilities and collaboration among the various agencies and partners responsible for implementation;» Anticipated high-level costs for infrastructure and the various funding avenues which could be explored to support implementation; and» Considerations beyond construction including operation of infrastructure as well as ongoing maintenance and management. Additional considerations and details within these categories in the context of the Province-wide Cycling Network study are outlined starting on the following pagebelow. R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 57

3 INTRODUCTION Implementation 3.2.1.1 Phasing & Coordinating The development and implementation of the Province-wide Cycling Network is intended to be undertaken over the long-term. Phasing and specific timelines have not been developed as part of this study. Provincial, regional and local partners have flexibility to determine appropriate timelines. The timing of implementation will be influenced by a number of concurrent processes including: 1. Ministry of Transportation capital projects identified on an annual basis at the regional level; 2. Capital projects identified and completed at the regional level by upper-tier municipalities; 3. Capital projects and improvements identified and completed at the local level by lower-tier municipalities; 4. Infrastructure improvement or construction projects completed by other cycling stakeholder groups. Ongoing communication and outreach will be needed between the province and other agencies responsible for the implementation of cycling infrastructure to ensure that there is a common understanding and ongoing documentation of the progress made. 3.2.1.2 Costing & Funding The implementation of cycling supportive infrastructure, programs and initiatives will require investment at all levels of government on an ongoing basis. High-level unit costs can be used to establish a common understanding around some of the anticipated costs that could be realized through implementation of the network. A set of unit costs have been identified for each of the proposed levels of separation. The unit costs have been derived from specific rates for cycling facility categories and can vary depending on conditions and context. They reflect 2017 dollars but do not include land acquisition, engineering, tendering, or maintenance costs. It is important to note that the unit costs identified for the various types of facilities will also be impacted by the jurisdiction and geography in which they are implemented. Costing should be revisited on a case by case basis and reviewed / revised based on local rates / experiences. The province could build upon the partnerships that have been established through this study process to move forward with the implementation of the Province-wide Cycling Network. R.9 Implementation of the Province-wide Cycling Network should be achieved through significant coordination and partnerships between the province and its partners at the local and regional level. P a g e 58 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Implementation 3 Table 12 Blended Unit Cost Assumptions Facility Type Unit Cost Assumptions On-road Shared Facilities Shared facility in urban area Shared facility in rural area Designated facility in urban area Designated facility in rural area Separated facility in urban area Separated facility in rural area Separated facility rural Separated facility urban $3,000 per km $2,500 per km $50,000 per km $150,000 per km $400,000 per km $250,000 per km $250,000 per km $300,000 per km Price for both sides of the road, assumes one sign a minimum of every 330m / direction of travel. Price for both sides of the road, assumes one sign a minimum of every 600m / direction of travel. On-road Designated Facilities Blended unit cost includes a cost range of $35,000 to $100,000 depending on the amount of road re-marking and signage required. The cost variation ranges from road re-marking to low cost road diets. This unit cost assumes there will be no road reconstruction. Blended unit cost includes a cost range of $100,000 to $350,000 depending on whether the project requires platform reconstruction and some granular replacement or if the construction impacts drainage. On-road Separated Facilities Blended unit cost includes a cost range of $75,000 to $1,000,000 for construction of cycle track/ separated bicycle lane OR $300,000 to $500,000 for construction of an Active Transportation (AT) pathway in the boulevard. Blended unit cost includes a cost range of $150,000 to $250,000 for buffered paved shoulder construction OR $200,000 to $400,000 for (AT) pathway construction. Blended rate assumes that the majority of separated facilities in rural areas will be buffered paved shoulders. Off-road Trail Facilities Blended unit cost includes a cost range of $150,000 to $350,000 which assumes construction projects will typically be using a former abandoned and / or existing rail corridor. Blended unit cost includes a cost range of $250,000 to $400,000 which assumes that construction projects will typically be through parkland and public / open space. R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 59

3 INTRODUCTION Implementation Costs and funding responsibility for the Province-wide Cycling Network will depend on jurisdiction. The following assumptions can be made about the funding of certain routes: 1. The construction of on-road routes that are identified along regional roads will be the responsibility of the upper-tier municipality under which the route falls; 2. The construction of on-road routes that are identified along local roads will be the responsibility of the lower-tier municipality under which the route falls; 3. The construction of off-road routes will: a. Be the responsibility of the upper and / or lower-tier municipality based on the agency under which the ownership falls; b. Be the responsibility of the upper and / or lower-tier municipality based on the agency that purchases the land from the private land owner; or c. Be the responsibility of the agency / stakeholder / organization that engaged in an agreement with the private land owner on a case-by-case basis. R.10 The high-level unit costs established for the Province-wide Cycling Network Study can be reviewed, revised, confirmed and ultimately used by the province and its partners as an input to planning, design and implementation of the network. R.11 Continued commitment to work with municipalities to identify funding opportunities for cycling would support ongoing implementation and coordination of the network. 3.2.1.3 Operating & Maintaining As the province and its partners move forward with the implementation of the network, operation and maintenance considerations will need to be addressed. The assumption for the Province-wide Cycling Network is that the network will be made available to users for use during the spring, summer and fall with case-by-case availability in the winter depending on the context and the agency that owns the infrastructure. Section 8.0 of OTM Book 18 provides guidance on a number of maintenance considerations for both seasonal and winter conditions. Input received through the engagement process indicated an interest in the identification of select locations where winter maintenance is undertaken to facilitate year-round cycling. Though it likely could not be accommodated or addressed network-wide, there may be select locations where year-round maintenance may be considered appropriate or current maintenance practices may continue to be undertaken or expanded to other parts of the network. Updates are currently being made to Ontario s municipal Minimum Maintenance Standards (MMS) to address cycling infrastructure. The MMS are voluntary maintenance standards that provide liability protection to a municipality in court if a municipality can demonstrate that it has met the standards. The cycling infrastructure updates are intended to address:» Monitoring of conditions including frequency of patrolling to check for conditions and weather monitoring;» Addressing winter road conditions including snow accumulation and ice formation on roadways; P a g e 60 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Implementation 3» Potholes, shoulder drop-offs, cracks and debris;» Lighting, signs and traffic control signals;» Bridge deck spalls; and» Roadway surface discontinuities. As the implementation of the Province-wide Cycling Network is initiated, the maintenance practices and level of service will need to be adapted to address the new facilities and expectation of the public and level of service standards. Consideration for maintenance practices will need to be aligned to address the most appropriate method of:» Sweeping;» Surface repairs;» Pavement markings & signage;» Vegetation management;» Snow clearance / ice control; and» Drainage improvements. R.12 A set of consistent guidelines are needed to address the future maintenance of on- and offroad cycling infrastructure implemented as part of the Province-wide Cycling Network to help ensure the quality and safety of the cycling experience across the network. The guidelines could be used by the province and by municipalities. R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 61

3 INTRODUCTION Implementation 3.2.2 Network Design The design of the Province-wide Cycling Network is expected to be guided by the provincially accepted guidelines and standards outlined in OTM Book 18 and the MTO Bikeways Design Manual, as well as municipal design standards and guidelines. These documents should be further supplemented by other widely accepted design documents and updated on an ongoing basis to ensure that they remain current with sound engineering judgement, common practices and accepted safety considerations. The following are some design considerations identified and highlighted over the course of the study. High-level design solutions and resources have been included for reference below. 3.2.2.1 Alignment with Existing Routes There are a number of existing routes that make-up part of the major regional and long-distance routes as well as routes that have been implemented by municipalities and stakeholders. Design Issues In select locations, the design of these routes is not consistent and at some locations the solution which has been implemented is not in line with currently accepted guidelines. References Topic Facility selection process See Section(s) in: OTM Book 18: MTO Bikeways Cycling Design Manual Facilities 3.2 3.2.3 Facility design 4.0 4.0 & 5.0 Recommendation R.13 The following approach should be used to address alignment with existing routes:» Undertake field investigations of the existing routes which make-up part of the Provincewide Cycling Network;» Identify locations where the existing conditions do not meet the current guidelines;» Undertake an assessment to determine the appropriate facility type for the location; and» Work with the ownership body to determine next steps. P a g e 62 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Implementation 3 3.2.2.2 Major Barriers As part of the engagement process (round 1), municipalities and stakeholders were asked to identify physical barriers (e.g. bridges, interchanges, waterways and railways). A significant number of barriers were identified and have been mapped for future review and consideration. Design Issue These barriers are found under multiple jurisdictions and typically require significant design consideration and investment to accommodate cyclists. Examples The following are some examples of typical barriers that were identified through the first round of engagement which represent some of the conditions which would need to be addressed as the network is implemented. 1 2 3 Barrier Type *Photo Sources: (1) MTO (2) WSP (3) WSP (4) WSP Description Interchanges Crossings of provincial highways that have either an underpass or overpass Railways At-grade or separated crossings of railways to avoid potential conflict between users Waterways Waterbodies both major and minor which require a structure to accommodate travel over the waterway 4 References Barrier Type Description Provincial Highways (4) Roadways under the province s jurisdiction running through central cores of communities See Section(s) in: Topic OTM Book 18: MTO Bikeways Cycling Design Manual Facilities Roundabouts 5.3 4.6.4 Conflict Zones 5.4 4.5.5 Interchanges 5.5 4.6 Grade Separation 5.6 4.7.2 Railway Crossings 5.7 4.6.3 Recommendation R.14 The following approach should be used to address the design of cycling barriers:» As select linkages are implemented, the province should review the database of barriers to identify if additional design needs should be considered;» Complete field investigations and document context;» Identify preferred design treatment for the barrier; and» Confirm next steps based on owner of the barrier and identify necessary planning and design requirements for next steps. R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 63

3 INTRODUCTION Implementation 3.2.2.3 Signage & Wayfinding A number of the existing cycling routes found throughout Ontario have different types of signage that have been implemented to communicate use, location, practice, etc. Signage can be a valuable tool; however, if there are too many signs implemented or conflicting information is presented, it can cause confusion. Design Issue Signage is not consistent with current regulatory standards; overuse of signage is causing confusion. In an effort to promote the Provincewide Cycling Network as a tourism draw / feature additional signage and wayfinding will be needed to communicate the routes that make-up the network as well as other features such as destinations, distance, etc. Examples The following are some examples of existing signage and wayfinding which have been implemented throughout Ontario and have been identified for potential consideration regarding content. Figure 8 - Samples of Signage Types; (left) Veloroute Voyageur Cycling Route logo; (middle) Welland Canals Trail; (right) Fort Creek Conservation Trail. *Photo Sources: (Left) Veloroute Voyageur Cycling Route (Centre) WSP (Right) WSP Figure 9 - Samples of Signage Types (2); (left) Waterfront Trail & The Great Trail; (middle) Herb Grey Parkway; (right) Eastview Trails, ON. *Photo Sources: (Left) GLWT/ the Great Trail (Centre) WSP (Right) WSP References Topic See Section(s) in: OTM Book 18: MTO Bikeways Cycling Facilities Design Manual Regulatory Signage 4.0 4.0 Recommendation R.15 The following approach should be used to address the design of cycling wayfinding and signage:» As select linkages are implemented, the presence of existing wayfinding and signage should be investigated and documented;» A province-wide wayfinding and signage concept should be prepared for the Provincewide Cycling Network based on engagement with key audiences; and» Application of the wayfinding and signage concept should be determined based on a more detailed strategy. P a g e 64 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t

Implementation 3 3.2.2.4 Users There are numerous types of cyclists that will ultimately be using the Province-wide Cycling Network for different trip types and purposes. Their design preferences are unique and can vary significantly. The engagement undertaken as part of this study provided suggested considerations for the different user groups. Design Issue The Province-wide Cycling Network is not designed to be one-size fits all. The aim is to provide users with a range of cycling experiences while also fulfilling the network objectives overall. Examples Designing for different types of cyclists requires the consideration of a number of different characteristics. Cyclists can be defined by a number of elements including but not limited to age, skill and comfort level and trip purpose. There are typically four categories of cyclists considered when designing a network. These categories were originally identified through research completed in Portland, Oregon, which has now been referenced around the world. One of the four categories includes people who are not willing to cycle at all. The other three (3) have an impact on the design of facilities and routes: Cyclist type Description Strong & Fearless Cyclists who will typically ride anywhere for longer distances. They 1 will cycle in most conditions and do not necessarily require a facility to accommodate their trip. *Photo Sources: (1) Ontario By Bike (2) WSP (3) Ontario By Bike 2 3 References Cyclist type Topic Description Enthused & Confident Cyclists who typically have a high level of interest in cycling but have a stronger level of comfort if a facility is provided for their trip. Interested but Concerned Cyclists who feel less comfortable cycling but could have a greater interest if the route or facility were more separated from other vehicles. See Section(s) in: OTM Book 18: MTO Bikeways Cycling Facilities Design Manual Cyclist User Types 2.1 & 2.2 2.0 Recommendation R.16 The following approach should be used to address the design for different cyclists / users:» Consider the intent and purposes of the overall province-wide route as well as the local context based on municipal input and local user experience;» Integrate findings into the facility selection process undertaken as part of the next steps for the study; and» Develop communication and educational materials that address various user groups based on an understanding of their route preferences. R e p o r t P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y P a g e 65

3 INTRODUCTION Implementation 3.2.2.5 Safety & Comfort Similar to the various user groups, there is a varying sense of safety and comfort when cycling. This is heavily influenced by the way a facility is designed, its location, the information that is available to promote the route and the additional amenities and design features that complement it. Design Issue Safety and comfort is influenced by a range of design features including amenities, facility design, end-of-trip facilities, transition points, etc. which require additional understanding and investment. Examples Examples of some of those design elements were provided through the various rounds of engagement for considerations by MTO and are provided below. 3 4 5 Design Elements Description Intersection Treatments Pavements markings and other visual identification tactics to note where and how cyclists function at conflict points Bicycle Parking Locations where people can securely store their bicycle for varying periods of time depending on trip type. Other Other more context specific treatments such as lighting along trails, drainage and curbing along roadways, etc. Design Elements 1 2 *Photo Sources: (all photos) WSP Description End-of-Trip Facilities Facilities located at staging areas or end-points of a route such as washrooms, wastebins, change rooms, etc. Facility Transitions Signage, pavement markings and other notifications which mark the transition between different levels of separation References Topic See Section(s) in: OTM Book 18: MTO Bikeways Cycling Facilities Design Manual Bicycle Signals 5.8 5.3 Other Design Considerations Temporary Conditions 5.9 4.7 5.10 N/A Bicycle Parking 7.1 N/A End of Trip Facilities 7.2 N/A P a g e 66 P r o v i n c e - w i d e C y c l i n g N e t w o r k S t u d y R e p o r t