Cycling Facilities on Woodbine Avenue. 2
What type of cycling facilities have been installed on Woodbine Avenue?. 2
Why are cycling facilities being added to Woodbine Avenue?. 2
How much do these cycling facilities cost to implement?. 2
Is there physical separation, such as flexi-posts (bollards), curbs or planters?. 2
What is a flexi-post or bollard?. 3
Will the cycle tracks and bike lanes be wide enough for passing?. 3
Will cyclists use the new cycling facilities?. 3
Are there plans to extend the Woodbine bike lanes further north and south?. 3
Can bike lanes be added to the O'Connor Bridge?. 3
Parking and Deliveries. 4
How will the cycle tracks and bike lanes effect on-street parking?. 4
Can one side of parking on Woodbine accommodate the needs of residents and businesses?. 4
How will deliveries be made to people who live on the west side of Woodbine Avenue?. 4
How will people be picked-up and dropped off from a vehicle at the Woodbine Subway?. 4
How will it work for cars and trucks entering and exiting driveways across the bike lanes?. 5
How will motor vehicle traffic flow be affected by the new mid-block lane configurations along Woodbine Avenue?. 5
How will motor vehicle traffic be affected at major intersections along Woodbine Avenue?. 5
Will there be any monitoring of motor vehicle traffic and cycling volumes after installation?. 6
Won't this push more traffic on to side streets?. 6
Are traffic calming measures being considered for neighbouring streets?. 6
Contra-flow Bike Lane Design on Corley Avenue and Norway Avenue. 7
What is a contra-flow bike lane?. 7
Why were contra-flow bike lanes proposed to these streets?. 7
How will parking on Corley Avenue be affected?. 7
Why isn't a contra-flow bike lane being installed on Norway Avenue?. 7
When will the contra-flow bike lane on Corley Avenue and sharrows on Norway Avenue be installed? 8
Public Consultation and Process. 8
What public consultation was carried out for the Woodbine Bike Lanes Project?. 8
What happened after the June 2016 public meetings?. 9
Related City Services. 9
Will the bike lane be cleared of snow?. 9
How will bike lanes affect waste pick-up or emergency services?. 9
How will the bike lanes affect the TTC bus stops and Wheel-Trans?. 9
Cycling Facilities on Woodbine Avenue
What type of cycling facilities have been installed on Woodbine Avenue?
Cycling facilities along Woodbine include a combination of cycle tracks, painted bike lanes and shared use lane markings.
Why are cycling facilities being added to Woodbine Avenue?
The installation of cycling facilities on Woodbine Avenue were first approved in principle as part of the "Ten Year Cycling Network Plan" which was adopted by City Council on June 9, 2016. Woodbine Avenue was identified as an important cycling route in this plan because it can provide network connectivity further north/east along St. Clair Avenue from O’Connor Drive to Victoria Park Avenue and further south along side streets between Queen Street East and Lake Shore Boulevard East. Other parallel streets to Woodbine including Coxwell Avenue and Greenwood Avenue don't provide that connection and are also too narrow to accommodate bike lanes.
After extensive consultation last year and City Council Approval on October 5, 2016, Woodbine Avenue will become a significant new bikeway for Toronto's east-end neighbourhoods and help provide connections for people to cycle from their homes to key destinations including the Woodbine Subway, major shopping destinations, schools along Danforth Avenue, and to the Waterfront.
How much do these cycling facilities cost to implement?
The cost to implement the 3.7 km long cycling facilities on Woodbine Avenue between O'Connor Drive to Queen Street East is approximately $400,000. The length of Corley contra-flow lanes and sharrows is 400 metres and an estimated cost for installation is approximately $12,000.
The length of sharrows in the direction of traffic flow on Norway Avenue, Brookside Drive, Elmer Avenue and Waverley Road are approximately 1.1 kilometres long with an estimated cost of $15,000.
Is there physical separation, such as flexi-posts (bollards), curbs or planters?
Where possible, physical separation has been provided with a wide painted buffer area and flexi-posts in between bike lanes and traffic lanes/parking areas. Curbside bike lanes will also be buffered by the on-street parking on one side the street, as applicable. Implementation did not involve reconstruction of the roadway and as such only temporary materials were considered.
What is a flexi-post or bollard?
A flexi-post is a post which sticks out of the ground to help separate the bike lane from traffic lanes and parking lanes. Flexi-posts provide added protection and safety to the cyclists by preventing motor vehicles from parking in bike lanes.
Will the cycle tracks and bike lanes be wide enough for passing?
Yes. Generally, we are designing for a 2.0 metre bike lane width for one-way travel which is wide enough for passing but not so wide so as to encourage wrong-way riding.
Will cyclists use the new cycling facilities?
The most recent cycling twelve hour counts per day from May 11 to May 17, 2016 by Transportation Services observed 200 cyclists using Woodbine Avenue south of Cosburn Avenue and 150 cyclists using Woodbine Avenue south of Gerrard Street East.
Given the experience of other cycling infrastructure like Richmond/Adelaide Cycle Track and Sherbourne Cycle Track, staff are confident that this number of cyclists will increase. Woodbine Avenue will now offer another example moving forward with new bicycle infrastructure as part of the Council approved Ten-Year Cycling Network Plan.
Are there plans to extend the Woodbine bike lanes further north and south?
As part of Toronto's Ten Year Cycling Network Plan, there is a future proposal to extend bike lanes further north/east along St. Clair Avenue from O'Connor Drive to Victoria Park Avenue and further south between Queen Street East and Lake Shore Boulevard East. You can find out more about these proposals by visiting Toronto Cycling Network Plan.
Plans next year for a cycling connection to the Waterfront Trail from Dixon Avenue will include utilizing the existing Dixon Avenue contra-flow bike lanes and Lockwood/Sarah Ashbridge Avenue bike routes. New signage along the route will be provided with an enhanced trail crossing north of Lake Shore at Joseph Dugann Road.
Can bike lanes be added to the O'Connor Bridge?
During public consultation for the development of the Cycling Network Plan, we heard concerns from cyclists who ride over the O'Connor Bridge. Maintaining the existing traffic lanes are required to accommodate heavy transit and motor vehicular capacity on O'Connor Bridge and therefore there isn’t enough space to provide for bike lanes on the O’Connor bridge.
To improve conditions for cycling on the O'Connor Bridge, painted edge lines (approximately 1.2 metres wide) between Woodbine Avenue and St. Clair Avenue have been installed. The existing traffic lanes have been maintained.
Edge lines are painted white lines that define the limits of the traffic lane. The space in between the edge line and curb is known as the shoulder. Cyclists can use the shoulder space. Cars are not allowed to drive outside the edge lines except in emergency situations.
Parking and Deliveries
How will the cycle tracks and bike lanes effect on-street parking?
The introduction of cycle tracks and bike lanes on Woodbine Avenue will involve some reduction to the amount of on-street parking spaces. Generally, on-street parking will be maintained 24/7 on the east side of Woodbine Avenue between Queen Street and O'Connor Drive along sections where on-street parking is currently permitted during off-peak hours and weekends only. Generally, bike lanes will be curbside and parking spaces would be moved in between the bike lanes and traffic lanes. However, south of Kingston Road, parking spaces will be located curbside and bike lanes will be located in between traffic lanes and parking spaces.
Can one side of parking on Woodbine accommodate the needs of residents and businesses?
Parking on the east side of the street can accommodate the current highest parking demand. Current pay-and-display parking on the west side of Woodbine Avenue and between Danforth Avenue and Strathmore Avenue will also be maintained. City staff will meet and review requirements of individual business owners, as required. Existing Wheel-Trans pick-up and drop-off will be accommodated.
How will deliveries be made to people who live on the west side of Woodbine Avenue?
Please try to make deliveries from the east side of Woodbine Avenue, side streets or make arrangements with neighbours that have driveways.
For deliveries that are pre-planned over an extended period of time (such as for moving trucks) a road occupancy permit can allow for temporary loading within the right of way.
The permit application can be downloaded from the following link: https://www1.toronto.ca/City%20Of%20Toronto/Transportation%20Services/Construction%20Permits/Files/pdf/13-0029.pdf
For further information with respect to this application, please call 416-392-6593 and Right of Way Management staff would be happy to assist. Alternatively you can e-mail the Street occupation Permit staff at email@example.com. Please note that we require 3 to 5 days for the processing of these applications.
How will people be picked-up and dropped off from a vehicle at the Woodbine Subway?
Where possible, use of the side street (Strathmore Blvd.) for drop off and pick up is encouraged.
A future second entrance to the subway station on the west side of Woodbine Avenue will be opened soon for TTC patrons. Please note that this entrance will not be accessible.
City staff are also working to investigate option for a specific passenger pick-up and drop-off zone for the Woodbine Subway Station.
How will it work for cars and trucks entering and exiting driveways across the bike lanes?
The bike lanes do not restrict or limit access to any of the existing driveways or garages along the street. Special attention has been given to how we mark and delineate driveways and access points in order to highlight these potential conflict points to all road users.
Similar to the busy sidewalks with many pedestrians, motor vehicle drivers will be expected to yield to cyclists and negotiate passage across the bike lanes.
How will motor vehicle traffic flow be affected by the new mid-block lane configurations along Woodbine Avenue?
Transportation Services reviewed existing traffic capacity and operations along Woodbine Avenue and undertook traffic analysis with the proposed travel lanes and bike lane configurations along Woodbine Avenue at all signalized intersections. Generally, one motor vehicle traffic lane in each direction was proposed and is anticipated to provide sufficient capacity for accommodating traffic flow on Woodbine Avenue.
Bike lanes on Woodbine Avenue involve a reduction in the number of traffic lanes during the peak periods and will likely result in some travel time delay during the morning and evening "rush hour". Impact on travel time delay will be monitored to inform the project.
To help keep traffic moving along Woodbine Avenue, it is important to consider the following measures:
- O'Connor Drive to Bracebridge Avenue, existing two northbound traffic lanes (three lanes at O'Connor Drive) and one southbound lane maintained
- Heyworth Crescent (north of Kingston Road) south to Dixon Avenue, two northbound lanes maintained
- South of Dixon Avenue to Queen Street East, all existing traffic lanes maintained and as such, minimal traffic operational changes at Queen Street East anticipated
How will motor vehicle traffic be affected at major intersections along Woodbine Avenue?
Under typical conditions, traffic travelling along Woodbine Avenue currently experiences some delay at major signalized intersections as signal timings are balanced between Woodbine Avenue and the major intersecting roadways. To determine the impacts the installation of the cycle track will have on the operation on signalized intersections, a series of simulations were conducted taking into account the proposed changes. The simulations indicated that existing traffic conditions will remain the same at O'Connor Drive, Cosburn Avenue, Mortimer Avenue and Queen Street East, however, during peak periods, longer traffic queues are expected at Danforth Avenue and Gerrard Street. To mitigate these impacts, the traffic signal timings along this corridor and these specific intersections will be reviewed and modified where appropriate.
To mitigate traffic impacts at Gerrard Street East and Kingston Road, critical turn lanes have been added on Woodbine Avenue:
- At Gerrard Street East, dedicated left turn lanes were added in both directions to accommodate northbound and southbound left turning volumes during the morning and afternoon peak hours
- South of Gerrard Street East, a longer right turn lane storage area will accommodate heavy northbound right turn movements
- Kingston Road northbound, existing two northbound thru lanes and dedicated right turn lane maintained
- Kingston Road southbound, one southbound thru lane and a dedicated right turn lane provided
Will there be any monitoring of motor vehicle traffic and cycling volumes after installation?
Currently, staff are monitoring installation/operations and tweaking designs to fit needs of cyclists and other road users on a case-by-case basis.
City staff plan to undertake travel time studies in spring 2018, after all installations (and minor modifications) are completed and traffic have adjusted to the new lane configurations. The City will evaluate effects on all road users with measures of cycling (volume counts, operational issues), vehicular traffic (volume, travel time, operational issues), TTC (travel time, operational issues) and on parking (supply and utilization). Staff will also monitor traffic signal timing/operations with relation to potential additional delay to traffic and will work to optimize/adjust signal timing, as required. The City will also monitor the potential impact on local traffic patterns and parking on side streets around Woodbine Avenue.
Overall, the intent of this evaluation is to be able to show a before and after comparison which allows staff to respond and minimize impacts on all road users and curbside usage as well as to examine cycling usage.
Won't this push more traffic on to side streets?
The City will monitor the potential impact on local traffic patterns and parking on side streets.
Are traffic calming measures being considered for neighbouring streets?
The City's Transportation Services already has separate investigations underway for traffic calming (speed humps) for the following streets: Milverton Blvd. (Coxwell to Monarch Park); Wolverleigh Blvd. (Coxwell to Woodmount); and Sammon Ave. (Coxwell to Woodbine). Speed humps have been added on Duvernet Ave. (Woodbine to Golfview) this year.
The following references provides more information for residents interested in traffic calming for their streets:
Read Traffic Calming Guide for Toronto
Traffic Calming Policy
Note: Policy states that consideration for physical traffic calming requires to be initiated by the local Councillor following a public meeting, or upon receipt of petition signed by at least 25% of affected households (or 10% in the case of multiple family rental dwellings), or by a survey conducted by the Ward Councillor.
Contra-flow Bike Lane Design on Corley Avenue and Norway Avenue
What is a contra-flow bike lane?
Contra-flow bike lanes allow cyclists to travel in two directions on a street that is one-way for all other vehicles. When travelling in the same direction as other traffic, the cyclist travels in the mixed-use traffic lane. When travelling in the opposing direction as other traffic, cyclists travel in the designated bike lane.
Making a street two-way for cyclists using this kind of bike lane can create valuable neighbourhood connections for cyclists who wish to avoid busy arterial roadways.
Why were contra-flow bike lanes proposed to these streets?
Corley Avenue and Norway Avenue allow for a safer cycling route for cyclist wanting to avoid cycling on Kingston Road. A Corley Avenue bike lane would help provide continuous east-west connection north of Kingston Road. A Norway Avenue bike lane would also help provide continuous east-west connection south of Kingston Road but due to traffic and parking impacts is no longer being proposed.
How will parking on Corley Avenue be affected?
The only proposed change for Corley Avenue is that permit parking (overnight) and on-street parking would be maintained on the north side of the road with no switching to the south side. There will be no loss to the number of parking spaces.
Why isn't a contra-flow bike lane being installed on Norway Avenue?
After consultation with Norway Avenue residents last year, a revised design option to place contra-flow sharrows instead of the original contra-flow bike lane proposal was explored. Essentially, the contra-flow sharrows would have still allowed for cyclists to travel in two directions on this one-way westbound street but without the originally proposed eastbound painted bike lane.
Upon review, contra-flow sharrows cannot be implemented without impacts to traffic operations and parking.
In order to complete the bikeway network east of Woodbine Avenue and across Kingston Road, sharrows will be installed in the direction of traffic flow on Norway Avenue. These sharrows will also connect to new sharrows planned for neighbouring streets including Brookside Drive, Waverly Road, and Norway Avenue between Elmer Avenue and Lee Avenue.
When will the contra-flow bike lane on Corley Avenue and sharrows on Norway Avenue be installed?
Installation on both these streets is expected for Spring 2018.
Public Consultation and Process
What public consultation was carried out for the Woodbine Bike Lanes Project?
Public Communications for the Woodbine Bike Lanes project in 2016 included:
- 36, 850 flyers for the June 22 and June 23 public events were sent out via Canada Post (eastern limit of the distribution area consisted of Main Street from the Beaches north to O'Connor and then east to Victoria Park and north to St. Clair)
- 2,000 postcards distributed at local events and venues including: Bike to Work Day Group Commute, and Ward 31 Environment Day, Ward 32 Environment Day, Ward 31 Bike Rally
- Tweet about public drop-in events on June 20
- Door canvassing on Woodbine Avenue by Councillor Davis (May 29, June 2, June 16) and Councillor McMahon (July 8, July 22)
- Email invitation to eight area associations including: Danforth Mosaic Business Improvement Association, Beach Hill Neighbourhood Association, The Beach Triangle Residents Association, Danforth East Community Association, Woodbine Heights Residents Association, Topham Park Association, Gledhill Park Association, and Woodbine Gardens Homeowners Association
- September 2016 Email Update to stakeholder list provided public consultation report and details about Public Works & Infrastructure Committee meeting on September 27, 2016
Public Consultation Activities in 2016 included:
- Stakeholder Meetings with Cycle Toronto Ward 31 (June 14), Cycle Toronto Ward 32 (June 9), Norway Public School Principal & Parent Council Representative (June 14) and Norway Avenue residents (August 23)
- Public Drop-in Event (June 22 at the Stan Wadlow Clubhouse, 373 Cedarvale Avenue) – 76 registered participants
- Public Drop-in Event (June 23 at the St. John the Baptist Church Norway, 470 Woodbine Avenue) – 80 registered participants
- Public Drop-in Event Materials with dozens of post-it note comments on the pavement marking plan display and over 50 staff collected comments
- On-line Feedback Form (June 22 to July 8) – 211 completed responses
- Over 100 emails and phone calls in 2016 (ongoing)
- Project webpage: www.toronto.ca/woodbinebikelanes
- Subscription option to Woodbine Bike Lanes Email List from webpage
What happened after the June 2016 public meetings?
Following public consultation activities, a staff report was presented to the Public Works & Infrastructure Committee (PWIC) on September 27, 2016. The staff report included recommendations and public feedback received. The PWIC reviewed the staff report and adopted the staff recommendations to install cycle tracks and bike lanes on Woodbine Avenue (O'Connor Drive to Queen Street East ) and an eastbound contra-flow bike lane o Corley Avenue (Woodbine Avenue to Brookside Drive). After PWIC, the project recommendations were passed on to City Council for their decision.
On October 5, 2016 City Council endorsed the project recommendations.
The following links tell you a little bit more about this process:
City Council & its Committees Learning Guide
How to have your say
Related City Services
Will the bike lane be cleared of snow?
Yes. Any approved bike lane design will include a maintenance program for snow plowing, salting and snow removal, similar to other popular bike lanes.
Visit the Cycling Snow Routes webpage for more information.
How will bike lanes affect waste pick-up or emergency services?
The bike lane design will accommodate waste pick-up, emergency services and other municipal services.
Curbside collection core hours of operation is 7:00 a.m. to 5:00 p.m. These hours take into account current by-laws related to rush hour lane restrictions. Solid Waste Services will monitor the impact of the bike lanes on Woodbine Avenue and as required make necessary changes to alter collection times on Woodbine Avenue off the peak hours, where appropriate and possible.
How will the bike lanes affect the TTC bus stops and Wheel-Trans?
TTC buses will stop at the existing locations and will maintain curbside stop locations. City of Toronto Cycling staff are working with the TTC to accommodate curb-side bus stops, and consideration for Wheel-Trans passenger boarding and unboarding.