BYRON AVENUE TRAFFIC CALMING DESIGN

BYRON AVENUE TRAFFIC CALMING DESIGN Photo: istock AS WE HEARD IT REPORT City of Ottawa Transportation Services ottawa.ca 3.1.1 TTY 613-580-2401

CONTENTS Background...1 Consultation Activities Summary...1 Questionnaire Results Summary...2 LEVELS OF UNDERSTANDING SHARED USE CYCLING FACILITIES... 2 COMPARING SAFETY PERCEPTIONS OF VARIOUS CYCLING FACILITIES... 3 TRAFFIC CALMING SUPPORT LEVELS... 5 CONCERN FOR CHANGES TO PARKING... 6 CYCLING COMFORT... 6 WHERE RESPONDENTS LIVE... 7 DEMOGRAPHIC CHARACTERISTICS... 7 IDEAS HIGHLIGHTED BY RESPONDENTS TO THE QUESTIONNAIRE... 8 Public commentary following June 16, 2016 public meeting...11

KIRKW WOOD AVE. TR AV. KIRKWOOD KIRKWOOD A A AV BYRON AV A. A E. AV. CHURCHILL L AVE. AV. BROADVIEW AVE. VIEW AVE BACKGROUND A traffic calming plan for Byron Avenue was approved as part of a wider area study for the McKellar Park community initiated in 2005. Since then, the measures approved for Byron have prioritized for implementation. However, given the higher policy emphasis on cycling and pedestrian needs, the City initiated a review to update the plan and ensure these users are not impeded and to address other localized concerns along the study corridor where possible. This included consideration of a type of cycling facility that would be new to Ottawa advisory bicycle lanes. Comments were solicited from the public during two major phases of the project: 1. Initial feedback solicitation through an on-line survey (March 3, 2016 to May 25, 2016) 2. Feedback solicitation following the presentation of the draft recommended plan at a public meeting held on June 16, 2016 This report includes a detailed summary of all the comments received through both activities, including listings of the recurring comments received. Due to the significant volume of comments received, a complete transcript of all the unedited comments has not been included in this report but can be obtained under separate cover by request. CONSULTATION ACTIVITIES SUMMARY Details of this project were communicated to residents using a variety of methods: Information flyer delivered to residents along Byron Avenue Information signs placed along Byron Avenue City of Ottawa cycling email newsletter Community Associations Websites and Social media feeds Local Advocacy Group Websites and Social media feeds Ward Councillor s Website, social media feed, and email newsletter City of Ottawa Website Local community newspaper (Kitchissippi Times) In addition, local media groups such as MetroNews and CBC interviewed staff and published stories communicating the existence of the project. Staff collected public feedback primarily through an online questionnaire (posted on Ottawa.ca/ByronATM between March 3 and May 25, 2016), but also by phone and email. Results are summarized below. Byron Avenue Traffic Calming Design 1

QUESTIONNAIRE RESULTS SUMMARY (March 3, 2016 May 25, 2016) Approximately 750 individuals completed a questionnaire soliciting feedback to help inform the project recommendations. The following provides a summary of the responses to each question in the questionnaire. Further below, a summary of all the themes of general concerns and/or ideas is provided. LEVELS OF UNDERSTANDING SHARED USE CYCLING FACILITIES Question: After reviewing the (information provided), which of the following best reflects your understanding of cycling advisory lanes? Respondents were asked to review a short description on the concept of advisory lanes (not currently used in Ottawa) including some imagery and a link to a video. Of the 729 who answered, 76% indicated they understood how they worked and another 19% said they understood but were unsure about a few things. 3% indicated they were a bit confused and another 2% said they don t understand how they work. What are ADVISORY LANES 95% Generally Understand 76% understand 19% have a general idea 5% Overall don t understand 3% generally don t understand 2% don t understand What are SHARROWS Question: After reviewing the (information provided), which of the following best reflects your understanding of cycling sharrows? Respondents were asked to review a short description on the concept of cycling sharrows (currently used in Ottawa) including some imagery. Of the 720 who answered, 84% indicated they understood how they worked and another 13% said they understood but were unsure about a few things. 2% indicated they were a bit confused and another 1% said they don t understand how they work. 97% Generally Understand 84% understand 13% have a general idea 3% Overall don t understand 2% generally don t understand 1% don t understand 2 Byron Avenue Traffic Calming Design

COMPARING SAFETY PERCEPTIONS OF VARIOUS CYCLING FACILITIES CYCLIST S PERSPECTIVE Question: How much safer would you feel while cycling on Byron Avenue with the following additions: Cycling Sharrows, Advisory Bicycle Lanes, and Full (dedicated) Cycling Lanes? feel safer. Breaking this down further: Cycling Sharrows Of the 674 who answered, 38% Full (dedicated) Cycling Lanes - Of the 663 who (255) indicated they would feel safer. Breaking this answered, the largest grouping at 87% (574) indicated down further: they would feel safer. Breaking this down further: 1% said they would feel much safer 63% said they would feel much safer 9% said they would feel moderately safer 15% said they would feel moderately safer 27% said they would feel somewhat safer 10% said they would feel somewhat safer Of the 674 who answered, the largest grouping at 43% (288) indicted they would feel no change in their level of safety. 18% (121) said they would feel less safe. The remaining 1% (10) were unsure how much safer they would feel with cycling sharrows. Advisory Bicycle Lanes Of the 671 who answered, the largest grouping at 55% (369) indicated they would 7% said they would feel much safer 27% said they would feel moderately safer 21% said they would feel somewhat safer Of the 674 who answered, 16% (107) indicted they would feel no change in their level of safety. 27% (183) said they would feel less safe. The remaining 2% (12) were unsure how much safer they would feel with advisory bike lanes. Of the 674 who answered, 8% (54) indicted they would feel no change in their level of safety. 4% (29) said they would feel less safe. The remaining 1% (8) were unsure how much safer they would feel with full (dedicated) bike lanes. Less Safe No Change Safer 43% 18% 38% 16% 27% 55% 8% 87% Sharrows Advisory Lanes Dedicated Lanes 4% Byron Avenue Traffic Calming Design 3

DRIVER S PERSPECTIVE Question: How much safer would you feel while driving on Byron Avenue with the following additions: Cycling Sharrows, Advisory Bicycle Lanes, and Full (dedicated) Cycling Lanes? Cycling Sharrows Of the 693 who answered, 16% (113) indicated they would feel safer. 2% said they would feel much safer 4% said they would feel moderately safer 10% said they would feel somewhat safer The largest grouping at 56% (387) indicted they would feel no change in their level of safety. 26% (179) said they would feel less safe. The remaining 2% (14) were unsure how much safer they would feel with cycling sharrows. Advisory Bicycle Lanes Of the 695 who answered, 26% (184) indicated they would feel safer 2% said they would feel much safer 4% said they would feel moderately safer 10% said they would feel somewhat safer 31% (217) indicted they would feel no change in their level of safety. The largest grouping at 40% (277) said they would feel less safe. The remaining 2% (17) were unsure how much safer they would feel with advisory bike lanes. Full (dedicated) Cycling Lanes - Of the 685 who answered, the largest grouping at 56% (385) indicated they would feel safer 32% said they would feel much safer 13% said they would feel moderately safer 11% said they would feel somewhat safer 29% (201) indicted they would feel no change in their level of safety. 13% (87) said they would feel less safe. The remaining 2% (12) were unsure how much safer they would feel with full (dedicated) bike lanes. Less Safe No Change 56% 31% Safer 29% 56% 40% 26% 16% 26% 13% Sharrows Advisory Lanes Dedicated Lanes 4 Byron Avenue Traffic Calming Design

TRAFFIC CALMING SUPPORT LEVELS Question: Please rank your views on the following design features and traffic calming measures: Speed humps / Tables Of the 733 who responded to this question, 55% (399) said they were supportive of speed humps or tables (25% very supportive and 30% supportive ). 18% (129) were neutral, and 28% (205) were opposed (14% strongly opposed and 14% opposed ). Intersection Narrowings Of the 724 who responded to this question, 35% (254) said they were supportive of intersection narrowings (15% very supportive and 20% supportive ). 17% (125) were neutral, and 48% (345) were opposed (24% strongly opposed and 24% opposed ). Mid-Block Narrowings Of the 720 who responded to this question, 31% (220) said they were supportive of mid-block narrowings (12% very supportive and 19% supportive ). 23% (167) were neutral, and 46% (333) were opposed (23% strongly opposed and 23% opposed ). Mini Roundabouts Of the 726 who responded to this question, 52% (371) said they were supportive of mini roundabouts (24% very supportive and 27% supportive ). 19% (144) were neutral, and 29% (211) were opposed (16% strongly opposed and 13% opposed ). Corner tightening ( curb radii reductions ) Of the 719 who responded to this question, 58% (418) said they were supportive of corner tightening (28% very supportive and 30% supportive ). 17% (121) were neutral, and 25% (180) were opposed (13% strongly opposed and 12% opposed ). Raised intersections Of the 720 who responded to this question, 57% (408) said they were supportive of raised intersections (24% very supportive and 33% supportive ). 27% (193) were neutral, and 16% (119) were opposed (8% strongly opposed and 9% opposed ). Byron Avenue Traffic Calming Design 5

56% support removal of parking for traffic calming and cycling 20% 21% 3% other keep parking supply at same level not concerned about parking CONCERN FOR CHANGES TO PARKING Question: Redesigning Byron Avenue may require changes to on-street parking. Which of the following statements best reflect your position? I would support removal of some parking in exchange for traffic calming and cycling improvements. Please keep on-street parking as it is currently. This is not a concern for me. Other. Of the 722 who responded to this question, 405 (56%) said they support the removal of some parking in exchange for traffic calming and cycling improvements. 147 (20%) indicated they would like to see on-street parking supply at the same level. 149 (21%) said that this is not of concern to them and the remaining 3% indicated Other. In the descriptive text, those who selected Other said that whatever is proposed, we need to consider the impact of shifting parking demand to other streets, accessibility needs, area-wide parking demand (i.e. do we need to add more parking), and needs of the Farmer s market. CYCLING COMFORT Question: Please indicate your level of Cycling Comfort Of the 710 who responded to this question, 98 (14%) said they were comfortable cycling with traffic (i.e. cycling on the road is fine) 394 (55%) said they are comfortable cycling in traffic but prefer using segregated facilities. 164 (23%) identified themselves as people who were interested in cycling but concerned about traffic / safety and are waiting for more bike lanes and off-road paths before they decide to cycle. The remaining 54 (8%) indicated they don t cycle now and are not interested in starting. 6 Byron Avenue Traffic Calming Design

WHERE RESPONDENTS LIVE For those respondents who shared their address information (approximately 55-60% provided identifiable addresses), the vast majority were in the neighbourhoods that the Byron Avenue study corridor runs through. most concentrated least concentrated DEMOGRAPHIC CHARACTERISTICS Of the 625 individuals who identified their sex, approximately: 53% (333) indicated male, 47% (291) indicated female, and 1 individual identified as other. 333 MALE 291 FEMALE 1 OTHER Of the 538 individuals who identified their age, approximately: 4% (19) indicated they were 25 and under 15% (81) indicated they were 26 to 34 31% (166) indicated they were 35 to 45 19% (103) indicated they were 46-54 31% (169) indicated they were 55 and up 35% 35% 30% 30% 31% 31% 25% 25% 20% 20% 19% 15% 15% 15% 10% 10% 5% 5% 4% 0% 0% 26 34 35 45 46 54 Byron Avenue Traffic Calming Design 55+ 7

IDEAS HIGHLIGHTED BY RESPONDENTS TO THE QUESTIONNAIRE The table below provides a summarized list of ideas shared by respondents to the public survey. NOTE: that this list is intended to summarize the long list of ideas. As such, it may not necessarily detail the context of some ideas as originally intended by the respondents. THEME EDUCATION ENFORCEMENT ENGINEERING Pavement markings Signage Parking Physical Measures COMMENT Implement education program for all cycling related features Provide training for motorists and cyclists on all on-road cycling related designs Enforce existing traffic laws on all road-users to greater degree Implement photo-radar enforcement of vehicular speed limits Introduce red-light cameras to enforce red-light compliance at traffic signals Conduct more enforcement by foot and bicycle (i.e. not using squad cars) Use colour contrasted pavement markings such as green cycling lanes and green sharrows ( super sharrows ) Provide a painted buffer strip between parking and cycling lanes Consider using different dashed line structure (e.g. long-short-long-short) for advisory lanes Consider a higher-order sharrow (e.g. similar to those used on Wellington) Put sharrows outside of parking lanes so they are visible Instead of having a cycling sharrow, should use a car and a bike stencil to highlight the shared nature of the road Bike boxes in conjunction with no right turn on red signs Remove sharrows Increase frequency of sharrows from existing practices Improve design of the sharrow to be more prominent Install signage communicating function of advisory lanes Reduce speed limit to 40 km/h or less, particularly near schools Include signs to highlight proper operation of sharrows Implement stop signs Implement yield signs to slow traffic at intersections Remove on-street parking Do not remove on-street parking Provide solution for handicapped parking Use parking lane to protect cycling lane from vehicular travel lanes Remove parking to replace with full bike lane Post no-parking signs near intersections Introduce protective barriers for cyclists Add flex posts to demark bike lanes Ensure measures accommodate school buses (e.g. at Fraser) Plant more trees along side or road to calm traffic cycletracks on Churchill should be connected to Byron Implement crosswalks 8 Byron Avenue Traffic Calming Design

THEME Roadway Operations COMMENT Pave road shoulders Only use traffic calming that doesn t force cyclists into mixed traffic periodically Implement a single lane two-way segregated bike lane adjacent to sidewalk with advisory marking into sidewalk Add curbs If traffic circles used don t install stop signs Improve driver behaviour through traffic calming Make Byron one-way in one direction to create more space on existing roadway Designate Byron as a Neighbourhood Bikeway (i.e. use as parallel route for Richmond) Only consider advisory lanes in locations where traffic volumes in both directions don t cause conflict MAINTENANCE Road surface Tailor cycling facilities on Byron to the width of the road (i.e. only use facilities when they fit) Remove traffic from Byron by not allowing continuous through movement on Byron (but still allowing cyclists to continue) Designate cycling lanes on Byron as pedestrian / cycling lanes Make linear path for pedestrians only if cycling lanes are installed Ban non-local traffic from using Byron Implement advanced greens at traffic lights Implement turn signal phases at signalized intersections Implement single cycling lane for two-way traffic Remove traffic lights at Roosevelt Implement segregated or dedicated cycling facilities Implement bike lanes on both sides Resurface (repave) Byron Fix pot-holes Improve pavement conditions in areas on the road where cyclists ride Winter Improve winter maintenance of Byron SUPPORTING PROJECTS Upgrade linear park pathway or implement adjacent two-way cycling facility Implement sidewalks / pedestrian facilities on both sides of the road Rebuild and widen Byron to accommodate all needs New formalized pedestrian crossings Connect linear path between Churchill and Golden Use both Byron and an adjacent street spaces to gain room for design Plant more trees Be more consistent when implementing sharrows Improve Richmond to reduce Byron traffic Develop municipal parking lots Remove bulb-outs on Kirkwood Widen linear pathway Realign linear path crossings to be at intersections Byron Avenue Traffic Calming Design 9

THEME COMMENT PLANNING / LEGISLATIVE Make cyclists pay to ride on the road Call sharrows chevrons (there are too many new words / concepts that are the same) Get cyclists to use river pathway Stop intensification so that traffic volumes don t get worse Add to winter maintained bike network Continue design to Woodroffe Need to study impacts on surrounding streets if Byron closed to through traffic Focus efforts / investment on bigger problems Explore more creative / innovative solutions in conjunction with Richmond re-design Need to look at the broader problems Re-imagine the Byron / Tramway Park / Richmond road super corridor Concerns of vulnerable road users should outweigh concerns of motorists given that vulnerable road users are much more vulnerable than those in cars Consider Byron s role in the overall city network Use expertise of both local and foreign experts to make decisions on recommendations GENERAL Need to make street attract new cyclists Leave Byron as it is currently Keep in mind that people / cyclists will always take the shortest / most convenient route Planners should cycle, drive, and cross Byron as pedestrian during peak periods Traffic calming makes motorists drive erratically Richmond road is too slow for cyclists Design street so that it is safe for children Make roads more efficient for drivers Acknowledge that Byron has unique segments along the study corridor Byron s design should reflect the residential nature of the street not simply be designed as a thoroughfare Having more cyclists on the street would help slow traffic Implement simple solutions Consider a complete street focus Try / pilot advisory lanes Acknowledge that traffic calming induces reckless driving Advisory lanes will create delays 10 Byron Avenue Traffic Calming Design

PUBLIC COMMENTARY FOLLOWING JUNE 16, 2016 PUBLIC MEETING A draft plan of potential measures was developed in response to the questionnaire results and technical considerations. We asked members of the public to review the draft plan and respond to the following: What did you like about the draft plan? How can the plan be improved? General Comments Here is a summary of what we heard What did you like about the draft plan? I like that this plan: is well thought out and acknowledges out-of-scope concerns by providing a phased approach which considers all road users on a more equal footing than exists today proposes some new things to address concerns but doing so on a trial pilot basis to make sure these new design features are working properly before committing long term will encourage more appropriate vehicular speeds through the combination of measures such as speed humps and narrowings and make conditions better for all road users. will improve motorist visibility at key locations such as Redwood does not include changes that encroach on the Byron linear park will make conditions for cycling better and safer (particularly for non-recreational cycling) with the addition of the advisory bike lane pilot, dedicated bike lanes, limited use of sharrows, green paint, protective concrete islands between vehicle traffic and the cycling lane, intersection modifications, and cycling ride-through / ride-over narrowings will improve conditions for pedestrians crossing Byron with the addition of new pedestrian cross-overs, zebra markings through the existing crosswalks at Broadview, and intersection narrowings at various locations along the corridor (which help with visibility of pedestrians looking to cross the road). How can the Plan be improved? I think this plan can be improved by: Traffic Calming and Area Traffic Management Considerations remove speed humps, particularly where speeding is not currently an issue; add more speed humps to ensure speeding is mitigated; don t leave speed humps in isolated locations (this will result in undesirable deceleration and acceleration in proximity to the humps); implement all speed humps or none; convert speed humps to speed tables; add other features near or at speed hump locations to increase the calming effect (e.g. bollards or narrowings at the speed humps); consider using corner tightening curb radii reductions instead of bulb-outs at intersections put speed humps at intersections instead of mid-block locations implement raised intersections change the name of Byron Avenue to Byron Lane to give motorists the perception that it is a lower speed street plant trees near road to help with traffic calming put flex stakes or bollards in the middle of the road to help calm traffic use signage in place of speed humps replace all-way stops with mini-roundabouts improve signage implement more stop signs Keep on-street parking to provide traffic calming benefit Post speed limit of 40 km/hr Cycling Considerations make cycling a higher priority than in the current design as nearby routes are less useful make cycling a lower priority on Byron because nearby cycling facilities are already present (and more appropriate routes) Byron Avenue Traffic Calming Design 11

implement cycletracks or segregated cycling lanes to greater degree, or if that is not possible, add bollards, more colour contrasting to the proposed cycling facilities and make bike lanes continuous instead of using sharrows don t use sharrows if sharrows are going to be used, as a minimum there should be an increase in their frequency use more prominent sharrow designs such as those on Wellington that highlight dooring areas use sharrows instead of advisory lanes make the cycling lanes continuous along the entire corridor extend plan to include cycletracks east of Island Park to Mayfair convert bulb-out on southeast corner of Roosevelt to a ride-over narrowing if it cannot be removed use dedicated bike lanes instead of advisory lanes be more consistent with bike lane treatments place cycling lanes between parked cars and edge or road need better solutions for allowing those on bicycles to turn left at intersections Pedestrian Considerations make pedestrians a higher priority than in the current design implement sidewalks implement more frequent and formalized pedestrian crossings along Byron that connect people with the linear park and McKellar Park consider solutions to greater increase pedestrian crossing safety from motorists at intersections ensure provision of sufficient lighting at pedestrian crossings Enforcement Considerations deploy more enforcement to make all road users follow the rules (including use of speed and red light cameras) develop a signage plan to help communicate function of the road post speed limit along Byron Driving and Parking Considerations increase supply of free on-street parking on Byron to meet high demand and prevent spill-over parking onto other nearby streets reduce supply of free on-street parking on Byron to prevent further degradation of the linear park and reduce conflicts between parked cars and non-car road users add left turn phases and lanes at signalized intersections negotiate agreement with nearby private parking lots to allow for parking on their sites during periods of low demand (i.e. weekends) consider angled parking on Byron near Golden consider hybrid street parking situation near Golden where people can park on the street during the Saturday market days, but not during the rest of the week get rid of parking along the north side of Byron in front of the Farmer s market as it is destroying the park remove parking on Byron to remove risk of dooring ban parking on side streets connecting to Byron include design features that encourage motorists to use higher order roads do not restrict northbound and southbound left turns at Churchill Other Considerations There is not enough room for all road users in the current width cyclists don t follow the rules of the road motorists don t follow the rules of the road the proposed plan will cause further congestion the proposed plan provides a balanced approach the proposed plan is still too car-centric execute a monitoring and evaluation phase to make sure the plan is working as intended and do so at each interim stage to determine the affects of different measures on road user behaviour find more money to do a full re-build of Byron which can meet the needs of all users equally improve snow removal 12 Byron Avenue Traffic Calming Design

make intersection designs more consistent (particularly at Fraser, Broadview, and Golden) remove concrete islands that buffer cyclists from motorists as they collect debris and become unusable General comments A number of general comments were provided. Below is a summary of those comments: Non-car Road User Needs good that the City is focussing more on vulnerable road user needs and that all modes are being considered good that commuter (or non-recreational) cycling is becoming a focus in city planning in general, not just recreational shift from car-centric design to a more balanced design for all road users will be beneficial as it will give a wider range of people more safe transportation options Byron and other streets will continue to have speeding issues until we actually prioritize pedestrians and cyclists over cars this plan needs to focus more on the needs of those who walk the impacts of changes to Byron Avenue and Richmond Road on the Byron linear park should be considered construction traffic along Byron is significant and intrusive Byron is too narrow to allow bicycle lanes on both sides and still have room for growing vehicular traffic growth The plan needs to be done in collaboration with the Richmond Road complete streets project cycling facilities on Byron are unnecessary given there will be cycling facilities on Richmond This project should be implemented in steps Byron is a very attractive cycling route in comparison to Richmond Road and the Ottawa River pathway Byron already behaves as though advisory lanes were present the City needs to push back against the Ontario Highway Traffic Act (HTA) as it is too car-centric and was not developed with the safety of non-car road users in mind convert Byron into a major east-west bikeway by using similar tactics as Vancouver s neighbourhood greenways Big Picture Considerations this project does not consider how it helps solve consider a joint cycling facility for Richmond and the wider problems in the neighbourhood Byron the proposed plan addresses issues within the better parking management is needed (parking supply constraints of the project scope is not an issue as there is sufficient parking in the area when considering both free and paid bike lanes are unnecessary on Byron given the parking spaces) presence of the path in the park move the farmers market to another location bike lanes are necessary on Byron given the linear park is not appropriate for non-recreational cycling consider reducing through traffic on Byron and other side streets by closing streets to through traffic the plan will only improve conditions for cyclists slightly, but not enough to increase the presence Supporting Projects of cyclists connect Churchill bike lanes (it s not good that the cyclists should not be used as traffic calming Churchill bike lanes just disappears before Byron) there is no solution that can address all competing in the future, more integration between Byron and demands the Linear park is needed cyclists are not intrusive to the community, but the bridge between Roosevelt and Churchill needs parked cars are improvement as it is hostile for anybody who is not a road warrior cyclist too much intensification is occurring in this neighbourhood Byron Avenue Traffic Calming Design 13

extend Richmond Complete Street project from advisory lanes have worked in other cities and Lincoln Fields to Westboro will work in Ottawa pilot the advisory lanes to test them out first before lots of traffic on Byron between Golden and Churchill deciding whether to make them permanent or not will be searching for parking as they do now Broadview needs to be looked at given the amount advisory lanes are dangerous for motorists given of students the narrow shared two-way centrelane The Byron/Tyndall/Gladstone corridor can be made changes to Byron will divert traffic to Richmond into a major east-west bike route if diversion traffic Road and other streets in the neighbourhood calming measures (that allow bikes to travel through) motorists looking to save time will choose Byron are included over Richmond given the lack of stop control and look at other streets that connect to Byron, not just traffic lights in comparison to Richmond Byron having a bike lane (or advisory lane) on the south the crossings along the linear path are lawless side of Byron is problematic given there are no and need to be fixed sidewalks Priorities snow removal will be an issue on the north side The priority of this project should be, in order, to of Byron just west of Churchill reduce speeds, reduce cut-through traffic and consider if cyclists are accommodated properly advisory lanes will cause accidents the plan has too many features which may distract there needs to be an enforcement plan project is waste of money move money into motorists from focussing on safe driving car lanes are given maintenance priority over resurfacing or to other projects instead bike lanes this is unfair Consultation Byron between Golden and Churchill is used as a the public engagement process was good (survey, truck route for daily deliveries to area businesses materials available for review online, public meeting and waste removal traffic calming will only increase with lots of staff) the negative impacts of truck use a short summary of changes to each section of advisory lanes will be confusing to road users Byron would be helpful A number of questions were also asked by the public: Expectations What is the plan for snow clearing of the advisory lanes? the advisory lanes will be used for snow storage Does the Byron design take into account the new in the winter 1m required clearance when drivers pass cyclists? cyclists will not use the ride-over or ride-through bulb-outs, they will just go around them as they won t be well maintained this plan will make an already congested street more congested there are too many impatient motorists and traffic calming will only increase road rage removing the westbound right turn lane at Kirkwood will increase delays for vehicle traffic (queuing at this intersection is already bad) the fact that cars can enter the advisory bike lanes is problematic traffic will divert to other streets How come no traffic circles were included in the plan despite their high level of public support? What will the proposed pedestrian crossings look like? When will the project be implemented? Why are the various traffic calming elements desirable to the public or not (e.g. why did roadway narrowings receive low support)? How does this plan consider growth and change within the neighbourhood (e.g. new development, LRT, etc.)? Why were the bike lanes in the plan left discontinuous between Broadview and Churchill? 14 Byron Avenue Traffic Calming Design