- AT-Network - University of Manitoba Mailing Lists

Traffic Calming Request Process
by Beth McKechnie 05 Apr '21

05 Apr '21

[snipped from Councillor Lukes' newsletter] Speeding and Traffic Calming of Streets The public service has developed a new process to deal with requests for traffic calming of streets. Over the past few years, the public service has seen a dramatic increase in requests to investigate how to traffic calm residential and collector streets. The engineers have developed a six step process starting with a resident making a request. See details here: Traffic Calming <https://u2481139.ct.sendgrid.net/ls/click?upn=-2FzUZWSuvR5fHvfuxBn3ORIuE0XH…>

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The Herald: Federal funds committed to active transportation (Apr1'21)
by Beth McKechnie 02 Apr '21

02 Apr '21

Federal funds committed to active transportationLocal projects could benefit from federal strategy, $400m fund https://www.winnipegfreepress.com/our-communities/herald/Federal-funds-comm… Although "if you build it, they will come" was written about a baseball diamond in an Iowa cornfield, it could very well have been writing about active transportation routes. In March, the federal government pledged $400 million towards the country’s first active transportation fund, and the development of Canada’s first National Active Transportation Strategy. The purpose of the strategy, according to its official website, is to "co-ordinate active transportation investments that reflect best practice planning, design, regulations, and standards across levels of government, Indigenous communities, not-for-profits and the private sector." The announcement was great news for longtime proponents of AT. The Winnipeg Trails Association called the announcement: "Excellent news for all Canadian communities at a time we need it most." Local politicians also welcomed the announcement, noting a number of projects across the northeast that could benefit from the fund, though most expressed a cautious optimism that the money will find its way onto northeast streets. Daniel Blaikie, MP for Elmwood-Transcona, noted that northeast Winnipeg is home to a number of great active transportation routes, like the Northeast Pioneers Greenway and the Transcona Trail. However, getting from one to the other remains problematic. "These options help people engage in activities or commute to work without use of a vehicle," Blaikie said. "We need to work on those connecting nodes, so people can use that whole network in a seamless way that they can feel safe and comfortable and use a network that allows them to explore the community." Coun. Shawn Nason (Transcona) echoed those sentiments, adding that he would like to see funding go towards a number of projects in Transcona that have been delayed for too long, including an AT pathway along either Regent or Reenders to Panet Road. "Is there a way to figure that out in that section, a dedicated way to cycling?" Nason said, noting that finishing that route had been included in the 2018 budget, but was removed at the last minute. Nason would also like to see the AT route on Pandora, which currently ends at Day Street, completed, as well as a route through Canterbury Park connecting to the Transcona Trail. "If there’s a windfall, I’d like to see those connections made," Nason said. Coun. Jeff Browaty (North Kildonan), who sits on the city’s standing policy committee on infrastructure renewal and public works, said he’d like to access support "to plant additional trees along the Northeast Pioneer’s Greenway in North Kildonan." Coun. Jason Schreyer (Elmwood-East Kildonan) added that there are a pair of studies ongoing in his ward to improve bike routes, particularly along Roch Street. "I’m always into experiments, because if we don’t try things we can’t discuss them," Schreyer said. "What’s missing in the area is actually remarkably simple," said Michel Durand-Wood, an executive with the Glenelm Neighbourhood Association and author of the popular blog Dear Winnipeg... "We just need to focus on making it easier for residents to get to the stuff in our neighbourhood, like local businesses, services, parks, etc." Durand-Wood would like to see an investment in "more space for people," rather than cars, in local neighbourhoods. "Do we want a neighbourhood that is vibrant, accessible to all including seniors, children and those with disabilities, with tons of thriving local businesses that are easy to walk to?" he said. "Or do we want a place that is fast to drive through?" For more information on the federal program, visit infrastructure.gc.ca/trans/active-actif-eng.html

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WFP: Most city drivers want speed limit kept as is: poll (Apr1'21)
by Beth McKechnie 01 Apr '21

01 Apr '21

Most city drivers want speed limit kept as is: poll https://www.winnipegfreepress.com/local/most-city-drivers-want-speed-limit-… WINNIPEGGERS don’t want the speed limit lowered on residential streets, a new poll has found, despite a strong lobby effort to get city hall to slow drivers down. A Probe Research poll commissioned by Coun. Jeff Browaty asked 600 Winnipeggers about reducing the default speed limit on residential streets. A majority (56 per cent) said they opposed the change, while 44 per cent supported it. If given a chance to vote on a plebiscite to reduce the residential speed limit to 30 km/h from 50 km/h, 66 per cent said they would vote “no,” 26 per cent said they’d vote “yes” and eight per cent weren’t sure. Browaty (North Kildonan), who opposes lowering the limit, said the findings show most Winnipeggers agree with him. “It is pretty clear that… most of Winnipeg is opposed to the 30 (km/h speed limit) and lowering it in general,” he said. The councillor said he hopes the feedback will help to convince his council colleagues to keep the current residential speed limit. Last year, the majority of council members voted in favour of a one-year pilot project to test a 30 km/h speed limit on five residential streets, though no exact date has been set for that to begin. Browaty opposed the change. He said he remains convinced the city shouldn’t pursue speed reductions because roads are safe under the current limits. “I think there are a lot of responsible people who, on the more major local streets, will drive up to 50 km/h and can do so safely,” he said. “I hope these polling numbers will give an opportunity for my colleagues to reflect on what their constituents are thinking.” The Probe Research poll surveyed a random and representative sample of 600 Winnipeg adults online and by phone between March 10 and 21. The results are considered accurate within plus or minus 4.9 percentage points, with 95 per cent certainty. Winnipeg groups that have pushed council to reduce the speed limit argue the change is needed to improve safety. And that risk is why all speed limit decisions must be handled by experts, not guided by public opinion, said Mark Cohoe, executive director of Bike Winnipeg. “We’re not putting fire regulations to a plebiscite, why are we putting traffic safety to a plebiscite? We lose lives in this city due to people getting hit by cars. It’s unfortunate and I think we want to make sure that goes down to zero,” said Cohoe. The World Health Organization says pedestrians have a 90 per cent chance of survival when hit by a car travelling at 30 kilometres per hour, but that drops to less than 50 per cent when the car travels at 45 km/h. Mel Marginet, a sustainable transportation co-ordinator for the Green Action Centre, said she’s not surprised by the opposition to a reduced speed limit, something for which she has advocated. “Change is always hard and… a majority of Winnipeggers get around by personal vehicles and few people experience their neighbourhood on foot or by bike. So I think we just minimize that threat or we don’t appreciate how intimidating that is,” said Marginet. She expects public support would grow for a reduced speed limit on residential streets once Winnipeggers try them out. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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WFP: Councillor suggests alternate use for school-zone speeding funds (Mar30'21)
by Beth McKechnie 30 Mar '21

30 Mar '21

Councillor suggests alternate use for school-zone speeding funds Take radar revenue, reconfigure roads: Allard https://www.winnipegfreepress.com/local/allard-wants-school-zone-speeding-r… A WINNIPEG city councillor hopes to spend photo radar revenue from school zones to reconstruct roads in ways that slow down the drivers in those areas. Coun. Matt Allard, council’s public works chairman, is calling for a staff report with options to reallocate that cash from the police budget to public works. In a new motion, the councillor notes school-zone tickets have been criticized as a revenue generator and stresses more must be done to stop drivers from speeding near schools. “Some of the data indicates that there isn’t (enough) in terms of changes in driver behaviour despite the photo enforcement locations,” said Allard (St. Boniface). “What’s proven to work is actually reconfiguring the road where there’s a high volume of tickets.” He suggests the public service check out traffic-calming options to see what would work best in school zones with speeding concerns, which could include speed bumps or road narrowing. Allard said he doesn’t know how much revenue police could lose through the move, though he said budgets could be gradually altered to ease the loss. “I’m convinced that we need to do more than just photo enforcement. We need to follow that up with other road improvements in order for speeding to properly be addressed,” he said. The councillor said he believes photo radar vans have been effective at slowing down some speeders, but the city needs to take further action to address others. If the effort succeeds, that could eventually reduce or eliminate the need for photo enforcement, he said. “I think the program is a good one (but) I think it needs reform,” he said. The Winnipeg Police Service raised $9.6 million in photo-radar revenue in 2020, an amount that plummeted from an initial budget estimate of $15.8 million because of a drop in driving during the pandemic. City budgets don’t specify how much of the revenue is raised through school-zone enforcement. A total of 10 mobile units are assigned to conduct speed enforcement in zones around schools, playgrounds and construction, according to the WPS website. The number of school-zone tickets handed out has been inconsistent in recent years: 53,263 in 2016, 50,125 in 2017, 41,784 in 2018 and 41,793 in 2019. The lack of a clear downward trend shows ticketing hasn’t triggered a lasting improvement in driver behaviour, said Christian Sweryda, a law student and former WiseUp Winnipeg member who has long criticized the photo-enforcement program. “Personally, I see that tickets would drop as people get used to knowing where the vans are. And then, every year or two (police) have to change something to get the tickets back up,” said Sweryda. In an emailed statement, WPS spokesperson Const. Rob Carver declined to discuss what impact the budget change could have on the police service. “We will not speculate on the potential impact of budget proposals,” wrote Carver. *Allard’s motion is slated for a vote at the April 6 meeting of the Riel community committee.* Joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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Dangerous by Design 2021: Pedestrian Deaths Up 45% (US)
by Beth McKechnie 26 Mar '21

26 Mar '21

*Dangerous by Design 2021: Pedestrian Deaths Up 45%* The new edition of Dangerous by Design 2021 <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> from Smart Growth America reports that the number of people hit and killed by drivers while walking in the US increased by 45% in the last decade, and that the last four years have been the deadliest for pedestrian deaths since 1990. The report also highlights ongoing disparities in which groups of people are at greatest risk of dying while walking. Older adults, Black or African American and American Indian or Alaska Native people, and people in low-income communities continue to be disproportionately represented in fatal crashes involving people walking. The report uses the most recent federal Fatal Accident Reporting System data on pedestrian fatalities combined with data on population and walking rates to rank states and the 100 most populous metropolitan areas by their “Pedestrian Danger Index." Forty-nine states and 84 of the 100 largest metro areas have become more dangerous since the 2019 edition of the Dangerous by Design report. The report calls on states, localities, and the federal government to make improving pedestrian safety an urgent priority and identifies actions that can save lives. These include passing the newly introduced Complete Streets Act of 2021 <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…>, which would require state DOTs and MPOs to plan for all people who use the street, including the most vulnerable users. Learn more about the Dangerous by Design report in a webinar on March 25 at 2:00 pm ET <https://pedbikeinfo.us15.list-manage.com/track/click?u=7ae385fc8506278c2e45…> .

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Americans Drove Fewer Miles in 2020. Pedestrians Weren’t Any Safer. - WSJ
by Terry Zdan 23 Mar '21

23 Mar '21

https://www.wsj.com/articles/americans-drove-fewer-miles-in-2020-pedestrian…

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CTV: Winnipeg planning to build more pedestrian bridges (Mar19'21)
by Beth McKechnie 21 Mar '21

21 Mar '21

https://winnipeg.ctvnews.ca/winnipeg-planning-to-build-more-pedestrian-brid… WINNIPEG -- With more and more Winnipeggers choosing to walk or cycle as a mode of transportation, the City of Winnipeg also has plans to add more pedestrian bridges around the city. According to Chris Baker, a City of Winnipeg senior active transportation planner, the city has two current priorities when it comes to pedestrian bridges. “The top priority is the Fort Rouge McFadden Bridge, connecting the Downtown to Osborne Village,” he said. “The next priority would be the Pembina Highway overpass at the Bishop Grandin Greenway.” Baker added that these shovel-ready projects are part of the city’s infrastructure priority list and will be built once the city finds the funding. *THE CITY’S CURRENT PEDESTRIAN BRIDGES* Currently, there are more than 50 pedestrian bridges in the city of Winnipeg. “That includes everything from the signature bridges, the Disraeli pedestrian bridge over the Red River or the Esplanade Riel and all the way down to a bridge in a golf course or in a city park,” Baker said. He noted the city’s active transportation policy is what guides where it chooses to build bridges, adding that the policy calls for several bridges and other grade separations throughout the city. *ARE THE BRIDGES NECESSARY?* Baker said through the city’s monitoring of walking and cycling it has discovered that people are partaking in these activities more and more. He said that in the spring of 2020, some locations reported a 30 per cent increase in the number of pedestrians and cyclists compared to 2019. Anyone who is looking to provide feedback on pedestrian bridges can contact 311.

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CBC: Winnipeg still considering whether to continue, or expand, active transportation route program (Mar19'21)
by Beth McKechnie 19 Mar '21

19 Mar '21

City reviewing pandemic program that was popular with users, but not always with residents on closed streets https://www.cbc.ca/news/canada/manitoba/winnipeg-city-open-streets-active-t… Thousands of residents pedalled and pounded the pavement of Winnipeg's "open streets" routes earlier in the COVID-19 pandemic — but decisions on what will happen with that initiative this spring are still on hold. The restrictive nature of public health orders in 2020, as the pandemic began, prompted the City of Winnipeg last spring to expand its four regular Sunday/holiday bicycle routes <https://www.cbc.ca/news/canada/manitoba/city-winnipeg-active-transportation…> to seven days a week. It later added several other locations <https://www.cbc.ca/news/canada/manitoba/city-winnipeg-more-active-transport…> across the city. Sections of Lyndale Drive, Wellington Crescent, Wolseley Avenue and Scotia Street were, as usual, reserved for pedestrians and cyclists during daytime hours until the Thanksgiving weekend last year, with motor vehicle traffic limited to one block on those routes. The city added sections of Assiniboine Avenue, Churchill Drive, Egerton Road, Kildonan Drive and Kilkenny Drive to that list in April, and Vialoux Drive in July. They remained closed to daytime vehicle traffic <https://www.cbc.ca/news/canada/manitoba/winnipeg-open-streets-closed-labour…> until the Labour Day weekend last year. Now, with temperatures rising and some health restrictions still in place, there are questions about where the city will take the program this year. Some feel limiting motor traffic on certain streets should not only be continued, but expanded. "Absolutely. It's been life changing to have a place where we can walk and we can actually space" apart to observe physical distancing, Debbie Kroeker said as she strolled with a friend down Wellington Crescent. "If we didn't have this, we couldn't walk with more than one person. So it's just a way to really energize the community." A report on the active transportation routes was ordered by city council last September, but the public administration has asked for, and received, extensions to finish the work — the latest being until the middle of April. Staff with the city's public works department are expected to find options for other streets across the city that could be closed on some basis to motor traffic, and recommendations for establishing year-round active transportation route. The chair of the city's public works and infrastructure committee is keen to get going on some sort of expansion of the program, and is chafing at the wait for feedback from staff. "I, for one, would like to see them open right now," said St. Boniface Coun. Matt Allard. "The public service has had two extensions to produce the report.… Seeing the snow melt and recalling the huge success last year, I'm really eager to get this going, and I don't see why we can't get it going right away." 'A lot of confrontations': Wellington resident Not everyone thinks expanding the program would be a good idea. One Wellington Crescent resident says turning her street into an active transportation route has prompted plenty of friction between cyclists and pedestrians, and residents trying to get to or from their homes. "The people that are using the street don't really have any regard to the people that live on the street and need to access the street," said Leanne (she declined to give her last name). "So there's been a lot of confrontations … you know, yelling at people for being on the street or having your vehicle when you're just trying to get to your driveway and get home." She says she filled out a city survey seeking feedback on the routes <https://www.cbc.ca/news/canada/manitoba/winnipeg-open-streets-program-surve…> last year, and hopes some attention is paid to the residents. "Think of it from our point of view as well. We want everyone to be safe and walk, and it's a beautiful street and we want to enjoy it too, but we do live on it and we need to get our vehicles out," she said. Kroeker hopes the people who walk and bike the streets, and the residents along them, can find a way to use them together. "Everybody needs to dig a bit deeper and be tolerant and patient — and of course, please be respectful of our wonderful neighbours here and vice versa," she said. A spokesperson for the city's public works department called last year's open streets program "unprecedented" and said it was taking extra time to prepare the report on what to do next. "The additional time needed to present our recommendations has been a result of doing extensive due diligence in terms of consulting with stakeholders and working to ensure that any identified corridors are able to function as open streets," spokesperson Ken Allen said in an email.

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CBC: How pandemic bike lanes made some Canadian cities more accessible
by Beth McKechnie 19 Mar '21

19 Mar '21

Cycling advocates say temporary bike lanes should be made permanent https://www.cbc.ca/news/technology/pandemic-bike-lanes-canada-1.5951863 Several Canadian cities set up temporary bike lanes to accommodate the pandemic cycling boom, and biking enthusiasts want the changes to stay. According to a survey <https://www150.statcan.gc.ca/n1/daily-quotidien/200810/dq200810a-eng.htm> from Statistics Canada, more Canadians are now biking or walking to work than using public transit. After the pandemic began last year, many viewed cycling as a safer alternative to being crammed together with others in small spaces and increasing the potential risk of contracting COVID-19. Research <https://findingspress.org/article/19069-the-impact-of-covid-19-cycling-infr…> from the University of Toronto published last month suggests the pandemic bike lanes improved access to jobs, parks and stores. Cycling advocates say the changes should be made permanent and expanded further — similar to what is being done in Europe. According to cycling advocacy organization Vélo Canada Bikes, several cities, including Moncton, Kitchener, Ottawa, Montreal, Vancouver, Victoria, Toronto, Calgary and Winnipeg have extended their bike lane networks since the pandemic began. In Montreal, Société du parc Jean-Drapeau, which runs the park area that includes Île Sainte-Hélène and Île Notre-Dame, opened a new, year-round cycling route this winter between the Jacques-Cartier and Concorde Bridges. In Calgary, 13 kilometres of roadway with vehicle traffic was temporarily closed to provide space for cyclists and pedestrians to use during the pandemic. In Toronto, 25 kilometres of new temporary bike lanes <https://www.toronto.ca/home/covid-19/covid-19-protect-yourself-others/covid…> were approved in June 2020 through ActiveTO <https://www.toronto.ca/home/covid-19/covid-19-protect-yourself-others/covid…> — an initiative that opened up streets for cyclists and pedestrians to have more space for physical distancing while spending time outdoors. "These benefits are all temporary, and that's why we have an ongoing push to keep ActiveTO, retain the routes beyond 2021 and keep expanding," said Keagan Gartz, executive director of bike lobby group Cycle Toronto. New bike lanes expand access In the U of T study <https://findingspress.org/article/19069-the-impact-of-covid-19-cycling-infr…>, researchers mapped the provincial capital's entire cycling network using city and survey data. It was discovered that the COVID-19 cycling lanes increased cyclists' road access to stores and jobs by 10.4 per cent to 22.3 per cent and increased access to parks by 6.3 per cent. In the study, the researchers classified each roadway based on how stressful it is to cycle on. Roads where a child might easily ride were ranked at the low end of the scale while dangerous, busy roads were pinned at the top. Using this ranking system, the researchers were able to measure the impact of new temporary bike lanes on accessibility. Middle-class neighbourhoods benefit most One of the other researchers leading the study, Shoshanna Saxe, said the areas with the most improved accessibility were those where new infrastructure built on existing networks. "The places where we connect new bike lanes to old bike lanes are the places that benefit the most," she said. "And that means that places in parts of the city that didn't already have bike lanes are starting off a little bit farther behind. And so we need to build more for those parts of the city faster." Brian Pincott, executive director of Vélo Canada Bikes, said more work needs to be done to create equal access to cycling networks. "They were in places that were nice to go for a bike ride, not in more socio-economically challenged neighbourhoods," he said. "We have to look at cycling as a tool for equity so that lower-income neighbourhoods can access safe cycling infrastructure to get around." The federal government recently announced Canada's first active transportation fund <https://www.canada.ca/en/office-infrastructure/news/2021/03/government-of-c…> in response to the need for safe, alternative transportation options. The $400-million National Active Transportation Fund will be spent over the next five years on projects such as new cycling paths and trails. Bike lanes not always welcome However, not all efforts to expand bike lanes have been well received. The Vancouver Park Board recently met with criticism for approving to reinstate a temporary bike lane <https://www.cbc.ca/news/canada/british-columbia/vancouver-stanley-park-bike…> on Park Drive in Stanley Park. Last summer, the board opened up a lane dedicated to cyclists and pedestrians to make more room for physical distancing, restricting access to vehicles. The lane was later reconfigured to be shared between cyclists and cars as pandemic restrictions eased. Some argued that the addition of the new bike lane caused serious congestion as it forced the park's slow-moving horse-drawn carriages into a single car lane. Business owners in the area voiced concerns about customers being driven away by the closure. The public responded with a 27,000-signature petition in September demanding the park board reverse the decision. Pincott said that as municipalities develop new cycling infrastructure, they're learning more about which changes work. "We can always make adjustments, but we have to be open to trying," he said. Europe's investments in cycling U of T's Saxe said Canada should follow the lead of European cities in making temporary bike lane expansions permanent. "Around the world, we see examples of places that have said this is the future," she said. "This is how we get more people moving around in healthier, more environmentally-friendly ways. And Paris has been really leading the charge on that." According to the European Cyclists' Federation, 42 out of the 94 largest European cities have built new pandemic cycling networks and more than 400 kilometres of them are permanent. European cities have made significant investments in making it easier to travel by bike: - In Paris, Mayor Anne Hidalgo recently made the expansion of 50 temporary bike lanes permanent. - The European Cyclists' Federation's COVID-19 measures tracker <https://ecf.com/dashboard> shows that London, Milan and Granada, Spain, have put in the most cycling infrastructure since the pandemic began. - The British government announced funding <https://www.gov.uk/government/news/2-billion-package-to-create-new-era-for-…> last year for a new bus, cycling and walking initiative in England. That will provide 240 kilometres of permanent, protected bike lanes, as well as wider sidewalks, safer intersections and bus-only lanes by 2025. - Kraków, Poland, introduced five kilometres of pop-up bike lanesand has developed a five-year plan to connect all the city's districts with the centre. - Brussels imposed a 30 km/hr speed limit through most areas of the city at the start of the year and is conducting feasibility studies for a network of fast bike highways linking the city centre and the suburbs. - Barcelona has accelerated the construction of 160 kilometres of new or expanded bike paths, which will bring its bike network to 305 kilometres by 2024. Corrections - An earlier version of this story said the addition of a bike lane in Vancouver's Stanley Park forced cars, bikes, and horse-drawn carriages to share a single lane. In fact, bikes have their own lane while carriages and cars now share a single lane. Mar 18, 2021 12:17 PM ET

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CBC: ActiveTO poised to return in 2021, may include bike lanes and patios on Yonge Street
by Beth McKechnie 17 Mar '21

17 Mar '21

*ActiveTO poised to return in 2021, may include bike lanes and patios on Yonge Street* Major weekend road closures are recommended to continue even after the pandemic https://www.cbc.ca/news/canada/toronto/activeto-report-2021-1.5951691 <https://www.cbc.ca/news/canada/toronto/activeto-report-2021-1.5951691> Toronto is recommending the return of its ActiveTO program in 2021, which could include the addition of temporary bike lanes and curb lane patios on a major portion of Yonge Street. ActiveTO was created in the spring of 2020 to promote modes of active transportation such as cycling, running and walking during the early stages of the pandemic. A report recommending the renewal of the program <http://app.toronto.ca/tmmis/viewAgendaItemHistory.do?item=2021.IE20.12> this spring goes to the city's Infrastructure and Environment Committee on Tuesday, March 23. The city is recommending that the program become a permanent fixture even after the pandemic ends. "This report shows that ActiveTO was a tremendous success in 2020 and city staff are confident that we can build upon that success this year," said Toronto Mayor John Tory in a statement. "I think this report shows we are doing everything we can as a city government to support more active transportation options." According to the city, people who took part in the weekend road closures were overwhelmingly supportive of the initiative, with 92 per cent saying they wanted the closures to continue beyond COVID-19. The staff report also found minimal evidence for increased vehicle traffic delays due to the program, with some exceptions on the Gardiner Expressway and The Queensway. Yonge Street redesign to follow Danforth Avenue model The proposed changes on Yonge Street would be installed between Bloor Street and Davisville Avenue. The redesign of the street would be considered a pilot project with a tentative end date of Apr. 30, 2022. The report suggests temporary changes to Yonge Street that would mirror the redesign of Danforth Avenue undertaken last year. (Toronto) The proposed changes would mirror the approach taken on Danforth Avenue last summer, where new bike lanes and patios were installed using temporary blockades and paint. The report says the changes on Yonge Street could likely be implemented this year, though city staff have not provided a target date. Toronto city council approved a plan to add bike lanes to a larger stretch of Yonge Street <https://www.cbc.ca/news/canada/toronto/yonge-street-bike-lanes-council-1.57…> last fall. That decision called for the bike lanes to be installed sometime during the second quarter of the year. City to consider additional tweaks The version of ActiveTO proposed for 2021 includes several changes compared to the initial program introduced last year, which had three primary components: weekend road closures, the creation of "Quiet Streets" neighbourhood zones, and the expansion of the city's cycling network. While some major weekend road closures are slated to continue, the closures will likely not include a section of Lake Shore Boulevard West that proved to be among the more popular ActiveTO destinations last summer. City staff say construction projects taking place in the west end of the city would likely cause significant traffic delays if Lake Shore Boulevard East were closed to motor vehicles in either 2021 or 2022. The weekend road closures on portions of Bayview Avenue and Lake Shore Boulevard East are planned to continue. The report also recommends the cancellation of the Quiet Streets program, which saw the installation of traffic calming measures such as signage and barricades in 30 locations around the city. The report instead recommends "refocusing" on other measures such as reducing speed limits and automated speed enforcement.

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