final report walkable + bikeable ajax c · final report walkable + bikeable ajax the ... integrate...

Final Report

Walkable + Bikeable Ajax

The Ajax Pedestrian and Bicycle Master Plan

A

cC

PLAN It.

INtEGRAtE It.

PROMOtE It.

SEE It.

BUILD It.

March 29, 2010

IBI Group is a multi-disciplinary consulting organizationoffering services in four areas of practice:Urban Land, Facilities, Transportation and Systems.

We provide services from offices located strategically across theUnited States, Canada, Europe, the Middle East and Asia.

A special thanks to...

Project team: � Angela Gibson, Project Manager

� Norma Moores, IBI Group - Consultant Project Manager

� Brian Hollingworth, IBI Group

� Dylan Passmore, IBI Group

� tegin teich, IBI Group

Stakeholder Groups: � Ajax trails Committee

� Durham District School Board

� Durham Region Health Department

� Durham Region Planning Department

� Interested citizens

� Ontario Ministry of transportation

� Metrolinx

� City of Pickering

� toronto and Region Conservation Authority

In 2007, Council approved an update to their transportation Master Plan with a multi-modal vision - one in which travel demand is managed through a combination of new infrastructure, interconnected transit, and a network of pedestrian and bicycle facilities. Achieving a balanced transportation network is vital to the economic prosperity of the growing town of Ajax and to the overall quality of life of its residents. the town spent the past decade building recreational trails that are transforming it into a vibrant and active community. Ajax is now taking the lead in Durham Region in planning for an expanded network of trails, sidewalks, and bikeways, along with supportive policies and programs so that walking and cycling are viable ways of getting around town!

VISIONSolidify Ajax as a truly livable community...

Expand beyond the trails network to create an integrated network

to support more walking and cycling for all travel purposes

Meet diverse users’ needs through a variety of good

designs that create safe and comfortable space for pedestrians and cyclists

Make personal security and road safety a priority

Become the foundation for developing compact, mixed-

use communities within the fixed urban boundary, preserving Ajax’s natural areas

Be a catalyst for business development and tourism and

their economic benefits

Ensure that all transportation and development projects

are viewed from the eyes of pedestrians and cyclists

Executive Summary : Walkable + Bikeable Ajaxthe Ajax Pedestrian and Bicycle Master Plan

FIVE KEy MOVES

PLAN It. focusing on key destinations, barriers and areas of need, create more walkable, accessible and bicycle-friendly infrastructure throughout the town

SEE It. make pedestrian and cycling infrastructure a visible part of the town to show that it is a priority in our sustainable future through signage, wayfinding, and on-road markings

INtEGRAtE It. walking and cycling will be part of the town’s “DNA” through integration into its policies, practices, and programs

PROMOtE It. encourage and reward walking and cycling as the way to go with the help of advocacy and commuter groups

the master plan outlines strategies for Walkable + Bikeable Ajax based on four key moves intended to strengthen the foundation for walking and cycling. Successful implementation will take hard work, perseverance, and collaboration among all stakeholders to build it, see it, integrate it, and promote it!

BUILD It. through capital works and development, implement the pedestrian improvements and cycling network over time

ES1

the recommended active transportation network was developed by first consolidating and re-evaluating the facilities recommended in existing plans prepared for the town of Ajax, such as Vision 2020, as well as those of Durham Region. this starting point informed public discussion and consulting efforts to then expand on these existing proposals and develop a cohesive and connected network that speaks to the town’s vision for future development and addresses major physical barriers (such as Highway 401) and safety concerns. Key destinations, opportunities and challenges were defined based on a cycling and walking tour with the Mayor and stakeholders, and through public workshops.

KEy ELEMENtS � Overcome significant

barriers such as Highway 401 and trail crossings of arterial roadways

� Find space for cyclists on major roads that provide access to many destinations in Ajax

� Provide alternative, traffic calmed bicycle priority streets as alternatives to those arterials, connecting through neighbourhoods and to key destinations

� Fill in the gaps in the sidewalk system along the collector and arterial roadways

� Focus on areas where pedestrians trips are occurring and implement pedestrian enhancements in those areas (landscaping, sidewalks, crossings and seating)

� Create meaningful connections to the trail system that focus on connecting through neighbourhoods and to key destinations

� Provide a high level of pedestrian and bicycle design effort in Pickering Village and the town Centre

the plan includes:

62 kmnew sidewalks

63 kmnew trails

13 kmpedestrian priority

corridors

47 kmnew bike lanes

13 kmnew bike priority streets

and marked shared lanes

47upgraded street and

freeway crossings

1.8 kmspecial treatments in

Pickering Village and the town Centre

PLAN It.

ExECUtIVE SUMMARy

ES2

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Notre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary SchoolNotre Dame Catholic Secondary School

ExECUtIVE SUMMARy

ES3

Town of AjaxPedestrian and Bicycle Master PlanMarch 25, 20100000000000000000000000000000000000000000000000000 1111111111111111111111111111111111111111111111111

kilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometreskilometres

2222222222222222222222222222222222222222222222222

N

Other crossing

Freeway crossing

Exhibit A: Recommended Pedestrian System

Park

Municipal boundary

Secondary school

Hydro corridor

Key Destination

Includes widening or twinning of the waterfront trail, as per the Town of Ajax Waterfront Management Plan, 2005

Pedestrian priority corridor

Multi-use trail

Boulevard trailMulti-use trail

Boulevard trail

Connecting path

Sidewalks on Arterial and Collector Streets

Other Corridors

Pedestrian-only trail

Proposed Facilities

Sidewalk infill

Special treatments, for future study

Both sides

Single side

Crabtree

Ho ile

Hunt

Banner

Stonewood

Rushbrooke

Rands

Sherwood

Kings

Mandrake

Ramp

HumphreyW

inde

bank

s

Pollard

Marks

Taverner

Warw

i ck

LakeR

idge

Finley

Doric

Pine

Boyd

Patie

nce

Pick

erin

gBe

ach

Wilce

Ainsbury

Ashbury

Hettersley

Meekings

Tudo

r

Maple

Abraham

McGonigal

Taunton

Delaney

Cadby

Dolby

Hunwicks

Wainwright

Adam

s

Salem

Birchmount

Mill

Turnbull

Range

Farrow

Jonesridge

Clements

Muscat

Kearney

WebbfordThornharrold

Dor

ling

Latham

Gardiner

Ruthe l

Harm

an

Addley

Harw

o od

A lla

rd

Brad

bury

Kipling

Westney

Mary

Fletcher

Longstaff

LargeR

ad ford

Church

Woodhouse

Med

ley

Loug

hlin

Hill

Hayw

ard

Mcneilage

Simm

s

Glynn

Matthews

Audley

Griffiths

Whittington

Geo

rgin

a

Bray

Harbord

Chat

field

Chalmers

Shoal Point

Dingle y

Preston

Andrea

Sullivan

Thackery

Bayly

Range Line

Maggs

Sykes

Redmond

Dreyer

Selway

Hin

den

Biggs

Freeston

Brooks

Gurr

Winds or

Crane

Exeter

Robbie

Carter-Bennett

Woodward

Mul

lor d

Love

Gifford

Ravenscroft

Ryder

Cum

berla

nd

Howlett

Distleman

East

on

Dom

iny

Magill

Beech

Lake Driveway

Bran dw

ood

Noake

Grainger

Wilkie

Bryant

Old

Harw

o od

Ritc

hie

Roo

t

Hib bins

Benn

ett

Ducatel

Fifth Concession

Windle

Wickens

Mccullock

Angus

Dooley

ElizabethChadwick

Styles

Callen

Knap

ton

Temple-West

Bellinger

Goodhart

Fishlock

Lincoln

Kingston

Leah

Parkes

Lakeview

Rossland

Purcell

Nob

bs

Por t e

Betts

Har

land

Carwin

Lythgoe

Wright

Du n

wel

l

Side

li ne

16

Archer

Ontario

Bunhill

Coughlen

Rus

hwor

th

Lilley

Parker

Bi rd

Fenton

Hirshfield

Dow

ty

Strathy

Bicknell

Duffin

Linton

He w

ison

Cree

Mord en

L an k

e ste

r

Toze

r

Hark ins

Ree se

Mac

kenz

i e

Hol lier

Teasdale

Ling

Wilsongary

Annie

Williamson

Anstead

Emperor

Todd

Atherton

Milner

Station

Chapman

Coe

Dea

con

Keeble

Harty

Hiro

ns

Turrif f

Mid

dlec

ote

Wiggins

Cameron

Hearne

Bun

ting

Rollo

Chambers

Glenwoo

d

Squi

re

Monarch

Pickett

Fairall

Hester

Burc

her

Beatty

Gates

Beck

Centennial

Buggey

Pear ce

Smales

Lone

Seabreeze

Hurley

Thorncroft

Epps

George

Hask

ell McQ

ueen

Lax

Gan

d y

Twigg

Rea

Com

mer

cial

Agat

e

Hoppe

Brooksbank

Salt

Dent

Mar

win

Chr

iste

na

Pittmann

Vent

ris

Gre

en

Achille

s

Kerrison

Sayo

r

Woolf

Hillman

Turn

erbu

ry

Hol

liman

Oxlade

Collerid ge

Kinloch

Ebony

Montebello

Spier

s

Rotherglen

Sillett

Horne

Flowers

Bambridge

Dennis

Cum

min gs

Pughe

Feint

Cragg

Oakins

Oshea

Shor

ten

Weston

Howes

Frankcom

Varley

Cluett

Moynahan

Parro

t

Nicholls

Caldicott

Prid

ham

Burningham

Shipp

Farley

Vale

Beachview

Lock

er

Kemp

Kane

Carr

Taw

n

Old Kingston

Roo

seve

lt

Grayson

Mantell

Netherway Alde

n

Barden

Wish

bone

Clov

erRi

dge

Ridley

Dow

ers

Jacwin

Palmer

Lucas

Hopkinson

Gant

Groves

Farmers

Hufton

Spei

ght

Hughes

Taylo

rSimpson

Hiley

Greenwood

Fearn

Churchill

Coomer

Bidgood

Fraz

er

Mac

derm

ott

Jacq

ues

Wicks

Brennan

Dale

Hills

Hilton

Ca r

pen d

ale

Barrett

Makin

Glennie

Hendley

Hand

ley

Searell

Selby

Aquil

ina

Quaintance

Reed

Kingham

Ringer

Birch

Bric

e

Hob s onChesham

Steven sgate

Boone

Mortim

er

Nel

s on

Dring

Trawley

Cow

l in g

Seggar

Sallis

Gregory

Barbour

Wyat t

Burrells

Dar

let

Hewitt

Mayor

Miles

Craw

ford

Chisholm

Doy

l e

Woodc ock

Millward

Hemans

Burd

en

Bisslan

d

Snow

ling

Arfie

ld

Shepstone

Hyde

War

nfo r

d

Lu ce

Hearson

Gillett

Sargeant

Cam

ill

Shapland

Larner

York

Todh

unte

r

Dakin

Durling Rock

Cranston

Blackburn

Fielding

Bolland


Foord

Mcsweeney

Iles

Clark

Howling

Reading

Cranley

View

Edgl

ey

Keys

Barr

Filtr

atio

nP

lant

Keywood

Hit c

hen

Danton

Mullen

Elm

Dollery

Abel

a

Hea

don

Purdue

Hilling

Angi

er

Haz

eldi

ne

Ethl

yn

Panter

Elston

401

Gavin

Graham

CoylePortelli

Mccarrick

End

erly

Beer

TowersBlytheway

Lurc

ook

Elliottglen

Task

er

Patterson

Thorogood

Watersplace

Willc

ocks

Kirk

ham

Hulley

Mcclarnan

Barnfield

Fisher

Garnett

Stro

ng

Powers Valley

CantwellNapiermews

Sheldon

Blake

Paramore

Beaumont

Falby

Plumridge

Che

rry

S lat

er

Warburton

Binney

Horns

ell

Bartlett

Horton

Trott

Twilley

TorrM

acey

Blac k

Beadle

RavenWillows

Abbs Sm

ithIvers

Willer

Trow

ell

I ngo

ld

Alex

ande

rsC

ross

ing

Car

berry

Tulloch

Pem

bry

Gregson

Elgin

Foakes

Ballantyne

Reynolds

Butterworth

Fenn

Oleary

Barnard

Poulton

Hinsley

Albery

Weekes

Carrick

Brand

Edward

Empson

Shaw

Monk

Gibson Holloway

Pars

ons

Macintyre

Marsh

Follett

Kitn

ey

Dave y

Raine

Seward

Book

er

Cornwall

Good

Stok

es

Weld

Marshall

Barnes

Adm

iral

Darley

Tille r

Spi tty

Telford

Driscoll

Dyerha

m

Balsdon

Obrien

Ontoro

Mcgregor

Dagwell

Mcnam

ara

Perfitt

DarbyshireH

unter

Callander

Rivers i de

Newing

Slader Heights

Rideout

Hib bard

Greenh

alf

Wheatley

Rob

erso

n

Manser

Wes

tgat

e

Mcalpine

Littler

Millington

Sabbe

Coles

Keensford

Galea

Mcginty

Mor

land

Tipt

on

Dani

els

Whitbread

Booth

Gamble

Bonner

Peacock

WestrayBaker

Fuller

Thomson

McNicol

Bowers

Salvage

Withay

Holmes

Lear

O'dell

Tansley

Ballg

rove

Lewin

Gilmour

Hawkins

Westacott

Dobson

Warner

Hillside

Ma p

son

Parkins

Sivyer

Tam

s

Mills

Thorp

Schoolbridge

Tragunna

Carn

elly

Brocklesby

Stric

klan

d

Baggott

Bramwell

Mcm

aster

Orchard

Aldonschool

Oak

Heslop

Batt

Whi

tefo

ot

Mcrae

Kent

Oldfield

Lambard

Top

Poplar

Harwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip MallHarwood Strip Mall









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Town HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown HallTown Hall

ExECUtIVE SUMMARy

ES4



2222222222222222222222222222222222222222222222222

N

Exhibit B: Recommended Cycling Network

Park

Municipal boundary

Secondary school

Hydro corridor

Key Destination


Multi-use trail

Boulevard trail

Bicycle priority street

Regional cycling spine

Existing Facilities

Multi-use trail

Boulevard trail

Proposed Facilities

Proposed Crossing Enhancements

Other crossing

Freeway crossing


Sheltered parking

Marked shared lane

Marked shared lane

Bike lane / paved shoulder


ES5

Bicycle route signage in Ajax will be important for integrating the on-road system with the multi-use trail system, and the town bikeways with the Region of Durham’s bikeways to form an overall coordinated network. the signage should be easy to integrate into bicycle route maps, and address features such as:

� Route confirmation � Route intersections � Advance route signing � Destinations � Directions � Distances (or time) � Geocaching � Amenities

SEE It.

RECOMMENDAtIONS � It is recommended that the town of Ajax develop a strategy in partnership with the Region of

Durham and co-ordinated with adjacent municipalities to sign the bikeways in such a way that the network is more visible to users and the traveling public, and the signs communicate the network’s connectedness, destinations and distances or travel time.

� It is recommended that a working group be set-up, in conjunction with the trails Committee, to develop the signage strategy that would consist of staff responsible for the on-road bikeway network, multi-use trails, the waterfront and town centre, signage installation and maintenance, and tourism.

� Create a web-portal on the town of Ajax web site for information on walking and cycling including maps and other way-finding information.

� Signing the connection between the Ajax GO station and town Centre / Library was selected as a pilot for an initial cycling route signage plan.

Consideration should be given to the types of bikeways needed to support relatively comfortable and safe cycling along individual routes before the route is signed. Bikeways were recently implemented on Station, Dowty, Hunt and Fairall Streets. GO transit has constructed two bicycle parking shelters at the station and both are heavily used. Harwood Avenue is used to cross Highway 401 as an alternative to using Westney Avenue and riding through its interchange. A potential signage plan was developed based on providing street name blades with bicycle logos on those streets with bikeways, supplemented by destination/ distance signage with a bicycle logo and bicycle route directional signage.

ExECUtIVE SUMMARy

A review of the town’s Official Plan is underway to update the planning policies that will determine how the physical development in Ajax will be managed for the next 20 years, maintaining the existing

Urban Area Boundary and the protected Rural countryside within the Province’s Greenbelt Area. this presents an opportunity to lead the other municipalities in the Province of Ontario in integrating walking and cycling into the town’s DNA.

INtEGRAtE It.

OBJECtIVESCreate walkable and bicycle-friendly new communities and developments within Ajax

� Adopt by-laws on bicycle parking and end-of-trip facilities, i.e. showers and change rooms

� Review and update design cri-teria on the design of bikeways on new roads, trail widths, bike lanes on collector roads, etc.

� Ensure sidewalks and bikeways are constructed in new communities at the same time streets are constructed and opened to the travelling public

� Update design criteria on the location, design and accessibility of sidewalks, i.e. sidewalks needed on both sides of the street, etc.

� Ensure the building of walkable and bicycle-friendly developments through the review of site plans including site organization, building placement, bicycle parking, cycling and pedestrian routes, and amenities

Implement the Pedestrian and Cycling Networks � Implement the networks over

time with funding � Audit existing routes and

implement a process for continual improvement

� Create a program and design guide to encourage the provision of bicycle end-of-trip facilities, and pedestrian amenities, i.e. bike parking, seating, showers, change rooms, etc., at existing public and private developments

� Create a pedestrian, cycling, and trails committee(s), with a Council-approved mandate and terms of reference

� Develop a Sidewalk Prioritization Program to address existing deficiencies in the sidewalk network on local streets

� Develop , implement, and maintain a trails and cycling route way-finding signage strategy

Expand and create behaviour shift programs that encourage more people to walk and cycle

� tailor existing programs to better support cycling & walking

� Provide new programs to deal with gaps in the stages of changing behaviour

� Collaborate with Active and Safe Routes to School programs

� Identify a pedestrian and cycling coordinator to oversee implementation of the plan

� Partner with Durham Police to develop a “share the road” campaign for cyclists and motorists

ExECUtIVE SUMMARy

ES6

ES7

Make the town’s practices supportive of walking and cycling � Routinely consider the needs

of pedestrians and cyclists in transportation projects and services, including planning, design, traffic data collection, traffic calming programs, safety audits and construction / traffic management

� Review and update roadway maintenance practises to better accommodate cycling

� Continue to support winter maintenance of key trails in the cycling and pedestrian network

� Consider changes to improve sidewalk winter maintenance, particularly in pedestrian priority corridors

� Create a reporting system for cyclists and pedestrians to use to report poor roadway / trail / sidewalk conditions

� Provide training on how to better accommodate pedestrians and cyclists in the town’s decisions and responsibilities

� Require developers to submit mobility assessment plans as part of site plan applications

� Incorporate active transportation into the Official Plan:• Raise the profile of walking & cycling by articulating that pedestrians and cyclists will be consistently

planned for in municipal decisions and given priority in some cases.• Encourage compact communities and a greater mix of land uses that support more walking and cycling

compared to segregated land uses and sprawling urban development• Review the role of parking with the goal of reducing automobile dependency and explicitly promote

urban form that encourages more efficient parking utilization, while providing secure and convenient bicycle parking facilities.

• Collaborate across departments and partner to build awareness and capacity to support more walking and cycling needs, leading by example

• Make walking and cycling a visible part of public facilities, including basic amenities for users• Systematically coordinate, integrate, and improve walking and cycling conditions within the town’s

transportation infrastructure and services• Develop urban design guidelines that address the needs of pedestrians and cyclists

� Update the road classification criteria to explicitly consider the needs of cyclists and pedestrians within every roadway classification:• Pedestrian Provisions: Pedestrians, including those with mobility, sensory, and cognitive impairments,

should be accommodated on all types of roadways, and across freeways. Safe and accessible pedestrian space should be provided along both sides of all streets within the urban boundary, and at least one side of rural roads that serve destinations such as schools, community centres, commercial and employment districts, or transit stops. Safe and comfortable roadway crossings should be provided at convenient intervals for walking between destinations.

• Cycling Provisions: Cycling should be restricted only on freeways. On higher speed or higher volume roads, cycling facilities should provide safe space for cyclists, such as bike lanes and cycle tracks. Complimentary multi-use trails may be provided in the boulevard along these roadways where the driveway and side-street intersection spacing exceeds 300m. On roadways with lower volumes (5,000 vpd or less) and lower speeds (50 km/h or less), shared lanes may be appropriate. Continuous traffic-calmed bicycle priority streets can also be provided as alternatives to higher speed or higher volume roads.

RECOMMENDAtIONS

ExECUtIVE SUMMARy

Walking and cycling in Ajax currently represents just 7% of all trips and, with a growing population, it will be challenging to increase this unless explicit efforts are made to change transportation be-haviour. At a stakeholder workshop, the 2nd most popular statement best reflecting the ideas of participants was that the Pedestrian and Bicycle Master Plan should “build on recreational interests to encourage utilitarian/commuter active transportation.” One attendee of a public workshop for this study commented that “it is dif-ficult to participate in the economy as a cyclist due to a lack of access to stores, and a lack of appropriate bicycle parking.”

there are already a number of programs in Ajax that focus on increas-ing the number of people who walk or cycle. Encouraging more utili-tarian walking and cycling can more explicitly fit into these programs and there are already a number of opportunities in the town of Ajax:

� Strong leadership from Council � An existing trail network that is well used � Manageable distances within the town

and neighbourhoods for walking and cycling

� Relationships already established with youth and with other government agencies

� A multi-modal transit hub where bicycle parking is in demand

PROMOtE It.Programs in Ajax already promoting active living:

BikeLinx

Smart Commute

Walk to School Day

Active and Safe Routes to School

Walk this Way

Walk Month

Ride with the Mayor

trail Fest

AJAx GO-by-Bike

Run Ajax

Pedometer Challenge

Family ACtIVE Challenge

Free Family Fitness thursday

tour de Green belt

the Great Waterfront trail Adventure

RECOMMENDAtIONS � the town of Ajax support, supplement, and expand existing programs

to better promote active transportation as a cost-effective strategy.

� In the longer term, the town of Ajax could consider programs that are specifically targeted at active transportation audiences with a focus on encouraging more trips by walking and cycling. Opportunities should be created that build awareness, support community groups, provide education on cycling skills and pedestrian safety at the community level, consider employer incentives, and assist with coordination and collabo-ration among the various stakeholders and program partners.

ExECUtIVE SUMMARy

ES8

ES9

the implementation plan for the proposed active transportation network is intended to guide decision making over the next 20 years and consists of two phases:

� Short Term (2010-2014)

� Long Term (2015-2030)

Maps illustrating the phasing of pedestrian improvements and the cycling network, including trails, are provided in the full report. two of the seven fundamental strategies guiding phasing are essential for cost-effective implementation:

1. take advantage of planned road reconstruction and resurfacing projects as well as on-going trail and waterfront projects

2. Implement routes in new development areas as construction progresses

Project phasing is also based on encouraging early public and political interest in the implementation of the plan.

BUILD It.

the locations of recommended facilities may be subject to change as a result of detailed audits, technical studies, or community consultation prior to their construction. However, the extensive community effort that established the overall directions of this plan and the recommended network must be respected. Any changes should be evaluated in the context of the overall network and vision for active transportation in the town of Ajax.

Ajax staff will identify both capital and operation budget implications for Council’s consideration as cycling and pedestrian projects move forward through implementation phases.

ExECUtIVE SUMMARy

[this page is included for pagination purposes]

tABLE OF CONtENtSThe PurPose 1

The Process 1Phase 1: Articulating a vision, goals and objectives ......................................................................................................... 1Phase 2: Developing a pedestrian and cycling plan ........................................................................................................ 1Phase 3: Detailing an Implementation Strategy ................................................................................................................ 1

The Vision 2Solidify Ajax as a truly livable community... ........................................................................................................................ 2

Why is AcTiVe TrAnsPorTATion imPorTAnT? 2

communiTy consulTATion 5Stakeholder Vision Workshop ................................................................................................................................................... 5Public workshops .......................................................................................................................................................................... 5Cycling and Walking tours ......................................................................................................................................................... 6

BAckground sTudies & suPPorTing Policy 13Ontario’s Action Plan for Healthy Eating and Active Living .........................................................................................13Places to Grow: Growth Plan for the Greater Golden Horseshoe ..............................................................................13the Big Move: transforming transportation in the Greater toronto and Hamilton Area .................................14Vision 2020 Bicycle and Leisure trail Plan ..........................................................................................................................14Regional Cycling Master Plan .................................................................................................................................................15Waterfront Management Plan................................................................................................................................................15transportation Master Plan Update .....................................................................................................................................15Greenwood Conservation Area Management Plan ........................................................................................................15

Plan It. ......................................................................................................17key elemenTs 17

sPeciAl corridors 17Special Street treatments ........................................................................................................................................................17Pedestrian Priority Corridor .....................................................................................................................................................18Bikeway types for Ajax ..............................................................................................................................................................23Pedestrian Design Guidelines ...............................................................................................................................................29Sidewalks .......................................................................................................................................................................................29Prioritization of Sidewalk Retrofits ......................................................................................................................................31Other traffic Calming Devices ................................................................................................................................................34Reference Documents ...............................................................................................................................................................36

See It. ........................................................................................................37

Integrate It. ............................................................................................41Programs ........................................................................................................................................................................................41New Development .....................................................................................................................................................................42Implementation...........................................................................................................................................................................42Coordination .................................................................................................................................................................................43Operations and Maintenance .................................................................................................................................................43Roadway Classification System ..............................................................................................................................................43Official Plan ...................................................................................................................................................................................44

Promote It. .............................................................................................45

BuIld It. ....................................................................................................47General Approach ......................................................................................................................................................................47Unit Costs of Construction.......................................................................................................................................................48Probable Cost of Implementation ........................................................................................................................................49

LISt OF ExHIBItSExhibit 1: Existing Pedestrian System ................................................................................................................................................. 9Exhibit 2: Existing Cycling Network ...................................................................................................................................................11Exhibit 3: Recommended Pedestrian System ................................................................................................................................19Exhibit 4: Recommended Cycling Network ....................................................................................................................................21Exhibit 5: Chance of Pedestrian Death in a Motor Vehicle Collision by Vehicle Speed ...................................................29Exhibit 6: Sidewalk Corridor Zones ....................................................................................................................................................30Exhibit 8: In-laid durable pavement marking, ladder pattern .................................................................................................32Exhibit 7: Sidewalk Encroachments ...................................................................................................................................................34Exhibit 9: Ajax GO Station Signage Strategy ..................................................................................................................................39Exhibit 10: the stages of change model ............................................................................................................................................46Exhibit 11: Short term Pedestrian Facilities.......................................................................................................................................53Exhibit 12: Short term Cycling Facilities .............................................................................................................................................55Exhibit 13: Long-term Pedestrian Facilities .......................................................................................................................................57Exhibit 14: Long-term Cycling Facilities .............................................................................................................................................59

LISt OF tABLEStable 1: Estimated Unit Costs of Construction (2009) ....................................................................................................................48table 2: Estimated Short-term (2010 - 2014) Probable Costs of Construction......................................................................50table 3: Estimated Long-term (2015 - 2030) Probable Costs of Construction ......................................................................51

cC1 Ajax Pedestrian and Bicycle Master Plan

Walkable + Bikeable AjaxThe AjAx PedesTriAn And Bicycle mAsTer PlAn

tHE PURPOSEIn December 2007, Ajax town Council approved the

transportation Master Plan Update (tMP). the tMP is

a long-term strategic document that seeks to address

future population and employment growth within

the Municipality and the Region in a manner that

is sustainable with respect to the environment, the

economy and the community. Achieving a balanced

transportation network is vital to the prosperity of the

town of Ajax and to the overall quality of life of Ajax

residents. the tMP recommended a multi-modal vision

for the town, one in which future travel demand is

managed through a combination of new infrastructure,

interconnected transit and a network of bicycle and

pedestrian facilities. Providing Ajax residents with more

travel options and, in particular, promoting cycling and

walking as a viable alternative to driving, enhances the

town’s competitiveness in attracting and retaining more

economic development in the town.

through the completion of a Walking and Cycling Plan,

Ajax will:

� Improve the safety of walking and cycling

� Encourage active transportation

� Improve the quality of life, health and wellness

� Make it easy to walk along and across streets

� Make cycling comfortable on roads

� Shift behaviour to active transportation

� Develop an integrated network, supportive policies, programs and guidelines

tHE PROCESSWalkable + Bikeable Ajax was divided into three main

phases as follows:

Phase 1: articulating a vision, goals and objectives

the goal of Phase 1 was to capture the attitudes and

perceptions of residents and stakeholders to help

create a vision, and thus a framework for Phase 2 of

the plan. this included reviewing previous studies and

conducting a workshop with stakeholders.

Phase 2: develoPing a Pedestrian and cycling Plan

through public workshops, best practices review,

consultation with town staff, and an analysis of existing

conditions, this phase of the plan involved developing

a cycling and pedestrian network, design guidelines,

behavioural shift strategies, and a signage strategy, as

well as policy and program recommendations.

Phase 3: detailing an imPlementation strategy

Based on unit costs, this phase involved estimating

total costs for the various network components as

well as recommendations related to implementation

phasing. this process was guided by staff from several

departments at the town, including Planning and

Development Services, Operations and Environmental

Services, and Recreation and Culture, and Finance, as

well as Mayor Parish and Council members.

cC 2Ajax Pedestrian and Bicycle Master Plan

IBI GROUP - Final Report

tHE VISIONBased on input from stakeholder consultations, a Vision

for the Walking and Cycling Plan was established:

Solidify Ajax as a truly livable community...

WHy IS ACtIVE tRANSPORtAtION IMPORtANt?the benefits of walking and cycling are important to

each of us, our community, and the environment.

Healthy Citizens there is growing research

suggesting significant health benefits of regular

light activity such as walking and cycling, such as

reducing the risk of disease. One of the largest areas

of concern is with children. On a national basis, 25% of

children between the ages of 5 and 19 are considered

overweight and this proportion is increasing.

Furthermore, the activity levels of Canadian children

dropped by 30% between 1990 and 1998. there is

large potential to encourage more travel by walking

and cycling for this age group. For example, a survey

found that nearly 75 per cent of Ontario children would

prefer to walk or cycle to school on a regular basis.

Furthermore, 91 per cent of school-aged children have

access to a bicycle, and almost 45 per cent of Canadian

children live two kilometres or less from the school they

attend - we need to provide them with environments

they and their parents feel safe using.

Accessibility for All Active modes are the most

equitable forms of transportation because they

are available to everyone. Conversely, planning

transportation systems around the automobile

degrades mobility for those who do not have a driver’s

Expand beyond the trails network to create an integrated network

to support more walking and cycling for all travel purposes

Make personal security and road safety a priority

Become the foundation for developing compact, mixed-

use communities within the fixed urban boundary, preserving Ajax’s natural areas

Meet diverse users’ needs through a variety of good

designs that create safe and comfortable space for pedestrians and cyclists

Ensure that all transportation and development projects

are viewed from the eyes of pedestrians and cyclists

Be a catalyst for business development and tourism and

their economic benefits

Phot

o by

Sco

tt A

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an



license or cannot afford a vehicle. Such vulnerable

populations might also include low-income families

that have little choice but to move to poorly accessible

neighbourhoods due to the housing markets. As

a result, an already overburdened segment of the

population must devote significant portions of its

time and income to transportation, particularly if an

automobile is required. Investment in cycling facilities

and neighbourhood walkability offers a tremendous

opportunity to improve access to employment and

services for everyone, particularly those most in need.

Sustainable Communities It is widely recognized

that pedestrians tend to feel more secure and

comfortable walking where there are more people

milling about (more “eyes on the street”). Areas that

create comfortable environments for walking and

cycling help to foster social inclusivity and a sense of

place. this support can come in many forms, such as

convenient connections between destinations; street

lighting, cleanliness, street furniture, and trees; mixed

land uses; calm motorized traffic; and neighbourhood

social-mixing.

Reduced Emissions and Energy Use In recent years,

there has been growing attention on climate change is-

sues as well as the potential for energy shortages in the

near future. All levels of government are now under sub-

stantial pressure to introduce programs that will help

achieve greenhouse gas (GHG) emission targets and

improve air quality. Since transportation by walking or

cycling does not involve any emissions, these modes

can play a significant role in helping to meet the increas-

ingly aggressive targets starting to emerge from various

levels of government. Active transportation modes are

particularly beneficial in that they usually replace short,

cold start trips for which internal combustion engines

have high emission rates. As such, each 1% of auto-

mobile travel replaced by active modes reduces motor

vehicle air pollution emissions by 2% to 4%.

Reduced Travel Costs Walking and cycling are

the most cost-efficient

modes of transportation,

from both a personal and

community perspective.

While difficult to quantify,

the potential community-

wide cost reductions from increased walking and

cycling are extensive and include health care costs

due to air pollution, water pollution, collisions, traffic

congestion, and parking provision. Personal travel

cost savings are also significant. CAA estimates that

the average annual cost of owning and operating

a vehicle is as much as $14,000 per year when both

ownership and operating costs are factored in. thus,

investments that allow residents to walk or cycle to

their destination (including transit), go a long way to

improve personal transportation affordability. Go For

Green has estimated that commuting by walking and

cycling saves Canadians over $800 million per year

compared to commuting by automobile. this works out

Phot

o by

Dyl

an P

assm

ore

Phot

o by

John

Lut

on



to approximately $180 in annual savings per pedestrian

commuter and $570 per bicycle commuter. If the

ability to walk or cycle to work allows one to own fewer

vehicles, the cost savings would obviously be much

higher.

Reduced Infrastructure Costs Infrastructure costs

for active transportation are minimal compared to the

roadway expenditures required to support travel by

motorized vehicles. For example, widening roads for

bicycle lanes costs in the order of $150,000/km, paved

pathways cost approximately $225,000/km, while add-

ing cycling lanes without road widening (i.e., re-striping)

costs less than $20,000/km. these costs are significantly

lower than the approximately $1.3 million/km for wid-

ening a two lane urban arterial road to four lanes.

the cost differential is compounded when one

considers that cyclists and pedestrians make more

efficient use of infrastructure. A roadway can carry seven

to twelve times as many people per metre of lane per

hour by bicycle compared to by automobile at similar

speeds in urban areas. Paths for pedestrians can handle

20 times the volume per hour than roads for cars in

mixed urban traffic.

Quality of Life there are so many good reasons to

walk and cycle, and they are all deeply interrelated.

It is difficult to talk about any one benefit without

considering the others. Ultimately, when we consider

the impacts of more walking and cycling from a holistic

perspective, we are talking about a better quality of life

for all citizens.Phot

o by

John

Lut

onPh

oto

by D

ylan

Pas

smor

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Phot

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Ric

hard

Drd

ul



COMMUNIty CONSULtAtIONWalkable + Bikeable Ajax is the result of the efforts of Town staff, community stakeholders, and members of the public. They were provided opportunities to inform the direction and content of the master plan through various events:

Public workshoPs

May 26 and October 6, 2009

Fifty-five (55) people registered for the two workshops

in which the participants marked their suggestions for

improvements on maps and discussed their priorities.

Among the priorities highlighted by at least half of the

attendees, the top four public priorities were:

1. through the approvals process, ensure the building of walkable and bicycle-friendly developments

2. Routinely consider the needs of pedestrians and cyclists in all activities

3. Develop design criteria for bikeways

4. Update road maintenance practices to better accommodate cycling

stakeholder vision workshoP

May 26, 2009

the workshop participants included representatives

from:

� town of Ajax• Office of the Chief Administrative Officer• Strategic Initiatives• Active Living• Planning and Development Services• Operations and Environmental Services• trails Committee• Seniors Group

� Durham Region (Planning) � Smart Commute Durham and Public Health � Durham Board of Education � toronto Region Conservation Authority � Metrolinx � town of Whitby � City of Pickering � Ministry of transportation Ontario

the group of fifteen defined their top five goals (each

indicated by at least half of the attendees) for the plan

as:1. Connect to transit: routes, stations, signage,

storage, bicycles on-vehicles

2. Retrofit and create new roads that are safe and comfortable

3. Build on recreational interests to encourage active transportation

4. Road safety and personal security are No. 1



WALKING AND CyCLING IN AJAx tODAy the town of Ajax is a relatively new municipality to

the Region. Although the town was incorporated in

1955, it was not until its amalgamation in 1974 and

a subsequent population boom beginning in the

1980s that the town’s current identity took shape. the

town comprises a more or less typical North American

suburban street layout with residential neighbourhoods

of row and detached housing surrounding a local

school, relatively segregated land uses, and collector

roads feeding eight major arterials with heavy traffic

volumes. Ajax only has three greenfield neighbourhood

development areas remaining located in the north-

western corner of the town, one in the north-east under

development by Sundial Homes, and one in the south

east area of the town. Land scarcity and continued

population growth along with Provincial policies result

in the need to consider land-use intensification. Active

transportation offers a viable alternative means of travel

to offset the anticipated increases in travel demand.

East/west arterial streets are spaced regularly at

approximately 2 km apart, while north/south arterials

respond to local geography with 0.7 km to 2.5 km

between one another. these arterials are generally

under the jurisdiction of the Region of Durham,

although a few type C Arterials belong to the town of

Ajax. Discussion of potential transfers between the two

levels of governments based on the changing function

of the arterials is on-going.

Harwood Avenue is an important street, identified in

the town’s Official Plan as a ceremonial route, running

north/south through the centre of the town around

which the town Hall has developed. Aside from a

handful of high density nodes scattered throughout

Ajax, Harwood Avenue is the only corridor with

relatively high densities. It is planned to be the main

cycling and walking tours

August 12 and 27, 2009

Stakeholders, town staff, Mayor Parish, and the

consulting team left their offices to experience and

discuss firsthand some of the wonderful existing

facilities in the town as well as the challenges and

barriers to overcome.



street for the envisioned town Centre. the town’s

arterials are heavily travelled, particularly during

morning and afternoon peak periods.

Highway 401 is a controlled access freeway that bisects

the town. this freeway and the major arterials pose

significant challenges to any active transportation

network both for the barriers they impose as well as

the form of development their design and operation

encourage.

Numerous parks and open space offer corridors to

develop safe and comfortable walking and cycling

routes in pleasing landscapes away from the busy

arterial streets. Ajax has many multi-use trails, and,

thus far, the town has focused on the corridors along

Duffins Creek, Millers Creek, Carruthers Creek and the

Lake Ontario waterfront. Some segments are isolated

and disconnected. Crossing arterial streets remains

difficult for pedestrians and cyclists, and Highway

401 is a significant barrier. Development of on-street

bikeways has only recently begun with bike lanes or

shared-use lane markings on Fairall St., Dowty Rd., Hunt

St., Station St., Church St. and Monarch Avenue. the

existing bikeway and multi-use trail system is illustrated

in Exhibit 2.

the pedestrian system of sidewalks, street crossings

and accessible design features exist along many of

the town’s streets but are not consistently found

throughout. Sidewalks are sometimes provided on one

side but not both sides of a street, curb ramps have

been retrofitted in many locations, detectable warning

devices to indicate where pedestrian paths intersect

streets are missing, pedestrian countdown signals have

been added to some key intersections, etc. Effort has

been made recently to integrate the public pedestrian

system (along streets) into the private realm of new

commercial and multi-residential developments so

that these sites are pedestrian friendly and accessible.

the existing pedestrian system is illustrated in Exhibit

1. Note that while many local streets have sidewalks,

only sidewalks along arterial and collector streets were

catalogued as a part of this study.

the town has undertaken several traffic calming

initiatives that benefit not only residents and

motorists but also pedestrians and cyclists in these

neighbourhoods.

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2222222222222222222222222222222222222222222222222

N

Exhibit 1: Existing Pedestrian System

Park

Municipal boundary

Secondary school

Hydro corridor

Key Destination


9

Multi-use trail

Boulevard trail

Connecting path

Other Corridors



Both sides

Single side

HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401HWY-401

MacDonald-Cartier Fwy

















































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Crabtree

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Banner

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Andrea

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Range Line

Maggs

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2222222222222222222222222222222222222222222222222

N

Exhibit 2: Existing Cycling Network

Park

Municipal boundary

Secondary school

Hydro corridor

Key Destination


11

Multi-use trail

Boulevard trail

Bike lane

Marked shared lane



BACKGROUND StUDIES & SUPPORtING POLICyWalkable + Bikeable Ajax takes direction from a number of Provincial, Regional, and Town strategies:

ontario’s action Plan for healthy eating and active living

Ministry of Health Promotion

2006

In 2004, Ontario’s Chief

Medical Officer of Health,

Dr. Sheela Basrur, sounded the alarm in their report

“Healthy Weights, Healthy Lives”, highlighting barriers

that make it difficult for Ontarians to achieve and

maintain optimal health through nutritious eating and

appropriate physical activity. the Ministry of Health

Promotion is now taking action to raise awareness of

how urban design and the built environment affect

health in Ontario’s Action Plan for Healthy Eating and

Active Living (2006). the Ministry’s complementary

“ACtIVE2010: Ontario’s Sport and Physical Activity

Strategy” also includes a number of key active

transportation components, including the Ontario trails

Strategy, which supports convenient, affordable, and

health-enhancing

physical activity on

Ontario’s province-

wide network of

trails and bikeways,

such as walking,

hiking, jogging,

roller-blading,

cross-country

skiing, cycling and

other activities.

Places to grow: growth Plan for the greater golden horseshoe

Ministry of Infrastructure Renewal

2006

the Provincial Growth Plan seeks to create high quality

of life and economic opportunity for its residents.

However, without growth management, there will be

increased traffic congestion, deteriorating air and water

quality and the disappearance of natural resources.

the growth plan guides decisions on transportation,

infrastructure planning, land use planning, urban form,

housing, natural heritage and resource protection in

order to promote economic development and strong

communities.

“Getting around will be easy. An integrated

transportation network will allow people

choices for easy travel both within and

between urban centres throughout the re-

gion. Public transit will be fast convenient

and affordable. Automobiles, while still a

significant means of transport, will be only

one of a variety of effective and well-used

choices for transportation. Walking and

cycling will be practical elements of our

urban transportation systems”



the big move: transforming transPortation in the greater toronto and hamilton area

Metrolinx

2008

In November of 2008 the newly created regional

transportation authority for the Greater toronto

and Hamilton Area, Metrolinx, released its Regional

transportation Plan, “the Big Move”. the plan

enumerated several objectives that relate to active

transportation:

oBjecTiVe #8 : Increased share of trips by walking and cycling ...oBjecTiVe #11 : Improved safety for cyclists and pedestrians ...oBjecTiVe #16 : Increased proportion of trips taken by transit, walking and cycling ...oBjecTiVe #21 : More transit and pedestrian-friendly streetscapes, and improved walking and cycling amenities

From these objectives, some specific active

transportation targets were also set, such as a 20%

combined mode share for walking and cycling (60%

for children getting to school), and six times more bike

lanes and trails than existed in 2008.

the plan also identifies nine priority actions (“Big

Moves”), of which #4 specifically targets expanding

active transportation facilities:

“Plan and implement complete, integrated walk-

ing and cycling networks for the GtHA ... that ad-

dress key barriers such as bridges over 400-series

highways, rail corridors and major rivers, and

missing sidewalks on major roads. the cycling

networks will bring every GtHA urban resident to

within a maximum of one kilometre of a dedi-

cated bicycling facility. this will be supported by

a provincial funding commitment increased over

time to at least $20 million per year for municipal-

ities to complete walking and cycling networks.

Create pilot bike-sharing programs in major

urban centres”

AreAs of focus for Active trAnsportAtion

vision 2020 bicycle and leisure trail Plan

Town of Ajax

2001

Guides trail develop-

ment, until the forecast

year of 2021, with the

aim to “encourage the use of trails and bikeways for

recreational enjoyment, and as alternative transpor-

tation corridors through the provision of facilities and

user education.” the plan proposes to accomplish this

primarily through the development of “a continuous

and connected trails system that reduces auto depend-

ency, links communities, promotes healthy lifestyles,

and builds awareness and appreciation of the Town’s

significant natural environments.”



regional cycling master Plan

Durham Region

2008 - as amended

the plan aims to build

upon existing local

cycling initiatives by con-

necting and expanding

existing cycling facilities in the Region to establish an

integrated and readily accessible region-wide network

serving both urban and rural areas. the network is

comprised of Regional Cycling Spines connecting key

attractions, including Regional Centres designated in

the Regional Official Plan and key intermodal facilities,

such as GO Stations.

transPortation master Plan uPdate

Town of Ajax

2007

the development of this

Bikeable + Walkable Ajax

report is partly the result

of a specific recommendation in the transportation

Master Plan (tMP) Update calling for the town to

develop a pedestrian and cycling plan that builds on the

trail network and the Regional Cycling Plan, including:

� Supportive programs to encourage active transportation

� Safe and comfortable infrastructure

� Maintenance and monitoring programs

� Signage strategy

� Implementation and funding strategies

the tMP update states that all future road widenings

and new road construction should include bikeways.

waterfront management Plan

Town of Ajax

2005

As an update to the

original 1995 plan, the

new ten-year Waterfront

Management Plan

(WMP) “outlines modest

physical improvements along with programmatic

and site management recommendations”, within an

overall strategy to maintain the waterfront as public

greenspace. the town’s waterfront trail is an integral

component to this end and the WMP identifies trail

widening, installing wayfinding signage, improving

connections to adjacent communities (particularly

Whitby), and improving north-south linking trails as

opportunities for improvement.

the plan recommends continued waterfront trail

expansion and estimates the short term waterfront trail

completion costs at $1M. town staff indicate that the

implementation plan is essentially on schedule.

greenwood conservation area management Plan

Town of Ajax

2003

the primary focus is on

managing and protecting

the natural heritage of the

conservation area, including habitats, wetlands, vegeta-

tion, and wildlife. Intended recreational uses are prin-

cipally walking and hiking to provide an opportunity

for public enjoyment and promote public stewardship.

Bicycling is not accommodated in the plan, and moun-

tain biking is explicitly forbidden to minimise impact on

the natural environment.



FIVE KEy MOVESthe master plan outlines strategies for Walkable +

Bikeable Ajax based on five key moves intended to

strengthen the foundation for walking and cycling.

Successfully implementing the plan will take hard work,

perseverance, and collaboration among all stakeholders

to design it, see it, integrate it, promote it, and build it!

PLAN It.Create more walkable, accessible and

bicycle-friendly infrastructure throughout the town,

focusing on key destinations, barriers and areas of need.

SEE It.Make pedestrian and cycling

infrastructure a visible part of the town to show that it is

a priority in our sustainable future through signage,

wayfinding, and on-road markings.

INtEGRAtE It.Walking and cycling will be

part of the town’s “DNA” through integration into its

policies, practices, and programs.

PROMOtE It.Encourage and reward

walking and cycling as the way to go with the help of

advocacy and commuter groups.

BUILD It. Develop an implementation

strategy to help capital works and development get

shovels in the ground and paint on the roadways

quickly and efficiently.



the recommended active transportation network was

developed by first consolidating and re-evaluating the

facilities recommended in existing plans prepared for

the town of Ajax, such as Vision 2020, as well as those

of Durham Region. this starting point informed public

discussion and consulting efforts to then expand on

these existing proposals and develop a cohesive and

connected network that speaks to the town’s vision

for future development and addresses major physical

barriers (such as Highway 401) and safety concerns. Key

destinations, opportunities and challenges were defined

based on a cycling and walking tour with the Mayor and

stakeholders, as well as public workshops.

KEy ELEMENtSthere were several principles that guided the

development of the final walking and cycling networks:

� Overcome significant barriers such as Highway 401 and trail crossings of arterial roadways

� Find space for cyclists on major roads that provide access to many destinations in Ajax

� Provide alternative, traffic calmed bicycle priority streets as alternatives to those arterials, connecting through neighbourhoods and to key destinations

� Fill in the gaps in the sidewalk system along the collector and arterial roadways

� Focus on areas where pedestrians trips are occurring and implement pedestrian enhancements in those areas (landscaping, sidewalks, crossings and seating)

� Create meaningful connections to the trail system that focus on connecting through neighbourhoods and to key destinations

� Provide a high level of pedestrian and bicycle design effort in Pickering Village and the town

Centre

the following recommended pedestrian and cycling

networks include:

� 62 km of new sidewalks

� 63 km of new trails

� 13 km of improvements along corridors pedestrian priority corridors

� 47 km of new bike lanes

� 13 km of new bicycle priority streets and marked shared-use lanes

� 45 upgraded street crossings

� 2 new and 2 improved Highway 401 crossings

� 1.8 km of special treatments and streetscaping in Pickering Village and the town Centre

See Exhibit 3 for the recommended pedestrian

improvements and Exhibit 4 for the recommended

cycling network.

SPECIAL CORRIDORStwo types of street design upgrades are recommended

for several priority corridors:

sPecial street treatments

these two corridors are designated for more detailed

future study to refine a vision and plan specific

improvements. Broadly, it is envisioned that the

PLAN It.



Pedestrian Priority corridor

these corridors will also require future study, but their

improvements would focus more on streetscaping

elements rather than a complete rethinking of the role

of the street. these improvements would likely include

a combination of upgrading accessibility (e.g. curb

ramp retrofits with detectable warnings); addressing

street crossings; improving sidewalks, amenities (e.g.

benches), and streetscaping in specific areas; and

sidewalk infill where they are missing, such as Harwood

Ave south of Bayly.

corridors would undergo a complete re-design,

emphasizing a more urban environment, such as easy

pedestrian and bike access to adjacent buildings, public

space with ample seating and landscaping, high-order

bike facilities, mixed land uses, and higher densities. A

range of ideas will be explored, but for Harwood Road

in the town centre, ideas include maintaining the tree-

lined median, but converting of one half of the roadway

as space for a bikeway and pedestrian corridor, with

high-quality amenities and landscaping. this would

be an alternative to improving existing sidewalks and

adding bike lanes on both sides of the road, with wide

separation between them. these ideas will likely grow

through the town’s ongoing work updating the Official

Plan, developing a vision for Pickering Village, and the

Downtown Community Improvement Plan.



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ara

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n

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Salvage

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2222222222222222222222222222222222222222222222222

N

Other crossing

Freeway crossing

Exhibit 3: Recommended Pedestrian System

Park

Municipal boundary

Secondary school

Hydro corridor

Key Destination


19


Multi-use trail

Boulevard trailMulti-use trail

Boulevard trail

Connecting path


Other Corridors


Proposed Facilities

Sidewalk infill


Both sides

Single side

Crabtree

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Stonewood

Rushbrooke

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Sherwood

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Lewin

Gilmour

Hawkins

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son

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2222222222222222222222222222222222222222222222222

N

Exhibit 4: Recommended Cycling Network

Park

Municipal boundary

Secondary school

Hydro corridor

Key Destination


21

Multi-use trail

Boulevard trail

Bike lane


Regional cycling spine

Existing Facilities

Multi-use trail

Boulevard trail

Proposed Facilities

Proposed Crossing Enhancements

Other crossing

Freeway crossing


Sheltered parking

Marked shared lane

Marked shared lane




BIKEWAy DESIGN GUIDELINES Improvements to the transportation network to

better accommodate cyclists are not only beneficial to

cyclists but also to other network users. For example,

re-striping roadways from four travel lanes to two

with a centre two-way, left-turn lane and bike lanes (a

“road diet”) will improve the safety of motorists, better

accommodate left-turning traffic, and assist pedestrians

in crossing the roadway if median refuges are provided

at key crossing locations. Motorists and pedestrians,

like cyclists, can benefit from traffic calming. therefore,

creating good designs for cyclists will improve the

transportation network for everyone.

Bikeway design should be based on the application

of current bikeway planning and design guidelines,

considering important issues of context. Some of the

design issues related to context include traffic volume

and speed, available right-of-way and pavement width,

horizontal and vertical alignment (curves, grades,

hills), sight lines, truck volumes, transit provision,

traffic control, intersection and driveway spacing, etc.

As a general starting point, transport for London’s

2005 Cycling Design Standards and the Danish Road

Directorate both recommend traffic volume and speed

as the guiding criteria for making initial decisions

between mixed traffic provisions vs. bike lanes vs.

segregated bikeways. Several guidelines have been

published in North America for bike planning and

design. Recommended references include:

� Vélo Québec (2003) technical Handbook of Bikeway Design, 2nd edition: Montreal, QC. to date, the third edition exists only in French.

� American Association of State Highway and transportation Officials (1999) Guide for the Development of Bicycle Facilities. third edition expected in 2010.

� transportation Association of Canada (1998) Bikeway traffic Control Guidelines for Canada. Update anticipated in 2010 based on Guidelines for the Design and Application of Bikeway Pavement Markings—Final Report (2007), Bicycle Signage Recognition testing (2008), and Coloured Bicycle Lanes Simulator testing (2008).

� Alta Planning + Design (2009) Fundamentals of Bicycle Boulevard Planning and Design, Initiative for Bicycle & Pedestrian Innovation.

It is recommended that the town of Ajax follow

contemporary design guidelines for the planning,

design, signing and marking of bikeways that result

in consistent bikeway designs that address cycling

safety and comfort. the needs of cyclists should be

routinely considered in transportation projects, such

as the planning and design of new collector and

arterial roadways, and crossings of existing and future

barriers, including waterways, railways, freeways and

interchanges.

bikeway tyPes for ajax

the following treatments are organized by roadway

types and conditions typical of Ajax.

Arterial and Collector Roads

Bike Lanes and Paved Shoulders

Bike lanes and paved shoulders provide a designated

lane for cyclist-use only and are appropriate for higher-

volume roadways in an urban and rural environment,

respectively.

Implementation strategies for these types of bikeways

include new construction, reconstruction, retrofit, and

road diets, where the roadway is re-striped with bike

lanes or paved shoulders. Retrofits and road diets

reallocate existing road space to make more room for

bicycles, pedestrians, transit riders, and other users.

Existing lanes are re-configured or reduced in width. In



addition, road diets can be beneficial to other road users

and can reduce vehicle speeds and crashes.

Design criteria recommended for bike lanes are as

follows:

� Retrofit to an existing roadway width: 1 m wide bike lane plus 0.3 m wide gutter adjacent to 3 m wide travel lane, on both sides of the roadway.

� New construction or roadway widening reconstruction: 1.2 m wide bike lane min. (1.5 m preferred on truck and transit corridors) plus 0.3 m wide gutter adjacent 3.3 m wide travel lane, on both sides of the roadway

Paved shoulders on rural roads with high traffic volumes

or large vehicles reduce run-off-the-road motor vehicle

crashes, reduce erosion and extend pavement life.

typically, benefits for all road users are realized for

traffic volumes above 2,500 vpd. In some cases, paved

shoulders can be shared with pedestrians.

Shared-use lane markings (“sharrows”)

Shared-use lane markings (“sharrows”) are symbols

placed on the road in the area where cyclists are

intended to travel and are appropriate on low speed

arterials and collectors (50 km/h or less) where there is

insufficient pavement width for bike lanes. Sharrows

raise awareness to both cyclists and motorists of the

correct position for cycling in the lane.

Sharrows should be implemented where: there is on-

street parking to encourage cyclists to ride out from

the “door zone”; where bike lanes are discontinuous

because of roadway narrowings; or where wide lanes

with moderate volumes (posted speed of 50 km/h or

less) are being retrofitted but the roadway is too narrow

to stripe bike lanes. New construction should not

include wide lanes with “sharrows” because they induce

higher motorists’ speeds.

Recommended design criteria for sharrows include:

� Placed 1 m from the curb when used in wide curb lanes in lanes not quite wide enough to stripe a bike lane are;

� Placed 3.4 m from the curb when adjacent to on-street parking to guide cyclists away from the car’s open door zone; or,

� Less than 4 m wide when placed in the middle of lanes that are too narrow for cyclists and motorists to share side-by-side.

Boulevard multi-use trails

Boulevard multi-use trails are constructed within the

road right-of-way in the boulevard along arterials where

driveways and side street intersections are spaced

300 m or more. In some cases, bike paths are within the

boulevard area adjacent the roadway boulevards, or

adjacent to sidewalks.

In Ontario, cyclists on boulevard bikeways or sidewalks

must behave like pedestrians at street crossings

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and crosswalks. Risks include conflicts with turning

motorists who do not look for cyclists in the boulevard

or on the sidewalk, particularly those that are riding

against the direction of traffic on the adjacent roadway.

One implementation strategy of boulevard multi-use

trails is the replacement of the sidewalk on one side of

the street. It is recommended that concrete be used

for implementation, with expansion joints every 30 m,

saw-cut contraction joints every 2.5 m (no trowelling)

so that it is seen as a pedestrian way with associated

regulations / rights-of-way at intersections.

Cycle Tracks

Cycle tracks are bike lanes separated from travel lanes,

parking lanes and sidewalks by pavements markers,

pavement colouring, bollards, curbs, raised medians or

a combination of these elements. they are for use by

cyclists only. Although common in Europe, cycle tracks

have been implemented in Vancouver and Richmond,

British Columbia, and Montréal, Québec.

Cycle tracks are typically operated one-way with traffic.

Main intersections often include traffic signals for

cyclists, bike boxes or other features to protect cyclists

from motorists turning across their path. Design quality

is generally very high with well thought-out surface,

width, drainage, traffic control, signage and overall

layout. In addition, cycle tracks along busy routes are

afforded the level of summer and winter maintenance

that permit them to be used 24 hours a day, 7 days a

week, 365 days a year.

Cycle tracks are defined as part of the main roadway and

cyclists using the cycle track are provided with the same

rights-of-way as motorists on the main roadway. thus,

side street and driveway traffic must yield to cyclists in

the cycle track. In contrast, cyclists that ride on

sidewalks or boulevard pathways, such as in Burlington,

are expected to behave like pedestrians at side street

crossings and must dismount to use crosswalks as per

Ontario’s Highway traffic Act.

Collectors and Local Roadways

Bicycle boulevard or bicycle priority street

Bicycle priority streets, also known as bicycle

boulevards, consist of traffic-calmed, local and collector

streets that have been optimized for through bicycle

traffic, but discourages other non-local traffic. these

types of bikeways enhance neighbourhood livability

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ley

Fish

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and traffic safety, and attract new or less-skilled cyclists

who do not feel comfortable riding on busy, higher-

speed roads.

traffic controls such as signals, stop signs and yield

signs, are placed to control conflicts with motorists and

to give priority to cyclists. traffic controls or features,

such as median refuge islands, traffic signals, bike boxes,

are provided to assist cyclists in crossing major streets.

Signed bicycle routes are not necessary as most people

know how to get around their own neighbourhood.

Although, signed bicycle priority streets on local streets

can route cyclists who do not want to cycle on busy

roads through neighbourhoods to their destinations.

Cities with a network of bicycle priority streets include

Portland and Eugene, Oregon; Berkeley, California;

Albuquerque, New Mexico, and Vancouver, British

Columbia.

the key implementation strategy of bicycle priority

streets is the application and intensity of a series

of features from way-finding / destination signage,

pavement markings (“sharrows”), to traffic calming

features, features and strategies to eliminate stop signs

along the route, and features to allow cyclists to cross

arterial roads along the route.

Multi-use Trails

Multi-use trails are typically developed within parks and

open spaces, independent of the road right-of-ways,

and can be used for either transportation or recreational

cycling. Connecting destinations and other routes is

very important; otherwise the multi-use trail will be

under-used and will create a gap in the overall network.

thus, access points to destinations must be designed so

that they are easy to find, safe and bicycle-friendly

Implementation of multi-use trails must consider

the surface type and width to allow for comfortable,

shared-use by a variety of users (in-line skaters, cyclists,

pedestrians, persons with mobility devices, dog-

walkers, and others. Crossings at collector and arterials

roads and way-finding / destination signage must

be provided. Implementation of crossing and access

measures are described below.

As for design criteria, multi-use trails should be 4 -

6 m wide, with a minimum width of 4 m preferred for

new construction and up to 6 m wide on high-use

corridors. Existing narrower trails should be striped with

a centerline where necessary to address conflicts and

promote “keep right” use of the trail. trails not intended

for multi-use should be constructed with a granular

surface to differentiate uses.

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Bikeway Access and Street Crossing Measures

A variety of measures can be designed to improve

access to local streets (bicycle boulevards or bicycle

priority streets) and multi-use trails, and improve

accessibility to / from bikeways at intersections.

Median Refuge Islands

Located in the centre of roadways, median refuge

islands allow trail users to cross traffic one direction at a

time. the island should a minimum of 3 m and be wide

enough to accommodate a bicycle with trailer.

Pedestrian Half Signals

Pedestrian-activated traffic control signals located mid-

block or at intersections that stop traffic on the main

street to allow trail users to cross the road. these signals

may or may not have a median refuge island.

Bicycle Detection at Traffic Signals

Bicycle detection loops may be installed at intersections

to activate traffic signals. Pavement markings or a

symbol is put on the pavement to identify the most

sensitive area of the detection loop.

Cyclists pushbuttons that activate the traffic control

signal may also be installed at intersections. these

should be mounted where it is easily accessible to

cyclists riding on the road.

Bike Box

Bike boxes are an area just in front of the motorists’

stop bar at a traffic signal, clearly marked for cyclists to

wait for the green light and proceed ahead of motorists

when the light turns green. throughout the green light,

cyclists proceed through the intersection conventionally

without using the bike box. Bike boxes reduce conflicts

with right-turning motorists and can accommodate

high volumes of left-turning cyclists.

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Bicycle-Only Traffic Signals

traffic control signals for

bicycles-only allow cyclists to

proceed through an

intersection while motorists

are stopped by a

conventional red light on a

separate traffic signal head.

Raised Trail Priority Crossings

Where a trail crosses a roadway, a speed hump can be

installed to slow traffic and increase visibility of the trail

crossing. this type of traffic control can also be installed

to give priority to the trail traffic over the vehicular

traffic on the street.

Cyclists Left-turn Lane

Left-turn pocket provided in the median on major

roadway allow cyclists to access side street or trail.

“Crossbike”

Crossbikes are crossing areas for cyclists adjacent a

crosswalk. the Ontario Highway traffic Act requires

cyclists to dismount in pedestrian crosswalks; the

“crossbike” provides a defined crossing area, but since

it is not a part of the crosswalk itself, it does not require

that cyclists dismount. Crossbikes are typically marked

using different colour pavement or “elephant’s feet”

pavement markings.



PEDEStRIAN DESIGN GUIDELINES Pedestrian safety is both a real and a perceived factor

that influences where and how often people choose

to walk. Sometimes walking conditions are unsafe in

ways that are not obvious to pedestrians or, vice versa,

situations can be perceived as risky when in fact they

are uncomfortable or inconvenient, rather than unsafe.

Collisions are much more likely to occur on streets

without sidewalks1. In addition, proper intersection

treatment is critical with pedestrians being five times

less likely to be involved in a collision when walking on

the sidewalk than when they are crossing the roadway.

Most automobile collisions involving pedestrians occur

when pedestrians are crossing the roadway either

mid-block or at an intersection, with the most common

type of collision being when the driver of a turning

vehicle fails to yield the right-of-way to a pedestrian in

a crosswalk who has the “walk” or “flashing don’t walk”

signal. In addition, higher vehicle speeds are much

more likely to result in pedestrian death in the event of

a collision, under any circumstances2.

Properly planned pedestrian facilities are essential in

providing for the safe mobility of all segments of the

population, from children to the elderly and disabled.

Safe facilities are also important in guaranteeing

equitable access to the town for all citizens, providing

everyone with access to transit, recreational facilities,

services, and employment opportunities.

1 Studies in the US have shown that residential areas with no sidewalks had 23% of the pedestrian crashes but only 3% of the pedestrian traffic. Knoblauch, R.L., tustin, B.H., Smith, S.A., and Pietrucha, M.t., “investigations of Exposure Based on Pedestrian Areas: Crosswalks, Sidewalks, Local Streets AND Major Arterials”, Report No. FHWA/RD-88/038, Federal Highway Administration, September 1988.

2 From comprehensive pedestrian collision analysis in the Region of Waterloo and the City of Ottawa, ON.

As important as pedestrian safety is, to realize the many

benefits of a more walkable environment, well designed

pedestrian infrastructure must also address pedestrian

comfort, convenience and the aesthetics of the public

realm. the many interrelated design elements of a good

pedestrian environment are ultimately self-reinforcing,

with better pedestrian environments leading to more

citizens feeling comfortable choosing to walk, which in

turn improves security and safety as there will be more

“eyes on the street” and through the “safety in numbers

effect”3. Reduced speeds are the critical ingredient to

pedestrian-friendly environments, as illustrated by the

British research shown in Exhibit 5.

Exhibit 5: Chance of Pedestrian Death in a Motor Vehicle Collision by Vehicle Speed4

the needs of pedestrians should be routinely

considered in all transportation projects, including

the ability of pedestrians to move along or across

any roadway, or conveniently cross barriers such as

waterways, railways, freeways, intersections, and

interchanges.

sidewalks

North American guidelines generally recommend

sidewalks on both sides of all industrial, commercial and

residential streets in urban areas. In rural residential

3 Jacobsen, P.L. (2003). Safety in Numbers: More walkers and bicyclists, safer walking and biking. Injury Prevention 9, 205-209

4 UK Department of transport (1992) “Killing Speed and Saving Lives.” cited in Oregon Department of transportation (1995) Oregon Bicycle and Pedestrian Plan.



areas, sidewalks on both sides of the street are

preferred, but one side is acceptable if constraints are

documented. In rural areas, 1.2 m wide shoulders on

both sides of the road are recommended, but a sidewalk

on one side is preferred.

It is recommended that the town of Ajax consider

updating design criteria and policies with regard to

the location of sidewalks and their width for new

urban and rural development and infill development.

Sidewalks should be provided on both sides of the

street in urbanized areas.

A typical sidewalk corridor zone system consists of the

curb zone, a furniture or buffer zone, the pedestrian

travel zone, and the frontage zone (see Exhibit 6).

Exhibit 6: Sidewalk Corridor Zones

Furniture or Buffer Zone

North American guidelines recommend providing a

buffer between pedestrians and moving traffic, such

as through a landscaped boulevard, on-street parking,

bicycle lanes, or extra sidewalk width than can also

provide space for plantings, streetlights and poles,

litter receptacles, benches, traffic signs, bicycle racks,

and other pedestrian amenities. Buffer zones can also

serve to provide snow storage, splash protection for

pedestrians, protection from opening doors of cars

parked curb-side, and space for curb ramps.

the recommended buffer zone width is: 0.6 to 1.2 m for

local and collector streets, and 1.5 to 1.8 m for arterial

streets.

Boulevard buffer widths greater than 3 m in residential

areas where there are driveways for low-density

residential dwellings are not desirable because cars

can park on the driveway within this space, sometimes

overhanging the sidewalk and blocking the travel zone.

Pedestrian Travel Zone

the absolute minimum width of any pedestrian travel

zone is 1.2 m, in order to accommodate people using

a guide dog, crutches or walkers. In new urban or

rural areas and when retrofitting sidewalks in existing

neighbourhoods, the recommended minimum width

is at least 1.5 m, which allows a wheelchair user to turn

around, and at least 1.8 m along arterial roadways.

Sidewalk widths of at least 2.4 m are recommended

in areas where higher volumes of pedestrians are

expected, such as in central business districts,

commercial areas or town centres.

Sidewalks that are flush against barrier curbs are

recommended to be at least 1.8 m wide in residential

areas and 2.4 m wide in commercial areas or along

arterial roadways to provide an adequate buffer zone.

Frontage Zone

the frontage zone is the area between the pedestrian

travel zone and the front of stores, and should generally

be at least 0.6 m in width or greater in commercial areas

to provide space for opening doors, sandwich board

signs, etc. Level, concrete landings are required in the

frontage zone at building entrances.



Prioritization of sidewalk retrofits the resources available for transportation projects,

particularly pedestrian projects, are typically limited. As

a result, it is important for funding decisions to be made

based on which projects provide the greatest possible

public benefit in the most efficient way. In addressing

sidewalk deficiencies—gaps in existing sidewalks,

sidewalks in poor condition that warrant replacement,

and areas that were developed without sidewalks—a

prioritization program can help to identify those area in

greatest need to serve existing or inherent pedestrian

demand. Such programs can be applied region-wide or

by district / electoral areas.

the sidewalk prioritization programs for London and Ot-

tawa ON, Edmonton AB, Charlotte NC and Portland OR

were reviewed. While some programs use a relatively

simple matrix and descriptive criteria to rank potential

projects, others require more detailed information such

as Annual Average Weekday traffic volume and distance

to a pedestrian generator / destination. One program,

proposed in the City of Edmonton Sidewalk Strategy, is

directly integrated into the City’s infrastructure and data

management GIS, allowing for coordinated planning

and efficiencies in completing sidewalk rehabilitation,

construction and planning.

Pedestrian street crossings

Pedestrians want and need safe access to all destina-

tions that are accessible to motorists. Pedestrians must

be able to cross streets at regular intervals and should

not have to walk more than 100 m out of their way to

take advantage of crossing locations. Alternative treat-

ments for At-Grade Pedestrian Crossings documented

the state of practice in innovative treatments for pedes-

trian accommodation for intersection and mid-block

crossings, including both controlled crossings where

the pedestrian has the right-of-way, and uncontrolled

crossings where approaching vehicles have the right-

of-way. Several treatments for pedestrian crossings are

described in the following sections.

Crosswalks

Crosswalk markings should only be provided where

motor vehicle traffic is regulated by traffic controls that

give the right-of-way to pedestrians at that location.

However, a traffic control signal does not necessarily

provide for safe crossings by pedestrians obeying the

signal. Studies completed by the Region of Waterloo,

ON determined that:

� A crosswalk that is poorly defined can result in 4 to 10 times more vehicle/pedestrian conflicts

� Drivers are more likely to respect the crosswalk as pedestrian space if it is clearly visible.

� High visibility crosswalk markings, as illustrated in Exhibit 8, are recommended for arterial and collector roadways.

It is recommended that the town of Ajax develop a

New Sidewalk Prioritization Program that includes

some of the following key criteria:

� If the project connects two significant pedestrian generators / destinations (e.g. schools, parks, shopping districts).

� traffic volume and speed limit

� If the project is part of a continuous network or an isolated segment.

� Evidence of a missing link (e.g. worn path).

� Presence of walking hazards (e.g. hills, poor sightlines, retaining walls).

� If the project could be rerouted to another funding program (e.g. neighbourhood redevelopment).



What the pedestrian sees... What the motorist sees...

Exhibit 8: In-laid durable pavement marking, ladder pattern

Countdown Signals

Pedestrian countdown signals provide a numeric display

that indicates the number of seconds remaining for a

pedestrian to complete the crossing of the street.

Countdown signals are more effective at reducing

conflicts with vehicles, and are easier for pedestrians to

understand, than the traditional flashing “DON’t WALK”

indicator. they also improve the comfort of crossing,

with statistics typically showing a decrease in the

number of cases of pedestrians running when caught in

the middle of the intersection since pedestrians are

better able to judge for themselves whether they will

have enough time to get through the intersection.

Intersection Pedestrian Signal

An intersection pedestrian signal (IPS) is a device that

assists pedestrians crossing major streets, and includes

standard traffic signal indications to control through

traffic on the major street, a stop sign to control traffic

approaching from the minor street, and a standard

pedestrian signal indicating “walk” or “don’t walk”.

An IPS is more effective than a standard pedestrian

crossover and less expensive to install and maintain

than a full traffic signal.

Signal Timing

Simple changes to the signal timing at intersections can

dramatically improvement pedestrian convenience as

well as safety. Such improvements include pedestrian



lead intervals, whereby pedestrians are given a 2-5

second advance green ahead of motorized traffic.

this is becoming increasingly common in Canadian

cities. Zero delay actuation is another feature that, if

implemented, can dramatically improve pedestrian

convenience at intersections which do not see heavy

pedestrian traffic.

Refuge Islands

Pedestrian refuge islands are medians that are placed

in the centre of the roadway separating opposing

lanes of traffic, allowing pedestrians to cross one

direction of traffic at a time. they are particularly well

suited to roadways with four to six lanes since the

cognitive requirements to select a gap in four to six

lanes of bidirectional traffic is considerably higher than

that required to select a gap in two or three lanes of

unidirectional traffic.

Curb Extensions

A curb extension (or curb bulb-out) is horizontal

intrusion of the curb into the roadway resulting in a

narrower section of roadway. the curb can be extended

on one or both sides of a roadway to reduce its width

to as little as 6 m for two-way traffic. they have been

found to reduce vehicle speeds by 2 to 5 km/h. Curb

extensions provide benefits to pedestrians by reducing

the crossing distance, improving the sight distance and

sight lines for both pedestrian and motorists, preventing

parked cars from encroaching on the crosswalk, and

create additional space for curb ramps and landings

where the existing sidewalk space is narrow.

Curb Return Radii

the design of the curb return at intersections depends

on the types of vehicles expected to be using the

intersection, the dimensions that make up the

approaching and receiving lanes, and the curb radius

itself. A compromise must often be made between a

small curb radius, which is desirable to reduce the speed

at which vehicles turn the corner, and a larger curb

radius to prevent large vehicles from travelling across

the curb and into the pedestrian zone when making a

turn.

Pedestrian-friendly Channelized Right-turn Lanes

Channelized right turn lanes are generally not

recommended due to the high vehicle speeds they

induce, however, when they are deemed necessary or

for retrofitting in the interim, there are some design

features that can improve the pedestrian experience.



the objectives of pedestrian friendly channelized right

turn lanes are to:

� Reduce driver workload by reducing the angle of shoulder check and entry

� Improve visibility of pedestrians by reducing viewing angle

� Reduce turning speed to be more consistent with yield conditions that may require a full stop

other traffic calming devices

Other traffic calming devices such as small

neighbourhood traffic circles, curb extensions, and

speed humps can be employed to reduce vehicle

speeds on local roads while maintaining pedestrian

accessibility and safety.

accessibility design criteria

Pedestrians affected by mobility, hearing, visual or

cognitive impairments can become disabled in their

environment unless it is designed to be accessible.

Some elements that should be incorporated into

sidewalk and street crossing design are presented in the

following sections.

Pedestrian travel zone design considerations

� Ramp grade

A maximum grade of 5% is recommended. Where

sidewalks follow streets that are in excess of 5% grade,

and not exceeding 8.33%, a level landing of 1.5 m2

square every 9 m must be provided.

� Cross slope

the maximum cross slope recommended is 2%.

� Surface

Concrete and asphalt provide firm, stable, and fairly slip-

resistant surfaces when dry. Concrete is recommended

to be broom finished to increase slip resistance when

wet. Consistent colour and texture aid the visually

impaired who may not be able to distinguish a change

in colour or texture from a drop-off or change in level.

� Elevation

Changes in level or vertical rises in sidewalks should

not exceed 6 mm; from 6 to 13 mm the surface can

be beveled with a maximum grade of 50% (1:2); and

greater than 13 mm a ramp with a maximum grade of

8.3% is needed to address the vertical rise

� Protruding objects into the sidewalk corridor

Objects protruding into the pedestrian travel zone

above 2 m in height are not a problem for pedestrians

with visual impairments. Objects below 0.7 m in height

can usually be detected with a cane. Objects that are

between 0.7 m and 2 m in height but do not extend to

the ground, such as objects mounted to a wall or post,

should not protrude more than 0.1 m into the

pedestrian travel zone because they are difficult for

visually impaired persons to detect and avoid.

Exhibit 7: Sidewalk Encroachments



the characteristics of an accessible sidewalk described

above should continue through a driveway. Changes

in the driveway grade to match the street grade should

occur outside the sidewalk or pedestrian travel zone.

to maintain an accessible sidewalk, the pedestrian

travel zone should consist of broom finished concrete

with a defined edge. this could include a barrier curb

or using material of differing texture for the buffer zone

such as grass, stamped concrete, interlocking pavers,

painted surfaces, or stone. the concrete sidewalk then

becomes a defined area that adjacent property owners

realise must be kept clear of obstructions such as signs,

furniture, newspaper boxes, etc. the pedestrian travel

zone should defined by a distinct material even through

public plazas, transit stops and areas with adjacent

benches

Curb Ramps

Curb ramps at street crossings are necessary to provide

access from the street to the sidewalk for pedestrians

who use mobility devices, however they can pose

challenges for people who are visually impaired and

rely on the curb to identify the transition between the

sidewalk and the street.

Recommended design standards for curb ramps should

follow travel zone design standards, and should include

the following additional considerations:

� Alignment

Align perpendicular to the curb face and parallel to the

direction of travel within the crosswalk. this results in

a straight path of travel from the top of the ramp to the

roadway, through the crosswalk, to the curb ramp on

the other side and to the top of that ramp

� Grade

A maximum grade of 8.3% is recommended.

� Grade changes

the change in grade between the ramp and the street

must be 13% or less to prevent wheelchair users from

being pitched forward or backward.

� Detectable warnings

Detectable warnings are standardised surface features

built in or applied to walking surfaces to warn visually

impaired persons of potential hazards such as at the

bottom of curb ramps, depressed intersection corners,

raised crosswalks and intersections, the edge of transit

platforms, and railway tracks. the only approved

detectable warning in the United States consists of a

surface of truncated domes aligned in a grid pattern

that is colour contrasted with the adjacent walking

surfaces.

� Transition points

Less than a 13 mm change in level between adjacent

curb ramp surfaces

� Level landing

Level landings are required at the top and bottom of all

curb ramps, and should be at least 1.5 m by 1.5 m with a

cross slope not exceeding 2% in any direction.

� Drainage

Adequate drainage is required to prevent water and

debris from accumulating at the bottom of the ramp



� Accessible Pedestrian Signals

Audible pedestrian signals (APS) provide visually

impaired users with information on when they have

the right-of-way to cross the street and in which

direction they may cross an intersection. the Canadian

National Institute for the Blind recommends that an

APS be installed at signalised intersections that have

pedestrian activated walk signals, a lead pedestrian

phase, an advanced left turn phase, mid-block crossings,

or at t-intersections. National guidelines for the

understanding, use and implementation of APS are

available from the transport Association of Canada.

It is recommended that the town of Ajax consider

adopting accessible sidewalk design guidelines to

further enhance pedestrian accessibility along and

crossing roadways, and accessible pedestrian zones

through business districts.

reference documents

Several guidelines have been published in North

America for pedestrian planning and design.

Recommended references include:

� Federal Highway Administration (2003) Accessible Sidewalks and Street Crossings—An Informational Guide. Provides summary information on making sidewalk corridors and street crossings accessible based on the US Access Board’s draft guidelines, and includes a checklist.

� Context Sensitive Solutions in Designing Major Urban thoroughfares for Walkable Communities: An ItE Proposed Recommended Practise, Institute of transportation Engineers, 2006—includes guidance on pedestrian-related design of the roadside and travelway, and intersections of major arterial roadways.

� American Association of Sate Highway and transportation Officials [AASHtO] (2004)Guide for the Planning, Design and Operation of Pedestrian Facilities. Covers characteristics of pedestrians, planning strategies, and facility design, operation, and maintenance.



Bicycle route signage in Ajax will be important for

integrating the on-road system with the multi-use trail

system, as well as integrating the town bikeways with

the Durham Region’s bikeways to form a coordinated

network. the signage should be easy to integrate into

bicycle route maps and address features such as:

� Route confirmation

� Route intersections

� Advance route signing

� Destinations

� Directions

� Distances (or travel time)

� Geocaching

� Amenities

It is recommended that the town of Ajax develop a

strategy, in partnership with the Region of Durham

and coordinated with adjacent municipalities, to sign

the bikeways and trails in such a way that the network

is more visible both to users and the public, and the

signs communicate the network’s connectedness,

destinations, and distances or travel time.

Consideration should be given to the types of bikeways

needed to support relatively comfortable and safe

cycling along individual routes before the route is

signed. Bikeways were recently implemented on Station,

Dowty, Hunt and Fairall Streets. GO transit has

constructed three bicycle parking shelters at the station

and all three are heavily used. Harwood Avenue is used

to cross Highway 401 as an alternative to using Westney

Avenue and riding through its interchange. Signing the

connection between the Ajax GO station and town

Centre / Library was selected as an example for an initial

cycling route signage plan, as illustrated in Exhibit 9.

the signage plan was developed based on providing

street name blades with bicycle logos, supplemented by

destination/ distance signage with a bicycle logo and

bicycle route directional signage.

Create a web-portal on the town of Ajax web site for

information on walking and cycling including maps

and other way-finding information.

It is recommended that a working group be set-up, in

conjunction with the trails Committee, to develop the

signage strategy. the working group should consist

of staff responsible for the on-road bikeway network,

multi-use trails, the waterfront and town centre,

signage installation and maintenance, and tourism.

SEE It.

Exhibit 9: A

jax GO

Station Signage Strategy



A phased review of the town’s Official Plan is underway

to update the planning principles and policies that

will determine how the physical development in Ajax

will be managed for the next 25 years, maintaining

the existing Urban Area Boundary and the protected

Rural countryside within the Province’s Greenbelt Area.

this presents an opportunity to lead other Ontario

municipalities in integrating walking and cycling into

the town’s “DNA”.

Institutionalizing pedestrian and cycling planning

into the town’s policies, programs, and day-to-day

operations will require a number of structural changes,

which are never easy but cannot be overlooked if this

plan is to become a reality.

Programs

there are already several existing programs in Ajax with

an interest in cycling and walking. the town should aim

to expand these existing programs and also create new

social marking programs that encourage more people

to walk and cycle more often.

It is recommended that the town of Ajax:

� tailor existing programs to better support cycling & walking

� Provide new programs to deal with gaps in the stages of changing behaviour

� Collaborate with Safe Routes to School programs

� Support a pedestrian and cycling coordinator to oversee implementation of the plan

� Partner with Durham Police to develop a “share the road” campaign for cyclists and motorists

It is important to have a ‘champion’ for cycling and

walking that is tasked with implementing the recom-

mendations from the Master Plan. Without this political

and fiscal commitment, the policies and infrastructure

recommendations in the Master Plan may not be real-

ized. For example, the Kansas City, MO was granted

$1.8 million in federal funds for bicycle infrastructure

that went unspent for seven years until a senior plan-

ner was hired to carry out the projects. In Boston, MA,

after being ranked the worst cycling City multiple times,

the City hired a part-time Bicycle Coordinator who has

since been successful in overseeing the construction

of numerous small infrastructure projects, and is in the

process of implementing a bicycle-sharing program.

Although Ajax currently has the political will to

legitimize and advance bicycle-friendly initiatives,

additional resources and institutional capacity are

needed to carry out this report’s initiatives. Until the

planning and design of bikeways and bicycle-friendly

communities is routine within a municipality, such a

strategy of dedicating resources is required. there are

two ways to structure staff commitment: a part- or

full-time cycling coordinator or senior staff with shared

responsibilities for implementation.

In addition to dedicated staff, further legitimacy and

stakeholder efficacy can be achieved by establishing

a Cycling or Non-motorized transportation Advisory

Committee. this committee can be made up of

interested community members, business owners,

staff from other governmental offices, and other

INtEGRAtE It.



stakeholders to provide feedback and support to

the cycling coordinator or person responsible from

overseeing and implementing the Bicycle Master Plan.

For such a committee to be effective, however, public

sector buy-in must be long-lasting and cannot be

superficial. For example, the toronto Cycling Advisory

Committee meets regularly, but many assert that it is

largely ineffective and mostly a ground for the bicycle

community to vent anger and frustration. It also may

help to clearly define the role and responsibilities

of such a committee, as in San Francisco. It is also

recommended that this plan be viewed as a dynamic

document that will need to be periodically reviewed

and updated to reflect changing opportunities, policies

and priorities. Ideally, the plan should be reviewed

annually to evaluate progress and in order to map a

strategy for the next year and public comment should

be solicited during this annual review.

new develoPment

New communities (e.g. A-9) and infill developments

represent important opportunities to create pedestrian

and bike-friendly places within Ajax.


� Adopt by-laws on bicycle parking and end-of-trip facilities, i.e. showers and change rooms

� Review and update design criteria on the type and design of bikeways on new roads, trail widths, bike lanes on collector roads, etc.

� Ensure sidewalks and bikeways are constructed in new communities at the same time streets are constructed and opened to the travelling public

� Update design criteria on the location, design and accessibility of sidewalks, i.e. sidewalks needed on both sides of the street, etc.

� Ensure the building of walkable and bicycle-friendly developments through the review of site plans including site organization, building placement, bicycle parking, cycling and pedestrian routes, and amenities

imPlementation

Steps should be taken to ensure that implementation of

both the pedestrian and cycling networks can proceed

on schedule and that implementation priorities evolve

with changing needs.


� Develop and support a pedestrian, cycling, and trails committee(s), with a Council approved mandate and terms of reference

� Develop a Sidewalk Prioritization Program to address existing deficiencies in the sidewalk network on local streets

� Develop, implement, and maintain a trails and cycling route way-finding strategy

� Audit existing routes and implement a process for continual improvement

� Create a program and design guide to encourage the provision of bicycle end-of-trip facilities, and pedestrian amenities, i.e. bike parking, seating, showers, change rooms, etc., at existing public and private developments

Bicycle end-of-trip facilities and pedestrian amenities at

existing developments can be provided in a number of

ways. Example programs include the following:

� Subsidy programs to provide bicycle parking for commercial businesses within the road right-of-way. the town can respond to requests, inspect installation locations and provide the rack at a cost to the property owner.

� Bulk orders for amenities such as bicycle racks, pedestrian benches and street trees. Discounts can be realized if some amenities are purchased in bulk and the town can pass these discounts onto private property owners.



� Open public change rooms to active transportation commuters. the town in partnership with Smart Commute could consider a program to encourage commuters to take advantage of change rooms and showers at civic buildings to help support their active commute to work. Smart Commute could assist in marketing and administering access.

� Plan for the provision of end-of-trip facilities at transit stations and town Hall

� Retrofit public parking and civic buildings. the town can audit existing town facilities and retrofit with bicycle racks, secure bicycle parking compounds if warranted, and pedestrian amenities.

Good bicycle parking is an easy concept but often

executed poorly with racks unusable, empty or

damaged. Bicycle parking guidelines address:

� Good parking racks versus poor racks for supporting and locking bicycles

� the location of racks generally on a site or along a public road

� the spacing of racks in relationship to each other and other obstacles or building walls to allow easy access by cyclists and room for multiple bicycles

Expanded guidelines can include information on bicycle

shelters, enclosures, lockers, and related amenities such

as clothing lockers or racks, wash basins, change rooms,

showers, etc. Recommended guidelines include:

� the Association of Pedestrian and Bicycle Professionals (2002) Bicycle Parking Guidelines - to be updated in 2010 with additional information on long-term bicycle parking

� City of toronto (2008) Guidelines for the Design and Management of Bicycle Parking

� City of Cambridge (2008) Bicycle Parking Guide

coordination

In order to ensure that an active transportation network

in Ajax is truly well connected and convenient, it will be

essential to continually seek to coordinate with upper

levels of government as much as possible, particularly

Durham Region. Responsibility works both ways, and

stakeholders and town staff must work closely with the

Region to existing commitments are honoured and new

ones are developed, such as:

� Providing bike racks on all buses

� Facilitating connections with other municipalities

� Accelerating active transportation programs and funding

oPerations and maintenance

All of the town’s practices should be supportive of

walking and cycling.


� Routinely consider the needs of pedestrians and cyclists in transportation projects and ser-vices, including planning, design, traffic data collection, traffic calming programs, safety audits and construction / traffic management

� Review and update roadway maintenance practises to better accommodate cycling

� Consider changes to improve sidewalk winter maintenance, particularly in pedestrian priority corridors

� Continue to support winter maintenance of key trails in the proposed networks

� Create a system for the public to report poor roadway, trail, or sidewalk conditions

� Provide staff training on how to better accommodate pedestrians and cyclists in the town’s decisions and responsibilities

roadway classification system

As in many towns and cities, the roadway classification

system helps to manage street design, subdivision

design, and maintenance levels of service, such as lane

widths, speed limits, distances between intersections,

driveway access, utility placement, and snow removal

schedules, all of which have a significant impact on the

walking and cycling environment.

the town should update the road classification

criteria to explicitly consider the needs of cyclists and

pedestrians within every roadway category.



official Plan

the development of a new town of Ajax Official Plan

currently underway, represents a timely opportunity to

incorporate active transportation this central policy.


� Raise the profile of walking and cycling by articulating that pedestrians and cyclists will be consistently planned for in municipal decisions and given priority in some cases.

� Encourage compact communities and a greater mix of land uses that support more walking and cycling compared to segregated land uses and sprawling urban development

� Review the role of parking with the goal of reducing automobile dependency and explicitly promote urban form that encourages more efficient parking utilization, while providing secure and convenient bicycle parking facilities.

� Collaborate across departments and partner to build awareness and capacity to support more walking and cycling needs, leading by example

� Make walking and cycling a visible part of public facilities, including basic amenities for users

� Systematically coordinate, integrate, and improve walking and cycling conditions within the town’s transportation infrastructure and services

� Develop urban design guidelines that address the needs of pedestrians and cyclists

Pedestrian Provisions: Pedestrians, including those

with mobility, sensory, and cognitive impairments,

should be accommodated along and across all types of

roadways, and across freeways.


� Provide safe and accessible pedestrian space along both sides of all streets within the urban boundary, and at least one side of rural roads that serve destinations such as schools, community centres, commercial and employment districts, or transit stops.

� Provide safe and comfortable roadway crossings at convenient intervals (no more than 200m) for walking between destinations.

Cycling Provisions: Cycling should be supported on all

roads and prohibited only on freeways.


� Provide safe space for cyclists, such as bike lanes and cycle tracks, on all higher speed or higher volume roads. Complimentary multi-use trails may be provided in the boulevard along these roadways where the driveway and side-street intersection spacing exceeds 300m. On roadways with lower volumes (5,000 vpd or less) and lower speeds (50 km/h or less), shared lanes may be appropriate.

� Provide continuous traffic-calmed bicycle priority streets as alternatives to higher speed or higher volume roads where possible.



Walking and cycling in Ajax currently represents just

7% of all trips and, with a growing population, it will

be challenging to increase this unless explicit efforts

are made to change transportation behaviour. At a

stakeholder workshop, the 2nd most popular statement

best reflecting the ideas of participants was that the

Pedestrian and Bicycle Master Plan should “build on

recreational interests to encourage utilitarian/commuter

active transportation.” One attendee of a public

workshop for this study commented that “it is difficult

to participate in the economy as a cyclist due to a lack

of access to stores and a lack of appropriate bicycle

parking.”

there are already a number of programs in Ajax that

focus on increasing the number of people who walk or

cycle, such as BikeLinx, SmartCommute, Walk to School

Day, Walk this Way, Ride with the Mayor, trail Fest, AJAx

GO-by-Bike, Run Ajax, Pedometer Challenge, Active

and Safe Routes to School, the Great Waterfront trail

Adventure, and tour de Greenbelt. Encouraging more

utilitarian walking and cycling could easily and more

explicitly fit into these programs and there are already a

number of opportunities in the town of Ajax:

� Strong leadership from Council

� An existing trail network that is well used

� Manageable distances within the town and neighbourhoods for walking and cycling

� Relationships already established with youth and with other government agencies

� A multi-modal transit station where bicycle parking is in demand

As famously illustrated by Prochaska et al1, changing

behaviour should be seen as a process, not an event.

It can be described as progressing through six stages

that unfold over time. these six stages are illustrated

in Exhibit 10. tailoring programs to each stage has

the potential to dramatically increase recruitment of

non-walkers and non-cyclists and increase retention (i.e.

establish a behaviour change), which results in more

people walking and cycling.

thus, programs that already exist in Ajax which

encourage “contemplation” would include public health

materials, local media, information sessions, recreation

guide, and Walk this Way. Existing programs that then

help potential cyclists or pedestrians prepare for a

change in their travel behaviour and then take action

might include local gyms & community centres, the

Pedometer Challenge, Active & Safe Routes to School,

Waterfront trail, trailfest, Ride Ajax with the Mayor, Free

guided hikes, “GO-by-bike”, tour de Greenbelt, Family

ACtIVE Challenge, and Free Family Fitness thursdays.

to help those that have made the shift maintain their

satisfaction with the change and to help prevent

them from relapsing into old behaviour patterns, it

will be important for the town to continue to expand

infrastructure provision in concert with programming

efforts.

1 Porchaska, Norcross, & DiClemente (1994) Changing for Good: the revolutionary program that explains the six stages of change and teaches you how to free yourself from bad habits.

PROMOtE It.




� Support, supplement, and expand existing programs to better promote walking and cycling as a cost effective short-term strategy.

� In the longer term, consider programs that are specifically targeted at active transportation audiences with a focus on encouraging more trips by walking and cycling. Opportunities should be created that build awareness, support community groups, provide education on cycling skills and pedestrian safety at the community level, consider employer incentives, and assist with coordination and collaboration among the various stakeholders and program partners.

•Need to raise awareness through communication and education

Precontemplation"Not ready"

•Need for continued education but also feedback

Contemplation"Getting ready"

•Need encouragement and ability to try, learn and make mistakes

Preparation"Ready"

•Need supportive social relationships and physical environments

ActionPracticing behaviour

(2 - 6 months)

•Need continued support and interest/fun

MaintenanceSustained change(6 months – 5 years)

•Need continued social and environmental supports and interest/fun

TerminationNo risk for relapse

•Likely a gap in support somewhere along the chain

RelapseReturn to "old behaviours"

• Public service announcements e.g., health benefits of walking & cycling

• Local media attention on health, physical activity, sustainability, active transportation, etc.

• Doctor’s advice• Flyers to homes, schools & near AT venues• Public information sessions • Recreation guide advertising programs

• Watching & talking to existing users• Walking groups, skills programs• Low risk, pleasant routes, e.g., indoors to trails• Bicycle-lending programs, trying friend’s bike

• Promotional campaigns e.g., Bike Sundays • Active transportation infrastructure for all skills• Conditions for family, friends & groups• Retail shops – equipment for all budgets

• Safe, accessible AT infrastructure for all• Fun & supportive programs for all skills• Variety of opportunities & places to participate

with family, friends & groups • Regular AT events, investments• New challenges e.g., new routes, commuting,

using other types of infrastructure, group rides,races, mixing modes, greater skills training

Exhibit 10: the stages of change model



the implementation plan for the proposed active

transportation network is intended to guide decision-

making over the next 20 years. the network generally

consists of two components: a pedestrian improvement

plan and a cycling network, and there is considerable

overlap between the two, allowing for synergies in their

implementation. It is based on current knowledge

regarding travel behaviour trends, preferences,

important destinations, and planned capital projects in

the town of Ajax.

the proposed implementation plan consists of two

phases:

� Short term (2010-2014)

� Long term (2015-2030)

general aPProach the strategies used to establish priorities for the

implementation of the various routes in the proposed

pedestrian and cycling networks are as follows:

1. Where possible, take advantage of planned road

reconstruction and resurfacing projects as well

as on-going trail and waterfront projects

2. Construct routes in new development areas as

construction progresses

3. Consider suggestions regarding priorities that

were provided by staff and the public at various

stages throughout the study

4. Prioritize early projects where the highest

demand is anticipated, targeting key corridors

and/or key destinations

5. Develop connections to the more extensive

sections of multi-use trail that either exist or will

soon be implemented, and that also serve as

good transportation connections by virtue of

their location, their length or the continuity they

add to the transportation network

6. Close gaps in the existing networks

7. Aim to provide an equitable distribution of

routes/facilities throughout the town, and work

to quickly connect across major physical barriers

(primarily Highway 401 and busy arterial streets)

Strategies 1 and 2 are also fundamental to cost-effective

implementation and are based on current known and/

or documented forecasts, which change from time to

time and require annual Council approval. Strategies

3 to 5, provided they are done well, are generally

effective means of helping municipalities establish early

public interest in and support for continued expansion

of the networks, which can help to built sustained

political support. therefore, it is important that those

responsible for monitoring and scheduling the network

implementation re-confirm the Ajax capital forecasts on

a regular basis.

BUILD It.



unit costs of construction

the unit costs used to estimate the overall network

implementation costs is provided in table 1. these unit

costs are based on the following assumptions:

� Cost estimates for on-street bikeways are for the linear kilometers of the route, i.e. both sides of the road for bike lanes

� typical conditions for construction

� Estimates do not include the cost of design ser-vices, property acquisitions, or utility relocations

� Costs associated with major site-specific projects such as bridges, and more intense landscaping or streetscaping are not included in the estimate

� All applicable taxes are additional

the estimated unit costs for construction are based on

averages obtained from recent construction projects in

municipalities across southern Ontario. they should be

used as guidelines only for establishing the scheduling

for the pedestrian and cycling transportation facilities.

Item Description Unit Unit Price

(2009 dollars) Comments / Assumptions

1.1 Sidewalk Construct concrete sidewalk l. km 90,000$ 1.8m wide concrete sidewalk, one side of street only.

2.1 IPS Intersection Pedestrian Signal (IPS) each 150,000$ 2.2 Retrofit pedestrian signals Add pedestrian signals to existing traffic

signalseach 50,000$ Eight pedestrian signal heads, with countdown timers and

pushbuttons 2.3 At-grade interchange - shared

lanesAt-grade interchange retrofit with shared-lane pavement markings and signage

each 65,000$ Assume interchange area is 800 m long, assume remove one set of existing lane lines both sides, repaint lane lines including shared lane marking every 75 m, warning signs

2.4 At-grade interchange - jug-handle

At-grade interchange retrofit with jug-handle crossing of ramps

each 42,000$ Includes four jug handles per interchange, some restriping of lanes and addition of shared lane markings every 75 m leading up to jughandle

2.5 Trail crossing with traffic calming feature

Add median refuge or curb extension, with high visibility crosswalk marking

each 12,000$

2.6 Bikeway intersection markings "Sharrows" and "elephant's feet" markings through intersection

each 15,000$ Based on estimations prepared for the 2010 capital budget for a typical arterial road, using DuraTherm sharrows (4 per direction) inside DuraTherm lane markings (e.g. elephant's feet)

2.7 Grade-separated freeway Grade-separated structure over freeway (bridge)

each $2M to $8M Basic bridge with railing and chainlink enclosure

3.1 Retrofit bike lane (paint) Paint bike lanes on existing wide lanes / roadway or as part of road resurfacing project

l. km 10,000$ Paint bike lane lines, bicycle symbol and diamond every 200 m, bike lane signage every 300 m

3.2 Retrofit bike lane (re-paint) Retrofit bike lanes to existing roadway by narrowing lanes

l. km 23,000$ Remove existing lines (assume four-lane roawday), repaint lane lines including bike lane, bicycle symbol and diamond every 200 m, bike lane signage every 300 m

4.1 Shared lane markings ("sharrows")

Add shared lane markings to existing travel lanes

l. km 15,000$ Bicycle symbol and double chevrons every 75 m both sides, share the road signage every 300 m both sides

4.2 Bicycle priority street Create traffic calmed street with upgraded arterial road crossings and signage

l. km 76,000$ Traffic calming, major roadway crossing (detection and bike box, median refuge, or signalization every 1.5 km), bicycle route sign with tabs (directions, destinations, distances, etc.) every 300 m

5.1 New multi-use granular (3m) Construct new multi-use granular pathway with signage

l. km 105,000$ 3.0 m wide, normal site conditions

5.2 New multi-use asphalt (4m) Construct new multi-use asphalt pathway with signage

l. km 160,000$ 4.0 m wide, normal site conditions

5.3 Re-stripe Re-stripe multi-use trail l. km 2,250$ Centreline and stencil markings at regular intervals for sections that are 3m wide or less.

5.4 Add markings and signage Add pavement markings and wayfinding signage to multi-use trail

l. km 4,050$ Centreline, stencil markings every 500 m, and signage every 200 m and at trail intersections

Assumes 60mm caliper street trees every 10m - 50% of which requiring street tree security, benches every 200m, 10m2 of naturalized/massing shrubs every 40m of roadway, and an average of 1 curb ramp retrofits every 100m with detectable warnings. Does not include sidewalk infill, which would be done where necessary in conjuction with the above improvements.

6.2 Special re-design corridors Significant re-design of street to primarily serve pedestrians and cyclists

l. km - Subject to further study to define visions and the associated improvements.

6. Special corridors100,000$ Basic streetscaping to improve the

pedestrian environmentl. kmPedestrian priority corridors6.1

5. Multi-use Pathways

2. Crossings

1. Sidewalks

Unit Price Schedule

4. Shared Lanes

3. Bike Lanes

table 1: Estimated Unit Costs of Construction (2009)



PHASINGthe following maps illustrate the short- and long-

term implementation plans. the first pair of maps

show the phasing for pedestrian facilities, which

include sidewalks, streetscaping, trails, and crossing

improvement projects. the second pair of maps

illustrate the short- and long-term implementation

plans for cycling facilities. these include bike lanes,

marked shared lanes, bicycle priority streets, trails,

and crossing improvements. Note that the latter two

facilities are common to both the pedestrian and

cycling networks.

the location of recommended routes and crossing

improvements may be subject to change through

more detailed audits, technical studies, and community

consultation, where warranted, prior to the constructing

individual routes. At the same time however, the

extensive community effort that established the overall

directions of this plan and the recommended network

must be respected. therefore, specific changes to the

recommended active transportation network should

be evaluated in the context of such a decision’s impact

upon the overall network and accompanying vision for

active transportation in the town of Ajax.

Probable cost of imPlementation

An opinion of probable construction cost to implement

the short-term and long-term phases, by facility type,

is presented in table 2 and table 3 respectively. In the

short-term, 7% of the projects would be funded through

development charges, 42% included in the Operations

and Environmental Services Capital Budget, and 44%

included in the Planning and Development Capital

Budget.

An additional 7% is allocated to special projects,

involving both the re-design of the corridors in

Pickering Village and the town Centre, and incremental

improvements in pedestrian priority corridors.

Ajax staff will identify both capital and operation

budget implications for Council’s consideration as

cycling and pedestrian projects move forward through

implementation phases.



table 2: Estimated Short-term (2010 - 2014) Probable Costs of Construction

Sidewalk - one side of arterial/collector 28.1 l. km 2,500,000$ Sidewalk - both sides of arterial/collector 3.1 l. km 600,000$

31.2 l. km 3,100,000$

Asphalt multi-use trail 14.1 l. km 2,300,000$ Granular multi-use trail 2.8 l. km 300,000$ Boulevard trail 17.6 l. km 3,500,000$

34.4 l. km 6,100,000$

Intersection Pedestrian Signal (IPS) 8 each 1,200,000$ Retrofit pedestrian signals 1 each 100,000$ At-grade interchange retrofit 1 each 100,000$ Traffic calming 10 each 100,000$ Bikeway markings 5 each 100,000$ Grade-separated freeway 0 each -$

25 each 1,600,000$

Bicycle priority street 7.6 l. km 600,000$ Retrofit bike lane 21.8 l. km 400,000$ Mark shared lanes(sharrows) 5.0 l. km 100,000$

34.4 l. km 1,100,000$

Pedestrian Priority Corridor 9.5 l. km 900,000$ Special Treatment Corridor 0.5 l. km -

9.9 l. km 900,000$

12,800,000$

1,100,000$

Facilities to be Funded by Town 11,700,000$

Funding commitments in 2010 Capital Budget and 2011 -2014 LRCF 6,000,000$

Additional Funding 5,700,000$

Sub-total

Facilities to be Funded by Developers

Note: Special Re-design Corridors and Pedestrian Priority Corridors require future study to further define visions and the associated improvements, so they are not included in the probable costs. The wayfinding strategy and sheltered parking costs are also not included.Note: Half of the bike lanes are assumed to require re-striping/narrowing travel lanes to fit the bike lane, in addition to bike lane makrings and signage.

Sub-total

Urban Design

Sub-total

Crossing Improvements

Sub-total

Cycling Only

Sub-total

Pedestrian Only

Sub-total

Shared Pedestrian and Cycling

Category Facility Type Quantity UnitsProbable Cost (2009 Dollars)



table 3: Estimated Long-term (2015 - 2030) Probable Costs of Construction

Sidewalk - one side of arterial/collector 18.8 l. km 1,700,000$ Sidewalk - both sides of arterial/collector 4.5 l. km 800,000$

23.2 l. km 2,500,000$

Shared Asphalt multi-use trail 15.1 l. km 2,400,000$ Granular multi-use trail 1.3 l. km 100,000$ Boulevard trail 11.7 l. km 2,300,000$

28.1 l. km 4,800,000$

IPS 8 each 1,200,000$ Retrofit pedestrian signals 0 each -$ At-grade interchange retrofit 0 each -$ At-grade traffic calming 11 each 100,000$ Bikeway markings 1 each -$ Grade-separated freeway 2 each 5,500,000$

22 each 6,800,000$

Bicycle priority street 2.9 l. km 200,000$ Retrofit bike lane 29.1 l. km 400,000$ Sharrows 3.6 l. km 100,000$

35.7 l. km 700,000$

Pedestrian Priority Corridor 3.3 l. km 300,000$ Special Treatment Corridor 1.3 l. km -

4.6 l. km 300,000$

15,100,000$

1,100,000$

Facilities to be Funded by Town 14,000,000$

Funding commitments in 2010 Capital Budget and 2011 -2014 LRCF -$

Additional Funding 14,000,000$

Facilities to be Funded by Developers

Sub-total

Note: Special Re-design Corridors and Pedestrian Priority Corridors require future study to further define visions and the associated improvements, so they are not included in the probable costs. The wayfinding strategy and sheltered parking costs are also not included.Note: Half of the bike lanes are assumed to require re-striping/narrowing travel lanes to fit the bike lane, in addition to bike lane makrings and signage.

Sub-total

Urban Design

Sub-total

Crossing

Sub-total

Cycling Route

Sub-total

Category Facility Type QuantityPedestrian Route

Sub-total

UnitsProbable Cost (2009 Dollars)



Crabtree

Ho ile

Hunt

Banner

Stonewood

Rushbrooke

Rands

Sherwood

Mandrake

Ramp

Humphrey

Pollard

Marks

Taverner

Warw

i ck

LakeR

idge

Finley

Doric

Pine

Boyd

Patie

nce

Pick

erin

gBe

ach

Wilce

Ainsbury

Ashbury

Hettersley

Meekings

Tudo

r

Maple

Abraham

McGonigal

Taunton

Delaney

Cadby

Dolby

Hunwicks

Wainwright

Adam

s

Salem

Birchmount

Mill

Turnbull

Range

Farrow

Jonesridge

Clements

Muscat

Kearney


Dor

ling

Latham

Gardiner

Ruthe l

Harm

an

Addley

Harw

o od

A lla

rd

Brad

bury

Kipling

Westney

Mary

Fletcher

Longstaff

LargeR

ad ford

Church

Woodhouse

Med

ley

Loug

hlin

Hill

Hayw

ard

Mcneilage

Simm

s

Glynn

Matthews

Audley

Griffiths

Whittington

Geo

rgin

a

Bray

Harbord

Chat

field

Chalmers

Shoal Point

Dingle y

Preston

Andrea

Sullivan

Thackery

Bayly

Range Line

Maggs

Sykes

Redmond

Dreyer

Selway

Hin

den

Biggs

Freeston

Brooks

Gurr

Winds or

Crane

Exeter

Robbie

Carter-Bennett

Woodward

Mul

lor d

Harridine

Love

Gifford

Ravenscroft

Ryder

Cum

berla

nd

Howlett

Distleman

East

on

Dom

iny

Magill

Beech

Lake Driveway

Bran dw

ood

Noake

Grainger

Wilkie

Bryant

Old

Harw

o od

Ritc

hie

Roo

t

Hib bins

Benn

ett

Ducatel

Fifth Concession

Windle

Wickens

Mccullock

Kings

Angus

Dooley

ElizabethChadwick

Styles

Callen

Knap

ton

Temple-West

Bellinger

Goodhart

Fishlock

Lincoln

Kingston

Leah

Parkes

Lilley

Lakeview

Rossland

Purcell

Nob

bs

Por t e

Betts

Har

land

Carwin

Lythgoe

Wright

Du n

wel

l

Side

li ne

16

Archer

Ontario

Bunhill

Coughlen

Rus

hwor

th

Bi rd

Old Kingston

Fenton

Hirshfield

Dow

ty

Strathy

Duffin

Linton

Cree

Mord en

L an k

e ste

r

Toze

r

Hark ins

Ree se

Dobson

Mac

kenz

i e

Hol lier

Teasdale

Ling

Wilsongary

Bartolo

Annie

Williamson

Anstead

Emperor

Todd

Atherton

Milner

Station

Chapman

Coe

Dea

con

Keeble

Harty

Hiro

ns

Turrif f

Mid

dlec

ote

Wiggins

Howling

Cameron

Hearne

Bun

ting

Rollo

Chambers

Squi

re

Monarch

Barrett

Pickett

Fairall

Hester

Burc

her

Beatty

Gates

Beck

Buggey

Pear ce

Smales

Lone

Seabreeze

Hurley

Hopk

inso

n

Thorncroft

Epps

George

Hask

ell McQ

ueen

Lax

Gan

d y

Twigg

Rea

Gilm

ou r

Lawrencetown

Agat

e

Hoppe

Brooksbank

Salt

Dent

Mar

win

Chr

iste

na

Pittmann

Broc

kman

Vent

ris

Gre

en

Achille

s

Kerrison

Sayo

r

Woolf

Winde b a n k s

Hillman

Turn

erbu

ry

Hol

liman

Oxlade

Collerid ge

Kinloch

Ebony

Montebello

Sl at er

Spier

s

Rotherglen

Sillett

Jenkins

Horne

Bambridge

Dennis

Cum

min gs

Hiley

Pughe

Feint

Cragg

Oakins

Oshea

Shor

ten

Weston

Howes

Frankcom

Varley

Cluett

Poplar

Moynahan

Mckie

Parro

t

Nicholls

Caldicott

Jane

s

Prid

ham

Wishbone

Burningham

Shipp

Farley

Vale

Beachview

Lock

er

Kemp

Carr

Taw

n

Grayson

Mantell

Netherway Alde

n

Barden

Clov

erRi

dge

Ridley

Dow

ers

Jacwin

Palmer

Lucas Gant

Ne lson

Farmers

Hufton

Spei

ght

Hughes

Taylo

r

Seg ga r

Simpson

Card

Greenwood

Fearn

Cedar

Coomer

Bidgood

Mac

derm

ott

Parkins

Jacq

ues

Wicks

Brennan

Dale

Hills

Hilton

Ca r

pen d

ale

Makin

Glennie

Hand

ley

Searell

Selby

Aquil

ina

Quaintance

Reed

Kingham

Ringer

Birch

Bric

e

Hob s onChesham

Steven sgate

Col es

Boone

Mortim

er

Danie ls

Dring

Trawley

Cow

l in g

Sallis

Lava n

Gregory

Barbour

Wyat t

Burrells

Lear

Dar

let

Hewitt

Mayor

Miles

Craw

ford

Chisholm

Doy

l e

Woodc ock

Millward

Hemans

Burd

en

Bisslan

d

Snow

ling

Arfie

ld

Shepstone

Hyde

War

nfo r

d

Lu ce

Hearson

Gillett

Sargeant

Cam

ill Todhunter

Larner

York

Michaelm

an

Dakin

Durling Rock

Gill

Duckfield

Leach

Law

rie

Blackburn

Fielding

Bolland


Foord

Warner

Iles

Clark

Reading

Cranley

View

Edg l

ey

Barr

Filtr

atio

nP

lant

Keywood

Hit c

hen

Danton

Jess

ett

Mullen

Dollery

Abel

a

Hea

don

Purdue

Hilling

Angi

er

Haz

eldi

ne

Ethl

yn

Panter

Elston

401

Gavin

Graham

CoylePortelli

Mccarrick

En d

erly Beer

Towers

Brind-Sheridan

Blytheway

Lurc

ook

Elliottglen

Task

er

Patterson

Thorogood

Watersplace

Willc

ocks

Kirk

ham

Hulley

Mcclarnan

Barnfield

Roo

seve

lt

Adm

i ral

Lachlan

Fisher

Keys

Garnett

Stro

ng

Powers Valley

CantwellNapiermews

Singleton

Hornsell

Hunter

Stoc

kbrid

ge Sheldon

Blake

Paramore

Beaumont

Falby

Plumridge

Bashford

Che

rry

Warburton

Binney

Bartlett

Byram Downs

Horton

Trott

Twilley

TorrM

acey

Tams

Gre

enha

l f

Knowles

Blac k

Rav enWillows

Abbs

Sm

ithIvers

Willer

Trow

ell

Ingold

Alex

ande

rsC

ross

ing

Car

berry

Pem

bry

Gregson

Elgin

Foakes

Ballantyne

Reynolds

Butterworth

Fenn

Oleary

Barnard

Poulton

Hinsley

Albery

Weekes

Gamon

Carrick

Brand

Darley

Penn

efat

her

Edward

Empson

Shaw

Monk

Gibson Holloway

Pars

ons

Macintyre

Marsh

Follett

Kitn

ey

Milh

am

Raine

Seward

Urwin

Book

er

Telford

Cornwall

Good

Stok

es

Gamble

Eyreglen

Weld

Marshall

Barnes

Tille r

Spi tty

Driscoll

Dyerha

m

Balsdon

Obrien

Ontoro

Mcgregor

Dagwell

Mcnam

ara

Ambassador

Brig

htl y

Perfitt

Frazer

Westacott

Darbyshire

Callander

Rivers i de

Watt

Newing

Slader Heights

Rideout

Hib bard

Wheatley

Rob

erso

n

Manser

Wes

tgat

e

Mcalpine

Littler

Millington

Sabbe

Clarelyn

Keensford

Galea

Mcginty

Mor

land

Whitbread

Dave

y

Cen

tenn

ial

Booth

Bonner

Peacock

WestrayBaker

Kavanaugh

Fuller

Thomson

Bowers

Salvage

Withay

Holmes

O'dell

Tansley

Ballg

rove

Lewin

HawkinsHills

ide

Ma p

son

Boyes

Sivyer

Thorp Pantoll

Schoolbridge

Carn

elly

Brocklesby

Walker

Stric

klan

d

ElmBramwell

Mcm

aster

Orchard

Aldonschool

Oak

Heslop

Batt

Whi

tefo

ot

Mcrae

Kent

Oldfield

Lambard

Hack

Top




















2222222222222222222222222222222222222222222222222

N

Other crossing

Freeway crossing

Exhibit 11: Short Term Pedestrian Facilities

Park

Municipal boundary

Secondary school

Hydro corridor

Key Destination


53


Multi-use trail

Boulevard trail

Sidewalk Infill on Arterial and Collector Streets

* Note: Existing facilities are indicated in faded colours

Shared FacilitiesSpecial treatments, for

future study

Other

Both sides

Single side

Crossing Enhancements

Area of Future Development

Crabtree

Ho ile

Hunt

Banner

Stonewood

Rushbrooke

Rands

Sherwood

Kings

Mandrake

Ramp

HumphreyW

inde

bank

s

Pollard

Marks

Taverner

Warw

i ck

LakeR

idge

Finley

Doric

Pine

Boyd

Patie

nce

Pick

erin

gBe

ach

Wilce

Ainsbury

Ashbury

Hettersley

Meekings

Tudo

r

Maple

Abraham

McGonigal

Taunton

Delaney

Cadby

Dolby

Hunwicks

Wainwright

Adam

s

Salem

Birchmount

Mill

Turnbull

Range

Farrow

Jonesridge

Clements

Muscat

Kearney


Dor

ling

Latham

Gardiner

Ruthe l

Harm

an

Addley

Harw

o od

A lla

rd

Brad

bury

Kipling

Westney

Mary

Fletcher

Longstaff

LargeR

ad ford

Church

Woodhouse

Med

ley

Loug

hlin

Hill

Hayw

ard

Mcneilage

Simm

s

Glynn

Matthews

Audley

Griffiths

Whittington

Geo

rgin

a

Bray

Harbord

Chat

field

Chalmers

Shoal Point

Dingle y

Preston

Andrea

Sullivan

Thackery

Bayly

Range Line

Maggs

Sykes

Redmond

Dreyer

Selway

Hin

den

Biggs

Freeston

Brooks

Gurr

Winds or

Crane

Exeter

Robbie

Carter-Bennett

Woodward

Mul

lor d

Love

Gifford

Ravenscroft

Ryder

Cum

berla

nd

Howlett

Distleman

East

on

Dom

iny

Magill

Beech

Lake Driveway

Bran dw

ood

Noake

Grainger

Wilkie

Bryant

Old

Harw

o od

Ritc

hie

Roo

t

Hib bins

Benn

ett

Ducatel

Fifth Concession

Windle

Wickens

Mccullock

Marriner

Angus

Dooley

ElizabethChadwick

Styles

Callen

Knap

ton

Temple-West

Bellinger

Goodhart

Fishlock

Lincoln

Kingston

Leah

Parkes

Lakeview

Rossland

Purcell

Nob

bs

Por t e

Betts

Har

land

Carwin

Lythgoe

Wright

Du n

wel

l

Side

li ne

16

Archer

Ontario

Bunhill

Coughlen

Rus

hwor

th

Lilley

Parker

Bi rd

Fenton

Hirshfield

Dow

ty

Strathy

Bicknell

Duffin

Linton

He w

ison

Cree

Mord en

L an k

e ste

r

Toze

r

Hark ins

Ree se

Dobson

Mac

kenz

i e

Hol lier

Teasdale

Ling

Wilsongary

Bartolo

Annie

Williamson

Anstead

Emperor

Todd

Atherton

Milner

Station

Chapman

Coe

Dea

con

Keeble

Harty

Hiro

ns

Turrif f

Mid

dlec

ote

Wiggins

Cameron

Hearne

Bun

ting

Rollo

Chambers

Glenwoo

d

Squi

re

Monarch

Barrett

Pickett

Fairall

Hester

Burc

her

Beatty

Gates

Beck

Centennial

Buggey

Pear ce

Smales

Lone

Seabreeze

Hurley

Hopk

inso

n

Thorncroft

Epps

George

Hask

ell McQ

ueen

Lax

Gan

d y

Twigg

Rea

Gilm

ou r

Com

mer

cial

Agat

e

Hoppe

Brooksbank

Salt

Dent

Mar

win

Chr

iste

na

Pittmann

Broc

kman

Vent

ris

Gre

en

Achille

s

Kerrison

Sayo

r

Woolf

Hillman

Turn

erbu

ry

Hol

liman

Oxlade

Kinloch

Ebony

Montebello

Sl at er

Spier

s

Rotherglen

Sillett

Jenkins

Horne

Bambridge

Dennis

Cum

min gs

Hiley

Pughe

Feint

Cragg

Oakins

Oshea

Shor

ten

Weston

Howes

Frankcom

Varley

Cluett

Poplar

Moynahan

Parro

t

Nicholls

Caldicott

Prid

ham

Burningham

Shipp

Farley

Vale

Beachview

Lock

er

Kemp

Ka n e

Carr

Taw

n

McNicol

Old Kingston

Roo

seve

lt

Grayson

Mantell

Netherway Alde

n

Barden

Wish

bone

Clov

erRi

dge

Ridley

Dow

ers

Jacwin

Palmer

Lucas Gant

Groves

Nelson

Farmers

Hufton

Spei

ght

Hughes

Taylo

r

Seg ga r

Simpson

Greenwood

Fearn

Churchill

Cedar

Coomer

Bidgood

Fraz

er

Mac

derm

ott

Wicks

Brennan

Dale

Hills

Hilton

Ca r

pen d

ale

Makin

Glennie

Hand

ley

Searell

Aquil

ina

Quaintance

Reed

Kingham

Ringer

Birch

Bric

e

Hob s onChesham

Steven sgate

Boone

Mortim

er

Dring

Trawley

Cow

l in g

Sallis

Gregory

Barbour

Wyat t

Bond

smith

Burrells

Lear

Dar

let

Hewitt

Mayor

Miles

Craw

ford

Chisholm

Doy

l e

Woodc ock

Millward

Hemans

Burd

en

Bisslan

d

Snow

ling

Arfie

ld

Shepstone

Hyde

War

nfo r

d

Lu ce

Hearson

Gillett

Sargeant

Cam

ill

To dhu nte r

Larner

York

Draycott

Michaelm

an

Dakin

Durling Rock

Duckfield

Leach

Law

rie

Cranston

Blackburn

Fielding

Bolland


Foord

Warner

Iles

Clark

Howling

Reading

Cranley

View

Edg l

ey

Keys

Barr

Filtr

atio

nP

lant

Keywood

Hit c

hen

Danton

Mullen

Dollery

Abel

a

Hea

don

Purdue

Hilling

Angi

er

Haz

eldi

ne

Ethl

yn

Panter

Elston

401

Gavin

Graham

CoylePortelli

Mccarrick

En d

erly

Beer

TowersBlytheway

Lurc

ook

Elliottglen

Task

er

Patterson

Thorogood

Watersplace

Willc

ocks

Kirk

ham

Hulley

Mcclarnan

Barnfield

Adm

i ral

Lachlan

Fisher

Garnett

Stro

ng

Powers Valley

CantwellNapiermews

Singleton

Sheldon

Blake

Paramore

Beaumont

Falby

Plumridge

Che

rry

Warburton

Binney

Horns

ell

Bartlett

Horton

Trott

Twilley

TorrM

acey

TamsKnowles

Blac k

Beadle

RavenWillows

Abbs Sm

ithIvers

Willer

Trow

ell

Ingold

Alex

ande

rsC

ross

ing

Car

berry

Pem

bry

Gregson

Elgin

Foakes

Ballantyne

Reynolds

Butterworth

Fenn

Oleary

Barnard

Poulton

Hinsley

Albery

Weekes

Carrick

Brand

Penn

efat

her

Edward

Empson

Shaw

Monk

Gibson Holloway

Pars

ons

Macintyre

Marsh

Follett

Kitn

ey

Raine

Seward

Book

er

Telford

Cornwall

Good

Stok

es

Gamble

Weld

Marshall

Barnes

Darley

Tille r

Spi tty

Driscoll

Dyerha

m

Balsdon

Obrien

Ontoro

Mcgregor

Dagwell

Mcnam

araBr

i ght

l y

Perf itt

Westacott

DarbyshireH

unter

Callander

Rivers i de

Newing

Slader Heights

Rideout

Hib bard

Greenh

alf

Wheatley

Rob

erso

n

Manser

Wes

tgat

e

Mcalpine

Littler

Millington

Sabbe

Coles

Keensford

Galea

Mcginty

Mor

land

Dani

els

Whitbread

Dave

y

Booth

Bonner

Peacock

WestrayBaker

Fuller

Thomson

Bowers

Salvage

Withay

Holmes

O'dell

Tansley

Ballg

rove

HawkinsHills

ide

Ma p

son

Parkins

Sivyer

Mills

Thorp

Schoolbridge

Tragunna

Carn

elly

Brocklesby

Stric

klan

d

ElmBramwell

Mcm

aster

Orchard

Aldonschool

Oak

Heslop

Batt

Whi

tefo

ot

Mcrae

Kent

Oldfield

Lambard

Top






















2222222222222222222222222222222222222222222222222

N

Exhibit 12: Short Term Cycling Facilities

Park

Municipal boundary

Secondary school

Hydro corridor

Key Destination


55


Bikeways

Multi-use trail

Boulevard trail


Marked shared lane

Shared Facilities


Other crossing

Freeway crossing



Other




Crabtree

Ho ile

Hunt

Banner

Stonewood

Rushbrooke

Rands

Sherwood

Mandrake

Ramp

Humphrey

Pollard

Marks

Taverner

Warw

i ck

LakeR

idge

Finley

Doric

Pine

Boyd

Patie

nce

Pick

erin

gBe

ach

Wilce

Ainsbury

Ashbury

Hettersley

Meekings

Tudo

r

Maple

Abraham

McGonigal

Taunton

Delaney

Cadby

Dolby

Hunwicks

Wainwright

Adam

s

Salem

Birchmount

Mill

Turnbull

Range

Farrow

Jonesridge

Clements

Muscat

Kearney


Dor

ling

Latham

Gardiner

Ruthe l

Harm

an

Addley

Harw

o od

A lla

rd

Brad

bury

Kipling

Westney

Mary

Fletcher

Longstaff

LargeR

ad ford

Church

Woodhouse

Med

ley

Loug

hlin

Hill

Hayw

ard

Mcneilage

Simm

s

Glynn

Matthews

Audley

Griffiths

Whittington

Geo

rgin

a

Bray

Harbord

Chat

field

Chalmers

Shoal Point

Dingle y

Preston

Andrea

Sullivan

Thackery

Bayly

Range Line

Maggs

Sykes

Redmond

Dreyer

Selway

Hin

den

Biggs

Freeston

Brooks

Gurr

Winds or

Crane

Exeter

Robbie

Carter-Bennett

Woodward

Mul

lor d

Harridine

Love

Gifford

Ravenscroft

Ryder

Cum

berla

nd

Howlett

Distleman

East

on

Dom

iny

Magill

Beech

Lake Driveway

Bran dw

ood

Noake

Grainger

Wilkie

Bryant

Old

Harw

o od

Ritc

hie

Roo

t

Hib bins

Benn

ett

Ducatel

Fifth Concession

Windle

Wickens

Mccullock

Kings

Angus

Dooley

ElizabethChadwick

Styles

Callen

Knap

ton

Temple-West

Bellinger

Goodhart

Fishlock

Lincoln

Kingston

Leah

Parkes

Lilley

Lakeview

Rossland

Purcell

Nob

bs

Por t e

Betts

Har

land

Carwin

Lythgoe

Wright

Du n

wel

l

Side

li ne

16

Archer

Ontario

Bunhill

Coughlen

Rus

hwor

th

Bi rd

Old Kingston

Fenton

Hirshfield

Dow

ty

Strathy

Duffin

Linton

Cree

Mord en

L an k

e ste

r

Toze

r

Hark ins

Ree se

Mac

kenz

i e

Hol lier

Teasdale

Ling

Wilsongary

Bartolo

Annie

Williamson

Anstead

Emperor

Todd

Atherton

Milner

Station

Chapman

Coe

Dea

con

Keeble

Harty

Hiro

ns

Turrif f

Mid

dlec

ote

Wiggins

Howling

Cameron

Hearne

Bun

ting

Rollo

Chambers

Squi

re

Monarch

Barrett

Pickett

Fairall

Hester

Burc

her

Beatty

Gates

Beck

Buggey

Pear ce

Smales

Lone

Seabreeze

Hurley

Hopk

inso

n

Thorncroft

Epps

George

Hask

ell McQ

ueen

Lax

Gan

d y

Twigg

Rea

Gilm

ou r

Lawrencetown

Agat

e

Hoppe

Brooksbank

Salt

Dent

Mar

win

Chr

iste

na

Pittmann

Broc

kman

Vent

ris

Gre

en

Achille

s

Kerrison

Sayo

r

Woolf

Winde b a n k s

Hillman

Turn

erbu

ry

Hol

liman

Oxlade

Collerid ge

Kinloch

Ebony

Montebello

Sl at er

Spier

s

Rotherglen

Sillett

Jenkins

Horne

Bambridge

Dennis

Cum

min gs

Hiley

Pughe

Feint

Cragg

Oakins

Oshea

Shor

ten

Weston

Howes

Frankcom

Varley

Cluett

Poplar

Moynahan

Mckie

Parro

t

Nicholls

Caldicott

Jane

s

Prid

ham

Wishbone

Burningham

Shipp

Farley

Vale

Beachview

Lock

er

Kemp

Carr

Taw

n

Grayson

Mantell

Netherway Alde

n

Barden

Clov

erRi

dge

Ridley

Dow

ers

Jacwin

Palmer

Lucas Gant

Ne lson

Farmers

Hufton

Spei

ght

Hughes

Taylo

r

Seg ga r

Simpson

Card

Greenwood

Fearn

Coomer

Bidgood

Mac

derm

ott

Parkins

Jacq

ues

Wicks

Brennan

Dale

Hills

Cedar

Hilton

Ca r

pen d

ale

Makin

Glennie

Hand

ley

Searell

Selby

Aquil

ina

Quaintance

Reed

Kingham

Ringer

Birch

Bric

e

Hob s onChesham

Steven sgate

Col es

Boone

Mortim

er

Danie ls

Dring

Trawley

Cow

l in g

Sallis

Lava n

Gregory

Barbour

Wyat t

Burrells

Lear

Dar

let

Hewitt

Mayor

Miles

Craw

ford

Chisholm

Doy

l e

Woodc ock

Millward

Hemans

Burd

en

Bisslan

d

Snow

ling

Arfie

ld

Shepstone

Hyde

War

nfo r

d

Lu ce

Hearson

Gillett

Sargeant

Cam

ill Todhunter

Larner

York

Michaelm

an

Dakin

Durling Rock

Gill

Duckfield

Leach

Law

rie

Cranston

Blackburn

Fielding

Bolland


Foord

Warner

Iles

Clark

Reading

Cranley

View

Edg l

ey

Barr

Filtr

atio

nP

lant

Keywood

Hit c

hen

Danton

Jess

ett

Mullen

Dollery

Abel

a

Hea

don

Purdue

Hilling

Angi

er

Haz

eldi

ne

Ethl

yn

Panter

Elston

401

Gavin

Graham

CoylePortelli

Mccarrick

En d

erly Beer

Towers

Brind-Sheridan

Blytheway

Lurc

ook

Elliottglen

Task

er

Patterson

Thorogood

Watersplace

Willc

ocks

Kirk

ham

Hulley

Mcclarnan

Barnfield

Roo

seve

lt

Adm

i ral

Lachlan

Fisher

Keys

Garnett

Stro

ng

Powers Valley

CantwellNapiermews

Singleton

Hornsell

Hunter

Stoc

kbrid

ge Sheldon

Blake

Paramore

Beaumont

Falby

Plumridge

Bashford

Che

rry

Warburton

Binney

Bartlett

Byram Downs

Horton

Trott

Twilley

TorrM

acey

Tams

Gre

enha

l f

Knowles

Blac k

Rav enWillows

Abbs

Sm

ithIvers

Willer

Trow

ell

Ingold

Alex

ande

rsC

ross

ing

Car

berry

Pem

bry

Gregson

Elgin

Foakes

Ballantyne

Reynolds

Butterworth

Fenn

Oleary

Barnard

Poulton

Hinsley

Albery

Weekes

Gamon

Carrick

Brand

Darley

Penn

efat

her

Edward

Empson

Shaw

Monk

Gibson Holloway

Pars

ons

Macintyre

Marsh

Follett

Kitn

ey

Milh

am

Raine

Seward

Urwin

Book

er

Telford

Cornwall

Good

Stok

es

Gamble

Eyreglen

Weld

Marshall

Barnes

Tille r

Spi tty

Driscoll

Dyerha

m

Balsdon

Obrien

Ontoro

Mcgregor

Dagwell

Mcnam

ara

Ambassador

Brig

htl y

Perfitt

Frazer

Westacott

Darbyshire

Callander

Rivers i de

Watt

Newing

Slader Heights

Rideout

Hib bard

Wheatley

Rob

erso

n

Manser

Wes

tgat

e

Mcalpine

Littler

Millington

Sabbe

Clarelyn

Keensford

Galea

Mcginty

Mor

land

Whitbread

Dave

y

Cen

tenn

ial

Booth

Bonner

Peacock

WestrayBaker

Kavanaugh

Fuller

Thomson

Bowers

Salvage

Withay

Holmes

O'dell

Tansley

Ballg

rove

Lewin

Hawkins

Dobson

Hillside

Ma p

son

Boyes

Sivyer

Thorp Pantoll

Schoolbridge

Carn

elly

Brocklesby

Walker

Stric

klan

d

ElmBramwell

Mcm

aster

Orchard

Aldonschool

Oak

Heslop

Batt

Whi

tefo

ot

Mcrae

Kent

Oldfield

Lambard

Hack

Top




















2222222222222222222222222222222222222222222222222

N

Exhibit 13: Long-Term Pedestrian Facilities

Park

Municipal boundary

Secondary school

Hydro corridor

Key Destination


57

Multi-use trail

Boulevard trail

Sidewalk Infill on Arterial and Collector Streets

Both sides

Single side


Shared FacilitiesSpecial treatments, for

future study

Other crossing

Freeway crossing Pedestrian

priority corridor

OtherCrossing Enhancements


Crabtree

Ho ile

Hunt

Banner

Stonewood

Rushbrooke

Rands

Sherwood

Kings

Mandrake

Ramp

HumphreyW

inde

bank

s

Pollard

Marks

Taverner

Warw

i ck

LakeR

idge

Finley

Doric

Pine

Boyd

Patie

nce

Pick

erin

gBe

ach

Wilce

Ainsbury

Ashbury

Hettersley

Meekings

Tudo

r

Maple

Abraham

McGonigal

Taunton

Delaney

Cadby

Dolby

Hunwicks

Wainwright

Adam

s

Salem

Birchmount

Mill

Turnbull

Range

Farrow

Jonesridge

Clements

Muscat

Kearney


Dor

ling

Latham

Gardiner

Ruthe l

Harm

an

Addley

Harw

o od

A lla

rd

Brad

bury

Kipling

Westney

Mary

Fletcher

Longstaff

LargeR

ad ford

Church

Woodhouse

Med

ley

Loug

hlin

Hill

Hayw

ard

Mcneilage

Simm

s

Glynn

Matthews

Audley

Griffiths

Whittington

Geo

rgin

a

Bray

Harbord

Chat

field

Chalmers

Shoal Point

Dingle y

Preston

Andrea

Sullivan

Thackery

Bayly

Range Line

Maggs

Sykes

Redmond

Dreyer

Selway

Hin

den

Biggs

Freeston

Brooks

Gurr

Winds or

Crane

Exeter

Robbie

Carter-Bennett

Woodward

Mul

lor d

Love

Gifford

Ravenscroft

Ryder

Cum

berla

nd

Howlett

Distleman

East

on

Dom

iny

Magill

Beech

Lake Driveway

Bran dw

ood

Noake

Grainger

Wilkie

Bryant

Old

Harw

o od

Ritc

hie

Roo

t

Hib bins

Benn

ett

Ducatel

Fifth Concession

Windle

Wickens

Mccullock

Marriner

Angus

Dooley

ElizabethChadwick

Styles

Callen

Knap

ton

Temple-West

Bellinger

Goodhart

Fishlock

Lincoln

Kingston

Leah

Parkes

Lakeview

Rossland

Purcell

Nob

bs

Por t e

Betts

Har

land

Carwin

Lythgoe

Wright

Du n

wel

l

Side

li ne

16

Archer

Ontario

Bunhill

Coughlen

Rus

hwor

th

Lilley

Parker

Bi rd

Fenton

Hirshfield

Dow

ty

Strathy

Bicknell

Duffin

Linton

He w

ison

Cree

Mord en

L an k

e ste

r

Toze

r

Hark ins

Ree se

Mac

kenz

i e

Hol lier

Teasdale

Ling

Wilsongary

Bartolo

Annie

Williamson

Anstead

Emperor

Todd

Atherton

Milner

Station

Chapman

Coe

Dea

con

Keeble

Harty

Hiro

ns

Turrif f

Mid

dlec

ote

Wiggins

Cameron

Hearne

Bun

ting

Rollo

Chambers

Glenwoo

d

Squi

re

Monarch

Barrett

Pickett

Fairall

Hester

Burc

her

Beatty

Gates

Beck

Centennial

Buggey

Pear ce

Smales

Lone

Seabreeze

Hurley

Hopk

inso

n

Thorncroft

Epps

George

Hask

ell McQ

ueen

Lax

Gan

d y

Twigg

Rea

Gilm

ou r

Com

mer

cial

Agat

e

Hoppe

Brooksbank

Salt

Dent

Mar

win

Chr

iste

na

Pittmann

Broc

kman

Vent

ris

Gre

en

Achille

s

Kerrison

Sayo

r

Woolf

Hillman

Turn

erbu

ry

Hol

liman

Oxlade

Kinloch

Ebony

Montebello

Sl at er

Spier

s

Rotherglen

Sillett

Jenkins

Horne

Bambridge

Dennis

Cum

min gs

Hiley

Pughe

Feint

Cragg

Oakins

Oshea

Shor

ten

Weston

Howes

Frankcom

Varley

Cluett

Poplar

Moynahan

Parro

t

Nicholls

Caldicott

Prid

ham

Burningham

Shipp

Farley

Vale

Beachview

Lock

er

Kemp

Ka n e

Carr

Taw

n

McNicol

Old Kingston

Roo

seve

lt

Grayson

Mantell

Netherway Alde

n

Barden

Wish

bone

Clov

erRi

dge

Ridley

Dow

ers

Jacwin

Palmer

Lucas Gant

Groves

Nelson

Farmers

Hufton

Spei

ght

Hughes

Taylo

r

Seg ga r

Simpson

Lawrencetown

Greenwood

Fearn

Churchill

Coomer

Bidgood

Fraz

er

Mac

derm

ott

Wicks

Brennan

Dale

Hills

Cedar

Hilton

Ca r

pen d

ale

Makin

Glennie

Hand

ley

Searell

Aquil

ina

Quaintance

Reed

Kingham

Ringer

Birch

Bric

e

Hob s onChesham

Steven sgate

Boone

Mortim

er

Dring

Trawley

Cow

l in g

Sallis

Gregory

Barbour

Wyat t

Burrells

Lear

Dar

let

Hewitt

Mayor

Miles

Craw

ford

Chisholm

Doy

l e

Woodc ock

Millward

Hemans

Burd

en

Bisslan

d

Snow

ling

Arfie

ld

Shepstone

Hyde

War

nfo r

d

Lu ce

Hearson

Gillett

Sargeant

Cam

ill

To dhu nte r

Larner

York

Draycott

Michaelm

an

Dakin

Durling Rock

Duckfield

Leach

Law

rie

Cranston

Blackburn

Fielding

Bolland


Foord

Warner

Iles

Clark

Howling

Reading

Cranley

View

Edg l

ey

Keys

Barr

Filtr

atio

nP

lant

Keywood

Hit c

hen

Danton

Mullen

Dollery

Abel

a

Hea

don

Purdue

Hilling

Angi

er

Haz

eldi

ne

Ethl

yn

Panter

Elston

401

Gavin

Graham

CoylePortelli

Mccarrick

En d

erly

Beer

TowersBlytheway

Lurc

ook

Elliottglen

Task

er

Patterson

Thorogood

Watersplace

Willc

ocks

Kirk

ham

Hulley

Mcclarnan

Barnfield

Adm

i ral

Lachlan

Fisher

Garnett

Stro

ng

Powers Valley

CantwellNapiermews

Singleton

Sheldon

Blake

Paramore

Beaumont

Falby

Plumridge

Che

rry

Warburton

Binney

Horns

ell

Bartlett

Horton

Trott

Twilley

TorrM

acey

TamsKnowles

Blac k

Beadle

RavenWillows

Abbs Sm

ithIvers

Willer

Trow

ell

Ingold

Alex

ande

rsC

ross

ing

Car

berry

Pem

bry

Gregson

Elgin

Foakes

Ballantyne

Reynolds

Butterworth

Fenn

Oleary

Barnard

Poulton

Hinsley

Albery

Weekes

Carrick

Brand

Penn

efat

her

Edward

Empson

Shaw

Monk

Gibson Holloway

Pars

ons

Macintyre

Marsh

Follett

Kitn

ey

Raine

Seward

Book

er

Telford

Cornwall

Good

Stok

es

Gamble

Weld

Marshall

Barnes

Darley

Tille r

Spi tty

Driscoll

Dyerha

m

Balsdon

Obrien

Ontoro

Mcgregor

Dagwell

Mcnam

araBr

i ght

l y

Perf itt

Westacott

DarbyshireH

unter

Callander

Rivers i de

Newing

Slader Heights

Rideout

Hib bard

Greenh

alf

Wheatley

Rob

erso

n

Manser

Wes

tgat

e

Mcalpine

Littler

Millington

Sabbe

Coles

Keensford

Galea

Mcginty

Mor

land

Dani

els

Whitbread

Dave

y

Booth

Bonner

Peacock

WestrayBaker

Fuller

Thomson

Bowers

Salvage

Withay

Holmes

O'dell

Tansley

Ballg

rove

Hawkins

Dobson

Hillside

Ma p

son

Parkins

Sivyer

Mills

Thorp

Schoolbridge

Tragunna

Carn

elly

Brocklesby

Stric

klan

d

ElmBramwell

Mcm

aster

Orchard

Aldonschool

Oak

Heslop

Batt

Whi

tefo

ot

Mcrae

Kent

Oldfield

Lambard

Top






















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N

Exhibit 14: Long-Term Cycling Facilities

Park

Municipal boundary

Secondary school

Hydro corridor

Key Destination


59


Bikeways

Multi-use trail

Boulevard trail

Shared Facilities



Other



Other crossing

Freeway crossing


Marked shared lane