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Week in review: July 15, 2017

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Consultations, feedback, and events

Transit

The Record’s editorial board calls Cambridge’s motion in opposition to the proposed light rail alignment through Preston “premature.” Meanwhile Ontario opposition leader Patrick Brown told CBC KW a PC government would also try to bring two-way all-day GO to the Region, but wouldn’t commit to high speed rail.

  • Bombardier admits it may miss 2017 TTC streetcar delivery target (no word on ION light rail vehicles) [The Star]
  • Planning the transit hubs of the future [CityLab]
  • Transit redesigns & improvements
    •  Fixing Toronto’s worst streetcar commute [CityLab]
    • Dallas council members say bus network overhaul can’t wait [Streetsblog]
    • The bus network redesign in Indianapolis will be like launching a brand new transit system [Streetsblog]
    • Can you tour a bus network redesign? [Human Transit]
    • Un-tangling transit: bus network redesigns panel (video) [Transit Center]

Cycling

  • Why I believe in bike lanes — and you should too: Adam van Koeverden [Metro News]
  • High collision road in Guelph to pilot green bike lanes and bike boxes [CBC]
  • How flowers keep cyclists safe on some downtown Toronto streets [Metro News]
  • Watch out Toronto, Mississauga is passing you in the bike lane [NOW Magazine]
  • Lessons from Amsterdam: how to make cycling easy and fun [Moving beyond the automobile]
  • It takes more than bollards to build a bike paradise [CityLab]
  • Not ‘cars vs bikes’ but ‘people for people’: one city leader’s manifesto for better streets [People for Bikes]

Vision Zero and health

Parking and land use

  • The hidden cost of bundled parking [ACCESS Magazine]
  • Right-sized development should focus on planning policy [The Record]
  • The invisible hand that designed your city [Strong Towns]
  • One thing Silicon Valley can’t seem to fix [NY Times]

Road ahead

  • Ridesourcing’s impact and role in urban transportation [ACCESS Magazine]
  • Why it matters that Uber and Lyft are becoming more like public transit [Quartz]
  • ‘Uberization’ no more: Edmonton city council quashes talks with ride-shares for transit overhaul [The Record]
  • When your state DOT (or provincial MTO) starts talking about “relieving congestion,” alarms should go off [Streetsblog]
  • All the effort that went tiny fighting a Dallas highway is about to pay off [Streetsblog]

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Week in review: July 8, 2017

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Consultations, feedback, and events

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Week in review: July 2, 2017

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Consultations, feedback, and events

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Week in review: June 24, 2017

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Consultations, feedback, and events

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Week in review: June 17, 2017

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Consultations, feedback, and events

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Blazing a trail or blasé signed routes?

You get what you pay for. It’s a pithy saying, but it holds a lot of truth – if you’re not willing to invest enough to make something work, it most likely won’t.

The phrase has significance to the proposed trail connection between the Iron Horse Trail and the future transit hub at King and Victoria. If costs become the sole focus in planning, this trail will not attract people to walk and bike along it to get to the hub. Unfortunately, that may be the road we’re going down, literally.

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Week in review: June 10, 2017

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Consultations, feedback, and events

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Krug Street: how to make the most of limited space

Krug Street is an important piece of Kitchener’s Cycling Master Plan. It’s one of the precious few roads that crosses the Conestoga Parkway that doesn’t have dangerous on or off ramps, and doesn’t carry heavy traffic. Portions are currently being reconstructed, and with that work comes the opportunity to integrate cycling facilities on the street.

However, Krug can be quite narrow in places, as little as 8 m in some blocks, which doesn’t have room for full bike lanes and car lanes wide enough for buses to pass. Widening the roadway has been ruled out, as this would remove significant tree cover which improves the safety and walkability of the street.

Advisory bike lanes as proposed by the City of Kitchener
The solution city staff are recommending is to put “advisory bike lanes” on the narrower portions. Advisory lanes would have the full width of bike lanes, but would be dashed instead of solid lines. The middle section of the road would be narrower than two conventional traffic lanes, with no centre line. Motorists would be expected to use the middle section, except when approaching an oncoming vehicle, at which point they would be allowed to pull into the advisory lanes, yielding to people cycling in them. (more…)

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Week in review: June 3, 2017

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Consultations, feedback, and events

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