Report

Peterborough
Cycling Master Plan
2022
Contents
1.  Project Overview and Context
1.1.  What is a Cycling Master Plan?................................................................................1
1.2.  Why does Peterborough need a Cycling Master Plan?....................................................2
1.3.  What’s Inside ......................................................................................................3
1.4.  Study Process.......................................................................................................4
1.5.  Engagement and Consultation Overview .....................................................................6
1.6.  Policy Context ................................................................................................... 11
1.7.  Travel Trends ..................................................................................................... 13

2.  Vision for Cycling in Peterborough..............................................................16

2.1.  Vision Statement................................................................................................. 17
2.2.  Study Goals ...................................................................................................... 17

3.  Future Scenarios.....................................................................................20

3.1. Overview.......................................................................................................... 21
3.2. Influences ......................................................................................................... 21
3.3.  Scenario Development.......................................................................................... 23
3.4.  Scenario Evaluation & Recommendation.................................................................... 24

4.  Create an Irresistible Network...................................................................26

4.1. Overview.......................................................................................................... 27
4.2. Background....................................................................................................... 27
4.3.  Strategies & Recommendations............................................................................... 32
 5.  Pursue Design Excellence..........................................................................46
5.1. Overview.......................................................................................................... 47
5.2. Background....................................................................................................... 47
5.3.  Strategies & Recommendations............................................................................... 51

6.  Building a Cycling Culture.........................................................................58

6.1. Overview.......................................................................................................... 59
6.2. Background....................................................................................................... 59
6.3.  Strategies & Recommendations............................................................................... 61

7.  Encourage Year-Round Riding....................................................................72

7.1. Overview........................................................................................................... 73
7.2. Background........................................................................................................ 73
7.3.  Strategies & Recommendations............................................................................... 76

8.  Go For Gold..........................................................................................82

8.1. Overview.......................................................................................................... 83
8.2.  Mode Share Targets............................................................................................. 85
8.3.  Monitoring and Evaluation.................................................................................... 85
8.4.  Strategies & Recommendations............................................................................... 86
8.5.  Master Plan Implementation & Funding.................................................................... 89
8.6.  Integration with other Plans & Policies..................................................................... 91
8.7.  Revisiting the Plan.............................................................................................. 91
8.8.  Summary of Recommendations............................................................................... 91
List of Appendices
Appendix A – Consultation Summary Memorandums
Appendix B – Vision & Goals Memorandum
Appendix C – Scenario Evaluation Memorandum
Appendix D – Cycling Impact Analysis Mapping
Appendix E – Ultimate Cycling Network: Preliminary Facility Types and Summary of Network Links
Appendix F – E-Bike Policy and Practice Review Memorandum
Appendix G – Cycling Programming Strategy Memorandum
Project
Overview
and Context
1.1. What is a Cycling Master Plan?
A Cycling Master Plan is a long-term strategic plan intended to:
• Guide the development and implementation of the cycling network over time;
• Identify supporting programs and policies to supplement infrastructure;
• Be integrated into broader policy documents such as the Transportation Master Plan
(TMP) and Official Plan (OP);
• Include recommendations to support cycling as part of the broader multi-modal
transportation network; and
• Provide an action-oriented implementation plan to guide investment over
the short-term horizon.
The Cycling Master Plan provides the blueprint to build a more cycling-friendly city and
encourage more people to choose cycling as a transportation option in Peterborough.
A master plan is not the same as a capital plan or feasibility study. It is a planning document
that articulates the vision, and goals for cycling in the City, along with strategies and
recommendations to achieve the desired outcomes. However, each project or program in the
master plan will be subject to additional analysis and study prior to implementation in order to
obtain the necessary approvals, depending on the project type and funding needs.

Role of a Master Plan

A Master Plan Provides: A Master Plan Does Not Provide:

• An overall vision and strategy; • Specific design and implementation
• An ultimate network concept; details for proposed facilities (except
for case study corridors);
• An implementation plan for
short-term improvements; • Detailed cost estimates and annual
funding commitments.
• Networks and policies to inform
higher-order documents such
as TMPs and OPs; and
• Policy, programming and
network recommendations.

1
 1.2. Why does Peterborough need a Cycling Master Plan?
“Cycling increases the
quality of life component
for a region, which
plays a role in attracting
business investment and
entrepreneurs to locate
in Peterborough & the
Kawarthas” – Peterborough
& the Kawarthas
Economic Development
2
Creating a Cycling Master Plan allows the City of
Peterborough to:
• Create a long-term vision for cycling in Peterborough
and set goals for how cycling will fit into the overall
transportation system and serve desired land-use patterns;
• Effectively grow the cycling network in a coordinated
and strategic manner while improving connectivity,
accessibility and safety; and
• Contribute to sustainability, social equity and climate
change action in Peterborough.
Increasing cycling provides many benefits, both to individuals
and to the City as a whole, and aligns with policy objectives at
municipal, provincial and federal levels. Integrating physical
activity into day-to-day transportation needs through cycling
is an effective way to improve personal physical and mental
health and can even lead to reduced pressure on the public
health system. Increasing the number of people cycling can
also create a more liveable city, leading to positive community
building outcomes. Finally, reducing the reliance on personal
automobiles can contribute significantly to the emissions
reduction targets from the Climate Change Action Plan. For
more information on the benefits of cycling, the Peterborough
City & County Active Transportation and Health 2020
Indicators Report further describes many benefits that accrue
to communities that are more bike-friendly.
1.3. What’s Inside
The Cycling Master Plan report has been structured around the following sections:

Chapter

1
Provides context on the study process, consultation,
policy and travel trends in Peterborough to inform the
master plan development.

2 Provides the foundation for the study by describing the

project vision and goals.

3 Provides a summary of scenario development and

evaluation to guide the plan recommendations.

4
Identifies the core study recommendations and actions,
with each chapter linked to a core study goal:
• Create an Irresistible Network

7
• Pursue Design Excellence
• Build a Cycling Culture; and
• Encourage Year-Round Riding

8 Describes the fifth and final goal (Go for Gold) which
also encompasses the implementation plan.

Supporting appendices provide additional detail and context.

3
 1.4. Study Process
1.4.1. Study Phases
The broad steps involved in creating the Cycling Master Plan are outlined in Exhibit 1.1
and described below:

Step 1 Step 2 Step 3

Assessing existing Developing a long-term Strengthening

conditions including
the existing cycling
network, recent travel
trends, transportation and
land use patterns, and
infrastructure growth and
identifying best practices
vision and goals for
Peterborough’s cycling
network, considering the
potential for cycling to
support climate change
objectives and influence
infrastructure priorities
existing initiatives and
recommending new
policies and programs
which promote cycling
as an attractive
transportation option

Step 4 Step 5

Establishing a comprehensive Developing the final

network plan with input from Peterborough Cycling
the public and stakeholders, Master Plan Report &
made up of both on-road study documentation.
and off-road cycling and
trail projects for the short-
and long-term, including
preparing supporting design
guidelines and preliminary
design concepts for
specific corridors; and

4
 Exhibit 1.1: Peterborough Cycling Master Plan Study Process

Step 1 Step 2 Step 3 Step 4 Step 5

Access existing Establish a Expand & identify Network Final Cycling

conditions long-term vision policies & development & Master Plan
and goals programming design guidance

Fall 2020 Spring 2021

Public Public
Consultation Consultation
Round 1 Round 2

On-going online engagement for study and corridor review

1.4.2. MCEA Process

The Cycling Master Plan study was conducted in accordance with the master
planning process to fulfill requirements of Phases 1 and 2 of the Municipal Class
Environmental Assessment (EA) process under the Environmental Assessment Act.
This study was conducted using Master Plan Approach 1. The Class Environmental
Assessment process provides a transparent approach to planning and building
municipal infrastructure. Public and stakeholder participation is mandatory
throughout the process.
Phases 1 and 2 involve identifying problems and opportunities and presenting
alternative solutions. For the Peterborough Cycling Master Plan, the major problems
that needed to be addressed were planning for future growth, meeting the needs
of current residents and increasing the use of cycling to support broad community
objectives. Broad alternative approaches were developed in order to address these
needs, in particular by creating a candidate network and a series of mode share
scenarios. These scenarios were evaluated, and a preferred alternative was chosen.
The preferred alternative led to the recommended projects, policies and actions
presented in this Cycling Master Plan.
Under Approach 1, the Master Plan considers a broad level of assessment thereby
requiring more detailed investigations at the project-specific level in order to fulfil the
Municipal Class EA documentation requirements for any Schedule B and C projects
identified within the Master Plan. Schedule B projects would require the filing of the
project file for public review while Schedule C projects would have to fulfil Phases 3
and 4 prior to filing an Environmental Study Report (ESR) for public review.

5
 1.5. Engagement and Consultation Overview
Developing a thorough understanding of the community’s needs and desires is
paramount to creating a plan that reflects the needs of residents. The consultation
program for the Cycling Master Plan consisted of numerous stakeholder meetings,
two rounds of public engagement and on-going online engagement via the
ConnectPTBO platform.
As the study was initiated shortly before the COVID-19 pandemic, public consultation
sessions were hosted virtually via a combination of Microsoft Teams and through the
project website, ConnectPTBO.
Exhibit 1.2 outlines a timeline of various consultation activities. More detail on the
public consultation sessions in the following sections.

6
Exhibit 1.2: Timeline of Consultation and Engagement Activities

May 2020: Study Launch Online Public Survey

May 2020: Peterborough Bicycle Advisory Committee Study Update

June 25 2020: Stakeholder Visioning Workshop

September 10 2020: Internal Stakeholder Meeting

September 2020: Public Open House #1

December 2020: Internal Stakeholder Meeting

December 2020 - January 2021: Programming Stakeholder Meetings

December 2020: B!KE Focus Group

February 2021: Internal Stakeholder Meeting

February 2021: Peterborough Bicycle Advisory Committee Study Update

April 2021: Public Open House #2

April 2021: Peterborough Bicycle Advisory Committee Network Review Workshop

April 2021: Peterborough Environmental Adivsory Committee Study Presentation

April 2021: Internal Stakeholder Meeting

May 2021: Downtown Business Improvement Area Study Presentation

October 2021: Accessibility Adivsory Committee Study Presentation

7
 Online Launch Survey
An online survey was posted on the project website through the ConnectPTBO portal
as of May 27, 2020 and was available online until August 2020. The survey was
intended to introduce the Cycling Master Plan and gather initial input to inform study
development. Just under 500 people provided responses to the launch survey
during this time. In addition to the survey, an interactive map of the City’s existing
cycling network was posted on the project website for members of the public to review.
Key findings of this survey include:
• In an expanded cycling network, most participants would like to see multi-
use trails for people walking and cycling, protected cycling lanes, streets
that are prioritized for cycling and where traffic is slowed, and cycling lanes
with a painted buffer;
• Most participants are comfortable cycling on busy streets with bike lanes, but
a significant number of participants choose to cycle mostly on quiet streets
and multi-use trails;
• A strong majority of participants would like the community to be much more
bicycle friendly with many more multi-use trails and facilities along roads;
• The most common factors that discourage people from cycling include feeling
unsafe due to vehicular traffic, not being able to get to where they need to go
because the network is not well connected, concerns over their bike being stolen,
and a lack of bike racks or storage rooms to securely park their bike; and
• Participants indicated that the most important factors for improving and expanding
the cycling network are improving safety, ensuring cycling routes have no gaps,
planning for the cycling network to serve all ages and abilities, and ensuring the
cycling network links well to most neighbourhoods.

“Peterborough is just the right size for cycling -- the whole city
is within an easy cycling distance. As our City has declared a
climate emergency, and as we embark on a significant period
of adapting to the reality of Covid-19, this is an ideal time to
shift how we as a community get around -- towards more
cycling. The health and environmental benefits are enormous.
The key issues to me are improving safety (reduced speeds,
protected bike lanes) and filling in the network so that cycling
is a safe and reasonable option for all routine transportation
in this city. And mode shift (from cars to bikes) should be
identified as an explicit part of our climate response.” –
Peterborough Resident

8

“I’d like to see something
that speaks to developing
a culture of cycling. I have a
young family and we love
to bike downtown, but in
usual times it is a stressful
experience and so we
avoid it. During COVID with
the extra space we have
very much enjoyed cycling
downtown with the kids.
Having a wider lane, with
cars on the left (no chance
of dooring), and a protected
lane make a world of
difference when biking with
kids. I’d like to see more
routes like this along main
routes to encourage parents
to let their kids bike to
school. “– POH #1 Participant
Public Open House #1 (POH #1): September 2020
The first POH gathered feedback from the public on the
draft vision statement, potential mode share scenarios for
Peterborough, guiding principles, and the candidate cycling
network. Participants were able to provide comments on a map
of the candidate cycling network, indicating locations that are
a priority for them and where they think a bike route should or
should not be added.
During the first POH, over 150 people responded to the online
survey. Additionally, over 100 comments were provided on the
map of the candidate cycling network.
Some key themes that emerged from the first round of public
engagement include:
• Most people support the “Spark” scenario (refer to
Section 3 for more information) which includes targeting
a high cycling mode share and supporting a significant
investment in cycling;
• Participants were generally supportive of the corridors
identified in the candidate cycling network but identified
some additional links and areas to expand; and
• The community places a high priority on safety, with
significant concern for year-round maintenance,
separated facilities, signage, traffic, and driver
education and enforcement
9

“While it is good that we
now have some dedicated
cycling lanes, more are
needed in the downtown
as well as other main
thoroughfares. While
trails are good, many
people want to cycle to
work or school and many
workplaces/schools
are not on the trails.“ –
POH #2 Participant
“This plan will move us
in the right direction, I
believe. If we keep building,
maintaining and improving
the infrastructure for cycling
in the city, then the culture
and use by residents will
grow. There are several
excellent bike paths in
the city, but they need to
be connected better.” –
POH #2 Participant
10
Public Open House #2 (POH #2): April 2021
The second POH gathered public input on the refined study
vision, study goals, proposed mode share scenario and target,
preliminary programming recommendations and the potential
cycling network. Participants were able to provide comments on
several maps, including the existing cycling network upgrades
map, the potential cycling network and the candidate Crosstown
Network cycling routes.
During this round of consultation, just under 200 people
responded to the online survey. Additionally, over 100
comments were provided on the various online maps.
Some key themes that emerged from the second round of public
engagement include:
• Most participants (about 80%) strongly supported the
vision statement, study goals and the “Spark” scenario
including targeting a high cycling mode share and
supporting a significant investment in cycling ($48M);
• Participants provided many detailed comments on the
potential networks and identified improvements to the
existing network; and
• The community places a high priority on improving the
connectivity of the cycling network, particularly with an
emphasis on separated cycling infrastructure such as trails,
protected bike lanes and cycle tracks.
1.6. Policy Context
Numerous policies at the federal, provincial and municipal levels demonstrate support
for cycling within Peterborough. This is important as new development must adhere to
these policy directions. In particular, the Provincial Policy Statement (2020) and the
City’s Draft Official Plan (2021) are both supportive of increased cycling and active
transportation. Some key policies include:
• Provincial Policy Statement (2020) – 1.1.3.2 – Land use patterns within
settlement areas shall be based on: a) densities and a mix of land uses which: (...)
4. Support active transportation;
• City of Peterborough Draft Official Plan (2021) – 2.2.4 – a) An efficient,
integrated and multi-modal transportation system provides choice for easy,
accessible travel by facilitating all forms of transportation, including active
transportation (...);
• City of Peterborough Draft Official Plan (2021) – 4.1.2 – b) v. Preference
for [public facility] sites accommodating new public service facilities, including
hospitals and schools, should be given to sites that are easily accessible by active
transportation and transit.
• City of Peterborough Draft Official Plan (2021) – 4.1.4 – a) This Plan
recognizes the need to increase the convenient access of residents’ daily shopping
needs to support complete communities and active transportation (…);
• City of Peterborough Draft Official Plan (2021) – 6.2.1 – a) Successful
communities are supported by planning public streets, spaces and facilities to
be safe, meet the needs of pedestrians, cyclists, transit users and motorists, foster
social interaction and facilitate community connectivity.
Common cycling-related aspects included in policy documents are:
• Encouraging the integration of land use and transportation planning for the
development of complete communities which have many benefits including
enabling people to use active transportation;
• Reducing environmental impact and improving public health through
active transportation; and
• Recognizing cycling as an important part of a multi-modal transportation
system and emphasizing the role of programming and outreach combined with
cycling infrastructure.
Recommendations developed as part of the CMP are intended to be integrated into
Peterborough’s Official Plan, the Transportation Master Plan, and sectoral studies that
examine specific areas of Peterborough in detail. Exhibit 1.3 provides an overview
of other relevant planning documents at each level of government and their level of
emphasis on key aspects related to cycling.

11
 Exhibit 1.3: Overview of Federal, Provincial, County and City Planning Documents

○ = Low Emphasis ◑ = Medium Emphasis ●  = High Emphasis

Plan Land Use Cycling as Investment in Support for

Policies to a Mode of Infrastructure Programming
Support Active Transportation and Network & Outreach
Transportation
Federal and Provincial Planning Documents
Draft Federal Sustainable Development
Strategy (2018)
○ ● ● ●

Provincial Policy Statement (2020) ● ● ◑ ○

A Place to Grow: Growth Plan for the
Greater Golden Horseshoe (2017)
● ◑ ● ○
#CycleOn – Ontario’s Cycling Action
Plan & Cycling Network Study (2018)
◑ ● ● ●
Integrated Accessibility Standards,
Ontario Regulation 191/11
○ ○ ● ○

County and City of Peterborough Planning Documents

City of Peterborough Draft Official Plan
(2021)
● ● ● ○
City of Peterborough Comprehensive
Transportation Master Plan (2012) – ◑ ● ● ◑
Ultimate Cycling Network
City of Peterborough Vision 2025
Strategic Plan (2016)
○ ● ● ◑
City of Peterborough Accessibility
Plan (2018)
○ ● ● ○
Peterborough Age-Friendly
Community Plan (2017)
○ ◑ ● ●
County of Peterborough
Official Plan (1994)
○ ◑ ○ ○
Peterborough Community Well-Being
Plan (2019)
○ ● ● ○
Greater Peterborough Area Climate
Action Plan (2016)
○ ● ● ○
Peterborough & The Kawarthas
Future Ready Regional Economic ○ ○ ◑ ○
Development Plan

12
1.7. Travel Trends
Understanding historical transportation trends is important in order to develop and implement strategies to
shift travel behaviour.
In Peterborough, while the automobile remains the most dominant mode of transportation for all trips, the
cycling mode share is increasing. Between 2006 and 2016, cycling has increased from 0.7% to 3.5% of all
trips made by Peterborough households1.
Exhibit 1.4: Daily Mode Share for All Trips for Peterborough Households, 2006-2016

Source: Transportation Tomorrow Survey (TTS)

For cycling, it is important to also consider the mode share for trips under 5 km because that is a distance
that is easily travelled by bike. Considering trips under 5km, the cycling mode share increases to 4.7% and
for trips that take place during the AM peak period, it increases slightly more to 5.1% which may be partially
attributed to active school travel. Trips under 5 km in length make up about 65% of the total number of trips
by Peterborough households.

1
A separate travel survey conducted in 2018 in preparation for the Transportation Master Plan
update reported higher daily mode shares for transit (7.0%) and walking (7.8%), as well as a
cycling mode share of 2.4%. This survey included a broader sample of transit riders and non-
residents (such as post-secondary students) than the TTS.

13
 Exhibit 1.5: Daily Mode Share for Trips ≤ 5 km, 2006-2016

Source: Transportation Tomorrow Survey (TTS)

Despite these encouraging trends, close to 80% of all trips in Peterborough under 5 km are still taken by
automobile (driver or passenger). These short trips provide a potential market of trips that can more easily
be converted to cycling. To encourage people to bike short distances more frequently, it is important for the
cycling network to be connected, accessible and safe.
Peterborough compares favourably to peer cities in terms of cycling mode share. Journey to work mode
shares from the 2016 Census were compared to other similarly-sized peer cities including Barrie, Brantford,
Guelph, Kingston, and Thunder Bay (refer to Exhibit 1.6).
Exhibit 1.6: Mode Share Trends for Peterborough and Comparative Peer Cities

Census Subdivision Cycling Mode Share –

Municipality
Population (2016) Journey to Work
Peterborough 82,094 2.2%
Barrie 141,434 0.5%
Brantford 97,496 1.1%
Guelph 131,794 1.6%
Kingston 123,798 2.4%
Thunder Bay 107,909 1.3%

Source: Statistics Canada (2016)

14
Peterborough has invested significantly in cycling infrastructure since the 2012 Transportation Master Plan
was completed, with an estimated $14M in cycling-specific infrastructure spending (City expenditure). This
city investment has been supplemented by investment from other levels of government with an additional
approximately $5M. With this historic investment, the City is seeing the corresponding increase in cycling
mode share. Notably, the 20-year active transportation mode share target of 8% (walking and cycling)
presented in the 2012 Comprehensive Transportation Master Plan was surpassed early on in the life of the
Transportation Master Plan, demonstrating the speed of growth in cycling and active transportation more
broadly in Peterborough.

15
 Vision for
Cycling in
Peterborough

16
2.1. Vision Statement
The study vision statement reflects the desired future for cycling in Peterborough and guided the development
of the Cycling Master Plan and the ultimate cycling network. The vision statement is:

“Peterborough is a leader in
cycling with a safe, connected and
accessible network that serves all
ages and abilities by 2041. Cycling
for transportation and recreation
contributes to a thriving, healthy
and resilient community and
supports the City’s sustainability
and climate change goals.”

2.1.1. How Was the Vision Developed ?

Input from the public and stakeholders was crucial for developing a vision statement that reflected the
desired future of the community. The first step to gather input was a visioning workshop with stakeholders
including representatives from the community, the Peterborough Bicycle Advisory Committee, the County of
Peterborough and representatives from various City departments. This workshop provided the foundation
for the vision statement which was then shared with the public at the first Public Open House. The majority of
participants were supportive of the vision statement and additional feedback was collected and integrated to
strengthen the statement which resulted in the final vision for the Plan.
The full Vision & Goals memo is provided in Appendix B in this report.

2.2. Study Goals

The Cycling Master Plan goals are comprised of high-level strategic directions that will help achieve the
vision and support cycling in Peterborough. The goals are described briefly below and then in more detail in
the following study chapters.

17
 1. Create an Irresistible Network
This goal focuses on creating a more
connected, accessible and safer cycling
network, making cycling a more attractive
and competitive mode of transportation.
Specific network improvements are
recommended including proposed new links
and upgrades to the existing network in line
with the Crosstown Network and the hybrid
Accelerate-Spark scenario.
This goal is tied to the following
study objective:
• Review and update the Cycling
Network from the 2012 Comprehensive
Transportation Master Plan to
incorporate upcoming and planned
infrastructure improvements, best
practices in cycling facility selection,
and prepare functional design concepts
for select corridors for integration into
the upcoming TMP and amendments to
the 2021 Official Plan.
18
2. Encourage Year-Round Riding
The focus of this goal is on supporting
maintenance practices and cycling
infrastructure that will encourage people
to cycle year-round and make winter cycling
in particular a more viable and enjoyable
mode of transportation. Key recommendations
include expanding winter maintenance
initiatives and developing facilities that are
accessible to people of all ages and abilities.
This goal is tied to the following
study objective:
• Provide recommendations and cost
estimates for a maintenance program to
encourage year-round cycling.
3. Pursue Design Excellence
This goal focuses on developing a network
that is accessible to cyclists of all ages
and abilities, with an emphasis on separated
cycling infrastructure, quiet streets routes and
bicycle boulevards that provide a higher level
of comfort for people cycling. In support of this
study goal, supporting design guidelines for
cycling facilities have been prepared with an
emphasis on all ages and abilities infrastructure.
This goal is tied to the following study objective:
• Develop design standards for cycling
infrastructure that incorporate best practices
for cycling safety and consider items
such as wayfinding and signage, buffers,
bicycle parking, intersection safety, and
considerations for year-round cycling.
4. Build a Cycling Culture
This goal focuses on continued and expanded
programming efforts that contribute to
a community culture that is supportive
and aware of cycling as a mode of
transportation. Programming efforts help
increase ridership, contributing to mode share
targets and positive health outcomes for the
community. Actional items include specific
programs that can be implemented to grow
the culture of biking in Peterborough.
This goal is tied to the following
study objective:
• Identify recommendations for effective
programming to increase cycling as a
preferred travel option.

5. Go for Gold
This goal focuses on an implementation plan that will
help Peterborough become a cycling leader in Canada.
In particular, this study goal focuses on achieving a Gold
certification level through the Bicycle Friendly Communities
program. This chapter includes specific targets and a monitoring
plan to track progress on the Cycling Master Plan goals.
This goal is tied directly to the following study objectives:
• Establish a cycling mode share target that is aspirational
but realistic to support increased cycling mode share and
promote a strong cycling culture.
• Develop strategies to improve the City’s current silver
Bicycle Friendly rating to gold or platinum using the Bicycle
Friendly Communities criteria.

19
 Future
Scenarios

20
3.1. Overview
An important component of developing the cycling master plan was identifying three
scenarios representing different plausible futures for cycling investment and support in
Peterborough over the 20-year horizon of the study.
These future scenarios allow us to ponder questions like:
• How well do investments in cycling support broader community goals and
objectives in Peterborough?
• What role is envisioned for cycling in the overall transportation
network in Peterborough?
• What level of commitment and pursuit of cycling improvements
is most appropriate?
These future scenarios encompass
programming and infrastructure
improvements, each including a predicted
cycling mode share as a key indicator.
“Mode” refers to the way Mode share is used here as the primary
that Peterborough residents indicator as it applies an outcome-
travel around the city oriented lens to scenario development and
(i.e. by walking, biking, allows for a quantitative assessment of
taking transit, driving, or scenario impacts.
as a passenger in a car).
Cycling mode share is the A necessary first step to exploring the
share of all trips taken by future, is understanding the present –
bike and is usually shown specifically, what the current mode share
as a percentage. and travel trends are in Peterborough.
Tracking mode share over time gives an
objective view of how people’s travel
habits are changing, and it is an important
indicator used in transportation planning.
This foundation was used to develop
the future scenarios presented in this
chapter. The main influences on scenario
development, the evaluation framework
and the recommended scenario are also
described below.

3.2. Influences
In developing future scenarios, it is important to consider emerging influences on our
transportation networks. These influences may be either internal (related to community
values, land use and network context, and policy support) or external (related to
broader trends influencing the community).

21
 Several key considerations are described in the
following sections.

3.2.1. Our Aging Population

“I belong to a Seniors
e-Trike Group and e-Motors The City of Peterborough has a relatively high proportion of
are getting Seniors back older adults. Presently, a very small portion of older adults
into Cycling in a huge way in Peterborough walk or cycle as their main daily mode of
in Canada and the USA” transportation. However, the percentage of older adults cycling
– PIC #2 Comment has increased from 0.1% in 2011 to 1.7% in 2016. An important
potential disruption to travel trends for older adult cyclists is
the growing adoption and widespread, low-cost access to
e-bikes and e-cycles. E-cycles are attractive to a wider range of
residents, including older adults, since they reduce the physical
strength and skill necessary to cycle, and increase the ease of
using different forms of bicycles such as tricycles, recumbents
etc. From this perspective, the anticipated growth in older
adults as a percentage of Peterborough’s residents occurring
“I have cycled in and
at the same time as e-assist bicycles are expanding rapidly in
around Peterborough
availability may present a unique opportunity for Peterborough.
for 35 years and have
witnessed the growth 3.2.2. Post-Pandemic Travel
of cycling infrastructure,
and subsequent use of The Cycling Master Plan was initiated just as the COVID-19
the system. People will pandemic hit across Canada and around the globe. Throughout
use cycling routes if they consultation for this study, the pandemic is top of mind for
are available and with many residents, who have identified the potential for cycling,
the current pandemic, and active transportation more broadly, to play a major role in
cycling is growing even pandemic recovery.
more. The time is right!”
– PIC #2 Comment
3.2.3. Embracing Equity
Historical approaches to the provision of transportation
infrastructure and services have resulted in inequities within
communities that are disadvantaged due to physical or cognitive
ability, age, race, income, gender, language spoken etc. The growing recognition of and need to ensure
decisions do not create inequities inform transportation planning practice today. Equity in transportation
planning is about acknowledging barriers and people’s differences, especially those of vulnerable residents,
and identifying strategies to provide access that reflects these differences. Cycling infrastructure can play an
important role in expanding opportunities for mobility for many residents. When high-quality infrastructure
is provided throughout the city, the benefits of cycling including health benefits and the cost savings of not
having to rely on a car for all or most trips are available to more people.

22
3.3. Scenario Development
A four-step approach was taken to analyze current and potential cycling mode share
in Peterborough:
1. Current network evaluation and travel behavior modelling;
2. Scenario development and visioning;
3. Qualitative evaluation and public engagement; and
4. Quantitative evaluation.
In Step 2, three scenarios emerged: Continue, Accelerate, and Spark. These scenarios
build on the current network of cycling facilities and involve increasing levels of
investment into the cycling network. Notably, while the extent of the network varies
across scenarios, the intent is that the network would be made up of high-quality
cycling facilities appropriate for the roadway context that reflects an all ages and
abilities (AAA) approach.
Population and employment projections were used to predict the future mode share
based on the infrastructure growth and trends uncovered in Step 1. In addition to
infrastructure, an increased investment in programming and policy were included in the
Accelerate and Spark scenarios to further increase mode share. The three scenarios
are described in the following sections. More detailed descriptions are available in the
Vision & Goals Memorandum in Appendix B.

3.3.1. Continue: Modest Investment

The Continue scenario focuses on maintaining and filling connectivity gaps between
segments of the existing network and upgrading some minor segments of the network.
However, no major investment in new facilities is included resulting in approximately
20 km of new network by 2041.
Achieving the Continue scenario results in a potential future mode share of 5% based
on infrastructure investment only.

3.3.2. Accelerate: Increased Investment

The Accelerate scenario focuses on improving cycling facilities in higher density
areas close to the downtown core. In this scenario, dedicated cycling facilities will be
constructed so that all residents living within 2km of downtown will be located within
400m of a cycling facility, along with some targeted investments and upgrades in
areas beyond the 2km radius. This scenario calls for the construction of 80km of new
infrastructure by 2041 and an increase in funding towards programming.
Achieving the Accelerate scenario results in a potential future mode share of 7-10%.

23
 3.3.3. Spark: Significant Investment
The Spark scenario describes an aggressive approach to ensure that cycling facilities
are nearby for almost all residents of the city. Like the Accelerate scenario, all residents
living within 2km of downtown will be within 400m of a cycling facility. Outside of the
downtown core, 90% of residents will be within 400m of a cycling facility. The aim
is to make cycling on a dedicated route an option across Peterborough. A proposed
network of 160km is constructed in this scenario along with an increase in funding
towards programming.
Achieving the Spark scenario results in a potential future mode share of 10-20%. This
also reflects the development of a true “bike culture”, which tends to reinforce cycling
as a viable transportation choice among a much larger proportion of the population as
increased ridership exponentially grows the visibility of cyclists.

3.4. Scenario Evaluation & Recommendation

To better understand the impacts and trade-offs of each scenario, several layers of
review were conducted. For full details, refer to the Cycling Master Plan Scenario
Evaluation Memorandum in Appendix C.

3.4.1. Qualitative Review

This review was conducted to assess alignment with City plans, policies and objectives
under the following community goals:
• Reduce Climate Change Impact • Local Economic Uplift
• Reduce Single- • Recreational Benefit
Occupancy Vehicle Use • Mobility & Equity Benefit
• Community Health • Funding Impacts

3.4.2. Public & Stakeholder Input

It is important that the future cycling investment is supported by the public and
stakeholders. This review helped ensure the Plan’s recommendations reflected local
input & consultation. Input was received through the Cycling Master Plan Launch Public
Survey, a stakeholder workshop, and both rounds of online public open houses.

3.4.3. Quantitative Review

Used as a “check and balance” to support the qualitative review and public input, the
quantitative review uses a cost-benefit perspective. The evaluation of costs included
capital, operating and maintenance, and program expenses for each scenario.

3.4.4. Recommended Scenario

The Scenario Evaluation results concluded that the Spark Scenario ranked highest
in the Qualitative assessment reflecting a higher degree of alignment with other City
plans and goals compared to the Accelerate and Continue Scenarios. In both public
engagement sessions, a survey of participants indicated a majority supportive of the
Spark scenario.

24
At the 1st Public Open House most participants indicated support for the Spark
scenario (72.9%). This was followed by the Accelerate scenario (20.5%) and then the
Continue scenario (3.6%). In the Spring 2021 survey, 78% of respondents indicated
that they were very supportive of the draft recommendation of the Spark scenario,
15% were somewhat supportive, 2% were neutral, 2% somewhat do not support
and 3% strongly do not support the Spark scenario. Overall, 93% of respondents
indicated support for the Spark scenario. On the other hand, the quantitative analysis
of costs and benefits found that the Accelerate Scenario would have the highest ratio
of benefits to costs. The lower benefit-cost ratio of the Spark Scenario (compared to
Accelerate) suggests the cost associated with this level of network expansion brings a
diminishing return on community benefits.
A hybrid Accelerate-Spark scenario therefore emerged as the recommended scenario
for the Cycling Master Plan, and was subsequently approved at Council. The approved
scenario consisted of the following strategies:
• Provide a base Cycling Network and Implementation Funding Plan based on the
Accelerate Scenario (up to 80 km of new infrastructure), at an estimated annual
investment cost of between $1.2 M-$1.5 M per year, in 2020 dollars; and
• Identify and prioritize additional strategic cycling infrastructure, associated with a
Spark Scenario, which could be implemented if new / external funding is secured.
• Operating costs to maintain the cycling network relative to the length of network
implemented and dedicated funds to support the increased levels of programming
needed to support a significant increase in cycling use.
The entire scenario evaluation process is further documented in the Scenario Evaluation
Memorandum in Appendix C.

25
 Create an
Irresistible
Network

26
4.1. Overview
Investing in an attractive, connected and comfortable cycling network emerged as the
highest priority area of investment within the Cycling Master Plan for Peterborough
through consultation. Building upon the existing network of bike lanes, cycle tracks
and multi-use trails to ensure seamless connectivity, safer facilities and a finer grained
network will enable people cycling to travel safely and comfortably to destinations
throughout the city while attracting new users.

4.2. Background
4.2.1. Existing Practices & Work to Date
Previous Studies
The Cycling Master Plan builds from work previously completed by the City, County
and Province over the past decade. Previous network plans that help lay the foundation
for the Cycling Master Plan include:
• The City of Peterborough Comprehensive Transportation Plan (2012)
recommended an ambitious expansion of the cycling network, including 83 km of
on-road routes and facilities and 48 km of off-road routes. The network focused
on creating a grid of connected facilities.
• The County of Peterborough Active Transportation Plan (2014) takes a
regional approach to the cycling network, complementing the City’s existing
and proposed network. The Plan proposed multi-use trails and road cycling
routes connecting the County’s populated areas largely along scenic rural roads.
Integrating connections between the City and the County plans are important to
support longer-distance travel and recreational cycling.
• The CycleON Network Study (2018) takes a province-wide approach
to building a cycling network, focusing on key regional routes connecting
communities across the province. The Study is the preliminary identification of a
series of routes intended to inform and guide the future of cycling infrastructure
decisions with the goal of establishing a connected and consistent network.
For Peterborough, the CycleON network provides connections from the west
following the Trans Canada Trail, from the north following the Rotary Greenway
Trail and from the south and east along further portions of the Trans Canada Trail,
converging on the downtown core.
The Existing Network
The City of Peterborough has established a solid foundation for the Cycling Master
Plan to build from. Since the City’s 2012 Comprehensive Transportation Plan,
Peterborough has added 24 km of cycling infrastructure including 11 km of bike lanes
(including a segment of protected facilities), nearly 10 km of multi-use paths and trails,
upgrades to existing facilities, and the replacement of the City’s oldest pedestrian
bridge. These improvements represent an investment of approximately $19.1M.

27
 Peterborough’s existing cycling network is comprised of 45 km of off-street facilities
(e.g. multi-use trails) and 46 km of on-street facilities (e.g. bike lanes, shared
routes). The network is based around four key trail spines: the Trans Canada Trail,
the Rotary Greenway Trail, the Parkway Trail and the Crawford Trail. Improvements
since the 2012 Comprehensive Transportation Plan have started building out a more
extensive grid and improving connections between the major trails and to important
community destinations.

4.2.2. Needs, Opportunities and Challenges

The following needs, opportunities and challenges were identified in Peterborough
through consultation with stakeholders and residents. The Cycling Master Plan network
development process aims to address each of these.
Prioritize for Maximum Impact
The importance of infrastructure was made clear throughout the COVID-19 pandemic,
as cities across the world responded by rapidly installing hundreds of kilometres of
temporary separated bicycle lanes, providing residents additional access to safe,
outdoor travel and exercise. This rapid expansion of infrastructure led to soaring
numbers of new cyclists and contributed to a global shortage of new bicycles. In Paris,
France, almost six out of ten riders in the vast network of pop-up bike lanes were new
riders, with a larger proportion of female riders than on the existing network. These
rapid implementation networks reinforce the notion that key connections can vastly
expand cycling to new audiences. For this reason, it is important the network build-out
focus on the key connections anticipated to have the most overall benefit.
Building All Ages and Abilities Infrastructure
To continue to grow cycling in Peterborough, the network plan needs to provide
physical infrastructure that is accessible to people of all ages and abilities. This is
referred to as a AAA cycling network. It is based on the premise that to achieve
widespread growth in cycling, network planning and design must meet the needs of a
broader set of potential cyclists, including children, seniors, women, people of colour,
low-income riders, people with disabilities, and people moving cargo. AAA facilities
include bicycle boulevards on quiet streets and cycle tracks, protected bike lanes
and separated paths and trails alongside busier streets. AAA facilities help attract the
‘interested but concerned’ demographic of would-be cyclists.
Connecting to Key Destinations
As a relatively small city geographically, at less than 15 km long and about 7 km
wide, Peterborough has a distinct advantage from a cycling network perspective; the
average resident is within cycling distance of most key destinations in the City. It is
therefore important for the cycling network to serve these major destinations including
recreational facilities, commercial areas and community amenities.

28
Schools are of particular importance. At present, 41% of schools are located within
200 m of a cycling facility. However, only 14% of schools are within 200 m of higher
order cycling facilities such as separated lanes, paths, and trails. A significant need is
to improve cycling access to Peterborough’s schools, with an emphasis on all ages and
abilities facilities for these routes.
Peterborough’s post-secondary institutions are also vital in contributing to cycling
ridership and mode share. The presence of universities and colleges is a commonality
across many of North America’s best cycling cities. Connectivity to Trent University
and Fleming College from downtown Peterborough is a challenge. Both institutions
are located on the edges of the City; in addition, Trent University faces the barrier
of being bisected by the Otonabee River, and Fleming College is located at the top
of a large hill.
Crossing Major Barriers
Major physical barriers such as water bodies, rail corridors, highways and multi-
lane arterial roadways instill a sense of disconnectedness between parts of two
adjacent communities. Cycling network connectivity is harmed when limited crossing
opportunities are available. This can result in fewer trips and/or longer detours
required. Where these crossings do exist, they are often shared with motor vehicle
traffic and can be uncomfortable and even unsafe. Overcoming these obstacles is an
important challenge in developing a well-connected cycling network.
Physical barriers in Peterborough include the Otonabee River, Little Lake, Trent Canal,
Jackson Creek, Highway 7 / 115 and other major roadways like Lansdowne St,
Sherbrooke St, Parkhill Rd, The Parkway, Clonsilla Ave and Chemong Road. Currently,
there are four road crossings of the Otonabee River,one with bike lanes. There are
three trail crossings, with a new one opening soon at Lock 19.
Topography is another challenge that must be considered in cycling network
development as there are hills and drumlins throughout the City. Steep or long
hills can be a deterrent for would-be riders because of the extra effort required to
maintain momentum.

4.2.3. Network Development Process

Developing the recommended cycling network for the City of Peterborough was a
multi-step process, with public and stakeholder engagement conducted throughout.
Building from the existing cycling network, committed future projects and the identified
needs and challenges, the following steps were undertaken:

29
 • Developing a Network Concept: The network concept identifies the guiding
principles in cycling network development, provides a high-level illustration of the
goals of the network plan, and outlines a high-level network structure. For the City
of Peterborough, the network concept focuses on crossing barriers, connectivity
into and out of downtown Peterborough, serving gateways to the County, as well
as enhancing connectivity to areas of need and schools.
• Performing a Cycling Impact Analysis: A cycling network analysis was
undertaken to identify the relative impact of a particular corridor based on the
expected benefit to the overall cycling network. Criteria evaluated to assess the
impact of a particular corridor included connectivity (connections to existing
and proposed cycling network links), population & employment density, future
demand (based on the potential to convert existing short trips to cycling), access
to key destinations and crossing barriers. Individual links were scored out of
a total 100 points. Overall, this analysis provides a useful methodology for
evaluating and comparing infill corridors within the cycling network and provides
a strong data-based argument for the importance of these links in the overall
cycling network, as well as the potential for cycling along these corridors. A map
depicting the results & summary of factors is included in Appendix D.
• Undertaking a Preliminary Feasibility Review: A high-level feasibility review
considering cycling facility class was used to confirm preliminary cycling facility
recommendations. Candidate links were analyzed to identify potential cycling
facility implementation strategies (e.g. retrofit on-road cycle track, replace
sidewalk with a multi-use trail, reconstruct to provide raised bike lanes, road
diets, etc.) Potential major cycling structures were also identified, drawing on
the impact analysis and network concept to identify potential locations for future
underpasses, overpasses and bridges. This feasibility review will be revisited as
each project moves towards implementation.
• Finalizing and Prioritizing the Network: The final network was refined from
the candidate links and corridors identified and analyzed in previous steps.
An iterative process was applied to prioritize infill links and corridors based
on cycling impact scores, feasibility and cost factors, while keeping general
connectivity and cohesion of the network in mind.
Before cycling corridors in the network are implemented, each individual project will
undergo a more detailed feasibility review to confirm operating conditions, review
appropriate facility types, consider changes to land use or funding opportunities
that may have occurred since the development of the master plan, and to conduct
additional public & stakeholder consultation as needed.

30
 Source: The Centre for Active Transportation

Case Study: Victoria, British Columbia

Victoria’s Bicycle Master Plan was developed in 1995 to address the lack of cycling infrastructure in the City
and to shift transportation planning decision-making away from primarily automobile-focused development.
The City has managed to increase support for cycling in the past decade through improving cycling
infrastructure utilizing public feedback.
Between 2014 and 2018, the City developed and implemented a four phase “Biktoria” All Ages & Abilities
network which provides connections from the downtown core to surrounding neighbourhoods. This network
focuses on safety, comfort, and accessibility for all users.
Alongside these investments, cycling mode share for the overall Capital Region District grew from 2.8% to
5.0% of daily trips between 2011 and 2017, while Victoria proper cycling mode share grew to 9% daily trips
by bicycle within the city in 2017. For commuting trips, the mode share is even higher, topping 11% as of the
2016 Census. In recognition, Victoria was named the most cycle-friendly city in Canada in 2019.
Victoria represents an excellent example of how to effectively achieve active transportation objectives and is
a great reference case for Peterborough as they share many similarities, including City population size and
age, as well as geographic area. The City was able to successfully deliver this network by collaborating with
active transportation experts and using internationally-recognized best practices.

Key Takeaways:
• An All Ages & Abilities approach is effective in improving the safety and accessibility of
cycling networks and can promote a wider range of users to cycle
• A cycling network should prioritize connectivity between core areas of the City and
surrounding neighbourhoods
• Upgrades and adaptations to existing infrastructure and facilities can significantly improve
the overall network

31
 4.3. Strategies & Recommendations
The Cycling Master Plan has developed strategies and recommendations to guide the
development of Peterborough’s cycling network. These strategies are intended to both
enhance and expand the existing cycling network, aiming to create an inviting, safe
and connected network that entices residents and visitors of all ages and abilities to
decide to make trips using their bicycles.
Strategies are generally organized into three categories:
• Upgrading the existing network to enhance rider experience, facility separation,
and intersection safety;
• Prioritizing a crosstown network of key routes and facilities in the
short- to medium-term; and
• Progressing towards an ultimate cycling network in the long-term.
This section focuses on the blueprint for developing a seamless, comfortable, and
connected cycling network at a system level; however, it is equally important to
ensure that as those facilities are designed and implemented they consider the
needs of people of all ages and abilities (or AAA facilities) is a key objective of
this Plan. Additional considerations for constructing high-quality cycling facilities
including enhanced amenities such as wayfinding and bike parking, are discussed in
detail in Chapter 6. Costing and staffing details for network implementation can be
found in Chapter 8.

4.3.1. Upgrade the Existing Network

Peterborough’s existing cycling routes, comprised of 45 km of off-street facilities and
46 km of on-street facilities, provides an excellent foundation upon which to build an
irresistible network.
During public and stakeholder engagement, important upgrades that would
increase the comfort, safety, and attractiveness of cycling on existing routes were
identified through an interactive mapping activity. In total, 328 pins were dropped
on the map, providing a detailed picture of where intersection and corridor
improvements are needed.

32
The following types of short-term upgrades are considered:
• Upgrades to boulevard multi-use paths (along roadways): Enhancements to shared
multi-use paths to increase awareness between users, facilitate navigation, or improve
cyclist safety and comfort. Examples of potential upgrades include enhanced wayfinding
(e.g. signage, pedestrian and cyclist pavement markings), and other infrastructure upgrades
such as resurfacing.
• Upgrades to multi-use trails: Improvements to off-road trails to improve comfort and
accessibility for riders. For example, paving a gravel path or trail ensures that it can be used
by a wider range of bicycles and mobility devices, as well as providing lighting along trails.
• Enhanced separation: Further protection between dedicated cycling facilities and vehicular
traffic along roadways where safety concerns have been identified. Examples of enhanced
separation could include upgrading a conventional painted bike lane to a protected bike
lane using planters, curbs, and/or bollards.
• Intersection or crossing improvement: Upgrades at specific locations to enable cyclists
to navigate intersections, cross roads, and access connecting facilities more safely and
comfortably. Examples of potential improvements include protected bicycle signal phases,
protected intersections, bicycle crossrides and two-stage left-turn boxes at signalized
intersections, and signalized trail crossings.
Exhibit 4.1 shows the locations to be considered for proposed upgrades to the existing cycling
network, and Exhibit 4.2 provides a breakdown of specific improvements proposed at each
location. Where relevant, specific improvement opportunities will be considered as part of road
reconstruction projects, maintenance projects or intersection upgrade projects.

Recommendation 1: Implement proposed upgrades to Peterborough’s existing

cycling network.

33
 Exhibit 4.1: Upgrades to the Existing Cycling Network

Existing Cycling Network Upgrades

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Base data obtained from Land Information Ontario, GeoHub

© Queen's Printer for Ontario, 2020. Additional Data obtained
from City of Peterborough and CIty of Peterboruogh Open
Data Portal. Spatial Reference NAD 1983 UTM Zone 17N

Cycling Network Base Features

Bicycle Lane Road Park
Rail Line Downtown BIA
Multi-Use Trail
Utility Line Peterborough
Multi-Use Path Watercourse Boundary
Municipal
Proposed Upgrades Waterbody Boundary
Wooded Area
Shared Use Path Upgrades 0 0.75 1.5 3 KM

Trail Resurfacing and Upgrades

Scale: 1:70,000
Enhanced Separation
Intersection or Crossing Improvement

34
Exhibit 4.2: Proposed Upgrades by Location

Location Improvement Type Proposed Upgrades

Trail Resurfacing and Pavement resurfacing, pavement markings, added amenities
Rotary Trail
Upgrades such as benches and water fountains, wayfinding & signage
Shared Use Path
Lansdowne St W Pavement markings, wayfinding & signage, resurfacing
Upgrades
The Parkway
Trail Resurfacing and Pavement resurfacing, wayfinding & signage, pavement
(Lansdowne to
Upgrades markings
Clonsilla)
Shared Use Path Pavement markings, wayfinding & signage, resurfacing
Clonsilla Ave
Upgrades including crossrides at intersections
Water Street Explore railings or other barrier types where multi-use path
Enhanced Separation
Multi-use Path street buffer is reduced
Water St Bike Lanes Enhanced Separation Convert from buffered bicycle lane to protected bicycle lane

George St Bike Lanes Enhanced Separation Convert from buffered bicycle lane to protected bicycle lane
Shared Use Path Pavement markings, wayfinding & signage including
Medical Dr
Upgrades crossrides at intersections
Hunter St & Rotary Crossing/Intersection
Trail crossing improvement (Rotary Greenway Trail)
Greenway Trail Improvement
Crawford Rail Trail & Crossing/Intersection
Trail crossing improvement (Crawford Rail Trail)
Monaghan Rd Improvement
Ashburnham Dr & Crossing/Intersection
Trail crossing improvement (Trans-Canada Trail)
Lansdowne St Improvement
Lansdowne St W & Crossing/Intersection Future protected intersection or other intersection upgrade to
Brealey Dr Improvement connect cycling facilities
Armour Rd & Nassau Crossing/Intersection
Trail crossing improvement (Rotary Greenway Trail)
Mills Rd Improvement
Nassau Mills Rd & West Crossing/Intersection
Trail crossing improvement (Trent University Access Trail)
Bank Dr Improvement
Sherbrooke St & Crossing/Intersection Crossrides and multi-use path transition (northwest to
Medical Dr Improvement southeast)
Lansdowne St & Crossing/Intersection Future protected intersection or other intersection upgrade to
Monaghan Rd Improvement achieve connected cycling facilities through the intersection
Monaghan Rd & Crossing/Intersection Future protected intersection or other intersection upgrade to
Charlotte St Improvement achieve connected cycling facilities through the intersection
Armour Rd & Rotary Crossing/Intersection
Trail crossing improvement
Greenway Trail Improvement
Parkhill Rd & Roper Crossing/Intersection
Trail crossing improvement
Park Trail Improvement

35
 4.3.2. Prioritize a Crosstown Network
In addition to identifying important upgrades to the existing network, this plan defines a
crosstown network that:
• Will help attract a wide variety of different users and serve all ages and abilities;
• Will be a priority for investment in the short- and medium-term; and
• Will provide strong connections across the City.
This network will function across the City to serve key employment and commercial
destinations and provide a higher level of comfort to cyclists through greater separation or
lower traffic volumes and speeds. This network was developed following an
80 / 80 / 80 principle:

80% 80% 80%

Of the Of the Of key
crosstown network crosstown network is destinations can be
built within 10 years alll ages and abilities reached using the
crosstown network

Exhibit 4.3 shows the proposed crosstown network, while Exhibit 4.4 summarizes
existing and proposed network lengths. Public consultation illustrated strong support
for this network. Numerous routes had multiple pin drops during public consultation
mapping exercises to indicate that they should be priority links in Peterborough’s
cycling network.
Additional routes identified by multiple pin drops and added to the crosstown network
through public consultation include:
• Water Street between Hilliard & Marina Boulevard
• Monaghan Road: Established north-south spine requiring some
intersection upgrades
• London Street: Connects Bethune Street to London Street Footbridge
• Wallis Drive: Connects to hospitals and several schools
• Nassau Mills Road north of the Faryon Bridge: Connects to Trent University
The ultimate cost of the crosstown network is projected at approximately $23.4M,
with about $13.5M of the network projected for the first 10-years of investment, as
discussed in Section 8.4.

Recommendation 2: Prioritize the construction of the crosstown network with an

emphasis on AAA facilities.

36
Exhibit 4.3: Crosstown Network

Crosstown Network
London St
¹
Donegal St

Downtown MCDONNEL ST
McDonnel St

Nassau M
ROG
Detail Map Murray St Trent

ER
S ST
r
nd D University

ills Rd
dla
Woo
AYLMER ST N

Brock St

EASTB
Downie St

DR

AN
N

K DR
TBA
REID ST

K
ES
BURNHAM ST

RD
EER
Robinson St PION
RUBIDGE ST

W
Simcoe St Mark St
PAR

St
K

our Sophia St
ST N

Gilm
Av
urn
James St
En g leb

CAR

UNI
St

NEG
King

VER
GEORGE ST N

IE A

Rd
ur

SIT Y
t mo

V
var S
John

Boli

Ar

RD
T
Stewart St

S
OKE
St

O Dalhousie St D AV
RBR LAN
Park

SHE BER
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v

tle
rB
l P

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te

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son
wa

r
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Wolf R
ND

ROYALDR
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AN

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Dr
V
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WA B V DOURO-DUMMER
WATER ST
NA
AD

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ns
TOWNSHIP
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HI
LL

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AR

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on
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T

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NE ST
R

NOR
BA

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ST

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r
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HUN
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T AV
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PAR

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Downtown Detail
MEDICAL DR

MCD MAN
REID ST

D
K

Mark St

E
ST N

Shown Above
ACK

RS S
WAL

RD W
IS

HILL ST
ON R

LI

PARK TTE
RLO
S DR
OD DR

ST CHA
D

RUBIDGE ST

LER MARIA ST
WEL
GEORGE ST N
RAVENWO

AYLMER ST N
FAIR

ASH

ttl e
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AV

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ak
NHA
DR
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ogyDr
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AN

L
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T ST
o

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E
TB
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A

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LOC

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ST

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OG
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St
RD

r y's
TE
ASHBURNHAM
TH

a AV
RD S

St M OOD
EP

IDW
AV

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ARK
LA

R
RIVE
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ON

PAR
CL

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DR
K

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W
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LAN
S

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ING
THE

S
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EK
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AGH
WES

AY

ST
PAR

TOWNSHIP RYE ERO

T RD
TH

SW

CAM
ALEY

AN R
TRID

L DR
EN

ERS
WAY

OF CAVAN NEA
UE

D
DR
GE B

KINE
EQ

MONOGHAN
TH
V

AV
SPIL

TE R AV
RS
LSB

FO
OINT RD
U
RY D

DR
STON
JOHN
R

D r
WALLACE

or d
wf
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MCN

RD FLEMING
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AMA

SIR
College TOWNSHIP OF
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D
R
ER D
BRE

MONAGHAN
FISH
ALEY
DR

Rd
oll
isc

Dr
Base data obtained from Land Information Ontario, GeoHub
© Queen's Printer for Ontario, 2020. Additional data obtained
from City of Peterborough and City of Peterborough Open
Data Portal. Spatial Reference NAD 1983 UTM Zone 17N

Existing Cycling
Network Segment
Proposed Cycling
Network Segment
Crosstown Route
Desired Connection
Crosstown Route

0 0.5 1 2 KM

Scale: 1:45,000

37
 Exhibit 4.4: Summary of Crosstown Network Lengths

Existing Network – Existing Network – Proposed Network

Total (km)
No Upgrades Needed (km) Upgrades (km) (km)
42.8 16.0 55.4 114.2

4.3.3. Progress Towards an Ultimate Cycling Network

In parallel to upgrading existing cycling routes and implementing the Crosstown
Network, Peterborough will progress towards an ultimate cycling network. This network
is comprised of short-, medium- and long-term projects and broken down by the
following facility types. Facility types are discussed further in the cycling facility design
guidelines developed in parallel to the Cycling Master Plan; these guidelines follow the
Ontario Traffic Manual Book 18 process for using vehicle speeds, volumes, and other
characteristics to select an appropriate facility type for a given roadway.

38
Facilities Along Local Roads with Low Volumes and Speeds

Source: Town of
Source: IBI Group Source: NACTO Newmarket

Signed Route Bicycle Boulevards Advisory Bike Lanes

A shared general-purpose
travel lane designated as
a cycling route by bicycle
route signs or “share-
the-road” signs.
Routes that are optimized for
bicycles, and incorporate
a variety of traffic calming
features to restrict and/
or slow traffic.
For narrow streets, these
facilities require cars to
operate two-way within a
single lane by merging into the
dashed edgeline bike lane to
pass oncoming cars.

Along Higher Volume Roads

Bike Lanes Buffered Bike Lanes Protected Bike Lanes

Consist of dedicated lanes
on an urban roadway
delineated by a painted
line and exclusively used by
cyclists with signage.
A bike lane with a painted
“buffer” area to help create
additional clearance from
the adjacent travel lane or
on-street parking.
Incorporates some form
of physical protection
between cyclists and moving
cars (e.g. bollards, curbs,
or parked cars).

Cycle Tracks Multi-Use Paths & Trails

Enhanced cycling facilities located in the roadway boulevard, Located off-road, these are either
typically adjacent to, or behind, the roadway curb. Cycle tracks in the boulevard of a roadway
can operate one-way or two-way. or through green space. Both
pedestrians and cyclists can use
these facilities. 39
 Facilities Along Rural Roads

Source: IBI Group

Paved Shoulders Buffered Paved Shoulders
Provide designated space for Provides enhanced
cycling along rural roads. space for cycling along
busier rural roads.

The proposed ultimate cycling network for Peterborough is shown in Exhibit 4.5, with a summary of total
cycling facility lengths shown in Exhibit 4.6. It is important to note that the ultimate cycling network does not
include cycling facilities along every roadway; while programming and education can encourage users
to plan their routes along the cycling network, all roadways in Peterborough’s transportation network must
accommodate cyclists as potential users, and future upgrades should be designed and operated with their
safety in mind.

Recommendation 3: Progress towards the implementation of the ultimate cycling network.

40
Exhibit 4.5: Ultimate Cycling Network

Ultimate Cycling Network

¹

Nassau Mills
Brock St

Sheridan St
Downtown
Detail Map HUNTER ST W
Trent

Rd
r
nd D University
Queen St

dla
Woo

NK DR
Simcoe St

A N K DR
BETHUNE ST

WATER ST
AYLMER ST N

e St

BA
ST
RUBIDGE ST

WE RD
ot t

EER

EAST B
l

if e r Dr
REID ST

C ha r PION
CHARLOTTE ST

in Je nn
am n e r
Ch rrai D
D

r
Stewart St

pla
Lo
King St

UNI
d R
GEORGE ST N

E TL

ur

VER
ITAG

mo
Ar

T
HER

RS

SIT Y
TE
Maria St

WA
ST
SHERBROOKE

RD
Ln
iage
Wa

Carr
ter

r Bv

D AV
St

Bv
Bethune St

LAN
ate

tier
Dalhousie St BER
CUM
PARK ST N

ew

DR
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Park

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YAL
v
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l

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WA

NA
AD

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BR
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e Dr

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ol

ARMOU
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Lang
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St Euc RD
ton T t W OOD
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L
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Bethune St

r
s St
ST

REID ST

wl ey C St
Cro ord
r

acc
v Bon T AV
yA EL S IECE
r ONN
PAR

MAN
RUBIDGE ST

R MCD Downtown
HUNTER STDetail
Ave

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W
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kins
ROG

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onwo
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MEDICAL DR

HILL Hop
Cott Shown Above
BURNHAM ST
ACK

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od

PAR
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ak
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DR

C
Harper Rd

ll A
v

SFO
DR

de

V
RT R

NB
Gree
Wad

O Dr
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D

STE wf DR
n

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Bv

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NSTON
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Fleming d Dr
AMA
e

JOH

N T RD

College TOWNSHIP OF
RA R
Dr

OTONABEE-SOUTH
POI
D
on
es

CE
R

MONAGHAN
Jam

LLA
ER D

WA
I SH

ll Rd
co
r is

D
Base data obtained from Land Information Ontario, GeoHub
© Queen's Printer for Ontario, 2020. Additional data obtained
from City of Peterborough and City of Peterborough Open
Data Portal. Spatial Reference NAD 1983 UTM Zone 17N

Existing Network Proposed Network

Cycling Facility Along Road Cycling Facility Along Road
Off-Road Multi-use Trail Off-Road Multi-use Trail
Bridge Crossing
Low-Level River Crossing
High-Level River Crossing
Other
Desired Connection
0 0.5 1 2 KM

Scale: 1:45,000

41
 Exhibit 4.6: Existing and Ultimate Network Lengths

Length (km)
Existing Existing Within Plan Beyond Plan Total
Facility Type Network Network - Horizon Horizon
– No Upgrades
Upgrades
Needed
Multi-use Trail
(Outside Road 38.1 6.5 9.5 13.3 67.4
Rights-of-Way)
Cycling Network
(Within Road 36 10 105.3 26.9 178.2
Rights-of-Way)
Desired Connection 0 0 7.9 22.2 30.1
Total 74.1 16.5 122.7 62.4 275.7

Ultimate Network Phasing

The ultimate cycling network has been categorized into three-time horizons:
• Short term (10-year horizon – 2021-2031)
• Medium term (2031-2041)
• Long-term (Beyond Plan Horizon – 2041+)
In addition to these phases, several projects have been identified that are tied to
development areas and would be completed in coordination with this development. It
is anticipated that most of these facilities would be funded through development in the
area, and that there is little need for facilities until that development occurs.
Finally, high-impact Spark projects have been identified. These projects are major
infrastructure projects with significant potential to enhance the cycling facility. However,
the size and scale of these infrastructure projects will likely require investment from
higher levels of government and may be ideal candidates for active transportation
infrastructure funding applications. The Spark projects for the City of Peterborough are:
• A new river crossing located near the Riverview Park & Zoo;
• A new bridge to accommodate a multi-use trail across the Otonabee River at the
site of the existing railway bridge;
• Cycle tracks along Crescent Street;
• Multi-use path along Towerhill Road; and
• Cycling connections to Fleming College along Whittington/Crawford Drive.

Recommendation 4: Advance Spark projects through funding and delivery

partnerships as opportunities arise.

42
Network phasing within the Cycling Master Plan is preliminary in nature, and subject
to evolution over time. In particular, it is critical that changes to the timing of road
reconstruction projects or other planned capital works be tied to cycling improvements.
As new capital projects emerge, those links may also be candidate to supplement or
replace a proposed cycling network and should be considered at the time of project
planning. Similarly, capital projects already tied to cycling improvements may be
accelerated where possible to support the cycling components of the work. If a capital
project that includes cycling upgrades is delayed, there may be opportunities to
consider other implementation strategies such as retrofit cycling improvements.
Mapping illustrating the preliminary phasing is shown in Exhibit 4.7.

43
Exhibit 4.7: Preliminary Network Phasing

¹
Ultimate Cycling Network:
Preliminary Network Phasing
Brock St

Sheridan St
Downtown
Detail Map
HUNTER ST W
Trent
University
Queen St

Simcoe St
AYLMER ST N

WATER ST

e St

Rd
RD
ot t

C ha r
l EER

ill s
PION

Nassau M
am n e r
Ch rrai D
D

r
Stewart St

in
pla
Lo

UNI
d R
GEORGE ST N

ur

VER
mo
ST
Ar

SIT Y
TE
Maria St

WA
ST
SHERBROOKE

RD
V
ND A
Wa

LA
BER
CUM
te

r Bv
r St

Bv
ate

tier
Dalhousie St
ew

Edg us Av

Car
Park

Olymp
v
Pl

n B
q ui
Ca on
l Al g TOWNSHIP OF
Edm
T bo
ale t St
ng
i so n

DOURO-DUMMER
i

Dr
Ripp

Dr

HIL

ns
e Dr
LIARD ST

TOWNSHIP
Eva

Or i t
ol
DO A

St

OF SELWYN ton S
Herbert

Lang
NAR
BAR

BV
ET
NS
SU t
eS
vu t
lle t S
D Be enne
DR B
v
AN ne A
HL Farla
HI
G
t lid Av Mac
nS Euc
to t
ll ing dy S
We Cad
Roge
Stewart St

r
s St

wl ey C
Cro
r

v AV
yA t IECE
r ray S MAN
R Mur
Downtown Detail
Ave

LER C
s Av
RD W
MEDICAL DR

onwo kin
AND

HILL Hop
Cott Shown Above
ACK

K ST
od

PAR LLER
CH
E
IS

Dr

Av W r St
field mou
ON R

Mark St

owvi Rd

ke r G il
Wal
ew
Fir w
D

R V
GEORGE ST N

Mead A
o
r

od C
elody C

WALKE

E ST ttl e
Li e
r

OOK rson St
RBR
M

SHE Pate v
Gl
enf
ak tA
ore r

u l ly Cr
s

7 HY
cre
Brid

ASH
st C
T

Fa r m
L

TS T
le D

BUR

AL BER
MON
r

NHA
AGH

MD
HIGH

AN R

St
row
R

Mor
D
D
ST

GY
LO
Ford

S
NO
d
nR

yde

ve
CH
St

Lynha v h a m Rd
on A
TE
n

Edis St Dr
ilson view
W Trail
Rd
o nnell Dr
odDr O'C
THE
V

Milford

wo St
AA

Rd

Re d AY Ge orge
v
LL

PAR

nA

King
ld
SI

f ie

ST W
W

v le
eri
ON
Dr

on A
K

dd
GS

oo k WNE Av Arnd
WAY

Sh

Mi
CL

Sp r ingbr SDO spie

KIN

LAN Gille d
TOWNSHIP ton R
E

L DR
AY
TH

g
Pido

Orp in
RD NEA
SW

K E NNEDY
OF CAVAN
EN

Rd
UE

DR
HRIE
EQ

MONOGHAN TH
7-11
5 HY
N GUT
BRE

R S
RD D 5 HY
7-11
ALEY

WFO
CRA
BEN

Av
Harper Rd
DR

S
dell

FOR
Wad

BV
T RD

ON
NS
STE
MCN

Fleming f r ed D
r
Wi l

AMA

College TOWNSHIP OF
RA R
Dr

OTONABEE-SOUTH
D
on
es

MONAGHAN
Jam

ll Rd
co
r is

D
Base data obtained from Land Information Ontario, GeoHub
© Queen's Printer for Ontario, 2020. Additional data obtained
from City of Peterborough and City of Peterborough Open
Data Portal. Spatial Reference NAD 1983 UTM Zone 17N

Existing Network Proposed Network Phasing

Cycling Facility Short-Term (2021-2031)
Medium-Term (2031-2041)
Beyond Plan Horizon (Beyond 2041)
With Development

0 0.5 1 2 KM

Scale: 1:45,000

44
45
 Pursue Design
Excellence

46
5.1. Overview
This theme focuses on attracting new riders to cycling by pursuing all ages and
abilities designs for more cycling facilities across the City. As the network of all
ages and abilities facilities expands, the proportion of the population willing to try
cycling will grow.
All ages and abilities (AAA) facilities are generally defined by three characteristics:
safety, level of comfort and equity (refer to Exhibit 5.1). AAA facilities have a greater
separation from traffic or are located along roadways with lower traffic volumes
and speeds. Local street bikeways, protected bike lanes, cycle tracks and off-street
pathways are all considered to be suitable for people of all ages and abilities.
Intersection improvements also provide an enhanced level of safety and comfort along
AAA routes. AAA routes are of increasing emphasis in the latest update to the Ontario
Traffic Manual (OTM) Book 18, and incorporating these principles aligns with design
best practices.
Exhibit 5.1: Key Elements of AAA Cycling Facilities

1 Safer

Better bicycle facilities are

2 Comfortable

Bikeways that provide

3 Equitable

directly correlated with
increased safety for people
walking and driving. For
example, data from New York
City showed that adding
protected bike lanes to streets
reduced injury crashes for all
road users by 40% over
four years
comfortable, low-stress
bicycling conditions can
achieve widespread growth in
mode share. Bikeways that
eliminate stress will attract
traditionally underrepresented
bicyclists, inculding women,
children, and seniors
Poor or inadequate
infrastructure – which has
disproportionately impacted
low-income communities and
communities of colour – forces
people to choose between
feeling safe and following the
rules of the road. High-quality
bikeways expand opportunities
to ride and encourage
safe riding

Source: Adapted from NACTO Designing for All Ages & Abilities

5.2. Background
5.2.1. Existing Practices
The City of Peterborough has a long history of applying high quality design practices
to cycling facilities, for example:
• Leveraging retrofit projects or bundling work with road projects to rapidly expand
the cycling network (i.e. lane reconfigurations along Monaghan, McDonnel,
Charlotte, George, Hunter & Water Street);
• Building an extensive network of off-road multi-use trails through both public
funding and private sponsorships;

47
 • Pursuing unique and context-sensitive designs that incorporate separated bicycle
facilities such as the recently constructed protected bike lane segments along
Sherbrooke Street and Brealey Drive;
• Supplementing facilities with pavement markings and signage that help guide users
(including bicycle, pedestrian markings along trails and paths);
• Adopting new tools in the active transportation design toolbox such as crossrides,
bike signals, crossovers and two-stage left turn queue boxes; and
• Using the latest OTM Book 18 and Transportation Association of Canada Geometric
Design Guide for Canadian Roads as references for facility design in Peterborough.

5.2.2. Needs & Challenges

“I truly believe, if there The Cycling Master Plan identifies strategies

were significantly more
safe, designated cycling
areas throughout the city, so
many community residents
would engage in biking... I
stay on the trails, away from
vehicular traffic because I do
not feel safe otherwise.”
“I didn’t realize how
nervous I was until I rode
on a separated bike lane
and realized how much
better [it] felt! If roads were
designed with bikes in mind
I would ride a lot more.”
“I think appeasing driver[s]
cannot be the number one
priority for transportation.
It’s time to have driver[s]
make some adjustments to
make our communities safer
for active transportation.”
to address each of the following needs,
opportunities and challenges identified
through consultation with stakeholders
and residents.
Transitioning to AAA Facilities
Despite significant progress to date, one of
the most frequent comments received from
the public over the course of the Cycling
Master Plan development was a desire
for more separated cycling facilities and
bicycle boulevards.
While there has been impressive expansion
of the cycling network through the
construction of bike lanes, buffered bike
lanes and off-road multi-use paths, higher
and more consistent levels of comfort and
safety are needed to attract the “Interested
but Concerned” rider demographic.
To truly become a leading cycling
community in Canada, Peterborough must
embrace AAA designs that encourage
the development of a rich, diverse
cycling community.
Integrating Intersection Safety and
Convenience for All Users
Even with high-quality facilities along a
corridor, cycling can become uncomfortable
for many riders at major intersections without
specific design interventions such as two-
stage left-turn queue boxes, crossrides, or
protected intersections.

48
As with many other municipalities, there are locations in Peterborough where cycling
facilities are temporarily discontinuous at intersections, either due to the scope of the
cycling facility project or to create space for auxiliary turn lanes for vehicles. Concerns
with intersections were frequently identified by residents during Cycling Master Plan
development, particularly with regard to the perceived trade-off between auxiliary turn
lanes and cycling facilities.
To ensure the adoption of cycling for more people and more trips, the City must
emphasize intersection design that accommodates the needs of all users, including
securing funding to appropriately address intersections during initial implementation
and routinely upgrading intersections to providing network continuity. Recognizing that
the City will continue to bundle some cycling improvements with resurfacing projects
without scope for curb modifications/intersection modifications, these intersection
upgrades may need to be addressed through the standalone existing network
upgrades program (see Section 4.2.1).

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 Case Study: Targeting Interested but Concerned Riders in Fort Collins, Colorado
The City of Fort Collins developed their Bicycle Master Plan in 2014, with the ambitious goal of creating a
community where 20% of residents ride their bikes in the City by 2020. Since then, Fort Collins has achieved
significant progress, including 21 arterial road crossing improvements, 19 miles of buffered bike lanes and
two protected bike lane pilot projects. Annual bike counts by volunteers show significant year-over-year
growth, with many locations seeing over 150 cyclists per hour.
Much of the facility design in Fort Collins has emphasized attracting the “Interested but Concerned”
demographic: people who may be willing to cycle if high-quality AAA infrastructure is in place. One of the
strategies for achieving this in Fort Collins was to focus on enhancing existing infrastructure and implementing
low-cost, high-impact solutions along entire routes such as intersection improvements, neighbourhood
greenways, and slow / quiet streets. For example, the City created the Pitkin Bikeway, consisting of 5 miles of
low-stress cycling infrastructure running east-west including bicycle-priority crossing treatments at
arterial roads.

Case Study Takeaways:

• Intersection improvements are key to reducing collisions and encouraging new ridership
– enhancements of existing infrastructure are often required to make routes suitable for the
interested but concerned population
• Neighbourhood Greenways, Slow Streets or Quiet Streets are a low-cost, high-impact solution
to providing all ages and abilities cycling infrastructure

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Keeping Cyclists Safe City-Wide
While Peterborough focuses investment on progressing towards its ultimate cycling
network, it is important to recognize that not every roadway in the City will include
cycling facilities. Some cyclists may choose to travel the most direct route to their
destination without considering the presence of safe cycling facilities. Even with efforts
to educate and encourage cyclists to use the cycling network whenever possible, some
trips may necessitate short links along roadways without any cycling facilities. Even
a short segment along a higher speed or higher volume roadway not designed with
cyclists in mind can significantly reduce the level of safety and comfort for all road
users; drivers may react unpredictably or inconsistently to the presence of cyclists on
these roadways, or cyclists may choose to ride on the sidewalk in a manner that is
dangerous for pedestrians. For the safety of all user groups, it is therefore important
to consider safety outcomes for vulnerable road users in the design of upgrades to all
roadways and intersections, regardless of whether or not they are part of the official
cycling network or have formal cycling facilities.

5.3. Strategies & Recommendations

The Cycling Master Plan has developed strategies and recommendations to guide the
design of Peterborough’s cycling facilities under four key themes:
• Considering design needs for all ages and abilities;
• Enhancing intersection and facility transition treatments;
• Providing network amenities that attract cyclists; and
• Supporting a safe systems and complete streets approach to roadway design.
5.3.1. Focus on AAA Facilities
Cycling research conducted in Canada has found that the following facilities types are
most suitable for both encouraging cycling and preventing injuries2:
• Off-road: bike-only paths separated from vehicular traffic
• On quiet, local streets: bicycle boulevards with traffic calming
and diversion as needed
• Along major roads: physically separated cycle tracks or protected bike lanes
While Peterborough has an extensive off-road trail network, both bicycle boulevards
and cycle tracks are relatively new designs within the City of Peterborough. This section
provides a high-level look at how bicycle boulevards and cycle tracks contribute to
a high-quality network. It is important to acknowledge that many existing corridors
have restricted rights-of-way that make separated facilities challenging to implement.
As the City experiments with these facility types, it may take some time to perfect and
institutionalize a design strategy that works best in Peterborough.

2
Teschke K, Harris MA, Reynolds CCO, Winters M, Babul S, Chipman M, Cusimano MD,
Brubacher J, Friedman SM, Hunte G, Monro M, Shen H, Vernich L, Cripton PA. Route infrastructure
and the risk of injuries to bicyclists: A case crossover study. American Journal of Public Health
2012.
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 The Ontario Traffic Manual Book 18 provides an excellent starting point for designing
high-quality cycling facilities. In addition, cycling design guidelines have been
developed to support the Cycling Master Plan recommendation with tailored guidance
on the implementation of these facilities within the Peterborough context.
Bicycle Boulevards
Bicycle boulevards are low-speed, low-volume streets where cyclists are prioritized
through the application of various traffic control devices. The types of control devices
commonly used (in increasing order of intensity) are shown in Exhibit 5.2 and range
from signage and pavement markings along the entire corridor to traffic calming
and diversion at targeted locations where high speeds or volumes may make cycling
less comfortable.
Many streets throughout Peterborough are ideal candidates for bicycle boulevards as
bicycle boulevards would align well with community objectives to reduce speeding
and support traffic calming objectives. Bicycle boulevards also play an important role
in the network by providing alternatives to major streets where higher-order cycling
facilities cannot be added due to constraints or competing priorities.
Exhibit 5.2: Traffic Control Measures for Bicycle Boulevards

Source: IBI
Cycle Tracks
Cycle tracks are enhanced cycling facilities located in the roadway boulevard,
typically adjacent to, or behind, the roadway curb. They are similar in appearance
to bike lanes or multi-use paths, but there is clear physical separation from both
vehicular traffic and pedestrians. Cycle tracks can be designed as one-way facilities
with a track on each side of the roadway, or they can be installed on one side of the
roadway only with cyclists travelling in opposite directions immediately adjacent to
each other. Examples of cycle track installations in Ontario are shown in Exhibit 5.3
and Exhibit 5.4.

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Exhibit 5.3: King Street – Uptown Waterloo, ON Exhibit 5.4: Riverside Drive – London, ON

Source: IBI Group Source: Google Streetview

Recommendation 5: Embrace and institutionalize planning and design for AAA

cycling facilities.

5.3.2. Enhance Transition & Intersection Treatments

Certain locations along a corridor, such as intersections or transitions from one type of
cycling facility to another, are more likely to create points of conflict between cyclists
and other road users that could lead to collisions. At the same time, accommodating
cyclists at these locations may be more challenging due to space constraints or
competing needs of drivers, transit vehicles, and pedestrians. To encourage and protect
cyclists of all ages and abilities, intersections and facility transitions must be designed
to provide similar levels of safety and comfort as the rest of the cycling corridor.
Specific design concepts for facility transitions and intersection treatments will
be presented in standalone cycling design guidelines prepared alongside the
Cycling Master Plan.
Facility Transitions
Facility transitions refer to any point along a cycling corridor where facility types
connect or terminate. Examples include:
• Cycle tracks intersecting bike lanes at a major intersection;
• A multi-use path transitioning to protected bike lanes in an urban area; or
• A bike lane transitioning to a signed route along a corridor as speeds
and volumes taper off.

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 While it is generally preferred to avoid transitions and ensure consistency wherever
possible, some transitions are necessary where roadway contexts and constraints
change significantly along the corridor. For all types of facility transitions, design
interventions are required to ensure connectivity and clarity for all road users.
Pavement markings, signage, material changes, and physical barriers can be used
to communicate and enforce who can use the facility and who has priority at an
intersection between facilities.

Recommendation 6: Where transitions are required along and between cycling

facilities, ensure that they are smooth and incorporate intuitive design treatments.

Intersection Treatments
Similar to facility transitions, intersections require special attention during the design
process to ensure safety, comfort, and clarity for all road users. While specific
interventions vary depending on the facility type and intersection context, best
practices for all intersections include:
• Minimizing conflict points between cyclists and other modes of
travel wherever possible;
• Enhancing the visibility of cyclists to motor vehicles, with special consideration
to the blind spots of larger vehicle types such as heavy commercial trucks
and transit vehicles;
• Clearly communicating priority and rights-of-way to all road users; and
• Promoting consistency along corridors, across Peterborough and with
other cities across Canada and the world, to create a sense of familiarity in
using the intersection.
While many intersection designs can conform to these principles, one strategy that has
seen increasing success in creating safe intersections for all road users is the protected
intersection (see following case study).
In addition to protected intersections, strategic application of active transportation
overpasses or underpasses can entirely eliminate conflicts with other modes. These
treatments should be used strategically as they are often high-cost to implement.

Recommendation 7: Incorporate high-quality intersection treatments such as

protected intersections along AAA cycling facility corridors.

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Case Study: Protected Intersections in Ottawa, ON
The City of Ottawa has shown significant leadership as a cycling community in Canada by implementing
numerous protected intersections at key locations across the City. Protected intersections minimize potential
conflicts at traffic signals by providing dedicated waiting space and crossing areas for cyclists, pedestrians,
and motor vehicles separately. The concept is based on a Dutch design that has been implemented in many
cities across North America and is centred around a few key design principles:
• Corner safety islands physically protect pedestrians and cyclists from turning vehicles;
• Forward stop bars place cyclists and pedestrians ahead of motor vehicle traffic at red lights,
increasing their visibility and reducing crossing distances;
• Setback crosswalks and crossrides further separate vulnerable road users from motorized vehicles
and improve visibility; and
• Bicycle signals can be used to provide advanced or specialized phasing for cyclists and pedestrians,
or simply to improve signal visibility with specific cyclist-friendly placement and positioning.
The City of Ottawa has applied these principles in unique, site-specific ways at seven intersection locations
to date, with additional intersections in various stages of planning and design. Example implementations are
shown in Exhibit 5.5.
Exhibit 5.5: Protected Intersections in Ottawa, ON; Chapman Mills Drive and Longfields Drive (Left);
Fisher Avenue and Dynes Road (Right)

Source: Google Streetview

Case Study Takeaways

• Protected intersections are a key tool for improving cyclist safety and comfort, particularly for
separated facilities such as cycle tracks.
• There is no “correct” standard design for protected intersections; instead, they can be tailored to
fit the surrounding context and existing roadways.

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 5.3.3. Provide Attractive Network Amenities
When creating an attractive and comfortable cycling network, the design of the
space and amenities around the cycling facilities is almost as important as the
design of the cycling facilities. Particularly for encouraging tourism and recreational
cycling trips, a beautiful and functional public space surrounding the facility plays
a large role in encouraging use. Peterborough’s Official Plan provides a vision for
the City’s public realm, including considerations for amenities on and near active
transportation corridors.
Wayfinding & Signage
Wayfinding is an important element of developing an attractive and intuitive cycling
network. Wayfinding signage can help to educate and direct riders to appropriate
cycling routes as they become familiar with cycling or with a new neighbourhood.
It can also provide useful information about distances to key destinations. On
recreational and multi-use trails in particular, additional signage can be used to
educate users on sharing the space correctly and is critical as usage increases. The City
has a comprehensive wayfinding and signage system for on- and off-road facilities
that should be maintained and expanded as the cycling network is developed.
One particular enhancement to the wayfinding signage to be explored is modifying or
expanding wayfinding practices to visually identify AAA routes as they are developed
across the City.

Recommendation 8: Integrate cycling wayfinding signage with cycling network

improvements on an on-going basis including opportunities to expand wayfinding to
identify AAA routes.

Rest Areas & Connections

The Official Plan also emphasizes the importance of other amenities along active
transportation corridors, particularly multi-use trails, that make the facility more
comfortable and provide opportunities for rest. These amenities include:
• Trail etiquette signage;
• Benches and shaded rest areas;
• Garbage receptacles;
• Public restrooms and water fountains;
• Lighting;
• Bicycle parking; and
• Cycling network maps.
Amenities like these should continue to be implemented around new and existing
facilities as appropriate as the cycling network grows. The City can also help ensure
that end-of-trip facilities, such as secure bicycle parking, cargo bike/bike trailer
parking, and changing room facilities, are provided in new developments; these
facilities are discussed further in Chapter 7.

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 Recommendation 9: Continue to implement network amenities as the cycling
network expands.

5.3.4. Support a Safe Systems and Complete Streets Approach to

Roadway Design
Many cities in Ontario and beyond are endorsing Vision Zero principles that
emphasize a “Safe Systems Approach” to reducing transportation-related deaths and
serious injuries. This approach focuses on infrastructure, vehicle regulation and vehicle
speeds to better protect the most vulnerable road users through road design and policy.
The Peterborough Transportation Master Plan will act as the guiding document for
overarching transportation system policies and will include a road safety strategy to
target the key road safety issues being experienced in the local context. A safe systems
approach for all roadways within Peterborough (with or without cycling facilities)
provides an opportunity to enhance safety for vulnerable road users by routinely:
• Ensuring appropriate speed limits for the roadway context;
• Designing and retrofitting roadways to reduce vehicle speeds;
• Accommodating cyclists wherever possible, such as by paving all rural shoulders
rather than only those that form part of the cycling network as an interim approach
prior to road urbanization (see Chapter 4);
• Recognizing the need to accommodate the movement of large trucks and other
heavy vehicles through some areas of the City and adopt design approaches to
minimize potentially dangerous interactions with vulnerable road users;
• Installing signage that alerts all road users to hazards and to each other; and
• Separating road users of different speeds in space (via dedicated facilities) and
time (via dedicated signal phasing and other traffic controls) wherever feasible.
Many municipalities have also developed an increased emphasis on Complete Streets,
a movement that seeks to design and retrofit roadways to accommodate and balance
the needs of all road users more equitably. This approach focuses in particular on more
vulnerable road users such as cyclists, pedestrians, children and the elderly, and those
with disabilities.
Through Complete Streets policies, cyclist, pedestrian, and transit user needs are more
explicitly considered in all major road reconstruction and retrofit projects alongside
the needs of motor vehicles. Peterborough has adopted Complete Streets principles
in several projects to date to the benefit of cyclists and other road users, including the
George Street Improvement Project.

Recommendation 10: Support road safety and Complete Streets initiatives to

enhance safety and comfort of vulnerable road users.

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Building a
Cycling Culture
6.1. Overview
This goal focuses on building and growing support for cycling based on the power of
community. As more residents cycle, whether for recreation, tourism or transportation,
the activity gains visibility and support. This is an important goal both to support an
overall increase in cycling mode share but also because of the well-documented
‘safety in numbers’ phenomenon wherein cyclists in communities with higher rates of
cycling have better safety outcomes including reduced collision and injury rates.

6.2. Background
Promoting cycling as a safe, convenient option for everyday travel and recreation
is critical to support building a thriving cycling culture and increasing the cycling
mode share in Peterborough. In addition to infrastructure that enables safe cycling,
the City of Peterborough must emphasize education and encouragement activities
that create confident, competent cyclists and safe behaviours for all road and
trail users. Programming and policy changes are proven, cost-effective ways to
encourage cycling. While new and existing infrastructure is an enabler for safe cycling,
cycling programs are a motivator to get people to cycle to work, school, and within
their community.
This chapter outlines a programming strategy recognizing the importance of outreach
programs, special events, and building strategic partnerships. This strategy is intended
to build on the success that the City and its community partners have fostered to date.
Why Invest in Programming?
When effectively coordinated and implemented, investment in cycling programs results
in positive travel behaviour changes by:
• Targeting Key Markets: Program recommendations target key audience groups
such as the “interested but concerned” group. This group is interested in cycling
and may occasionally walk or cycle already and are “interested but concerned”
about doing it more frequently and require additional support and incentives to
change their behaviour. Other key cycling markets specific to Peterborough that
can be encouraged by targeted programming include:
• Post-secondary students;
• Seniors; and
• Tourists.
• Incorporating Branded Marketing Campaigns: Programs led or supported
by the City of Peterborough that have a recognizable brand can build buy-
in and develop trust with key audience groups. Consistent key messaging
reinforces the City’s call to action to foster a culture of cycling and normalize
cycling for everyday trips.

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 • Fostering Strong Community Partnerships: Working with delivery partners
such as GreenUP and B!KE (both local non-profit organizations) is critical to
implement new and expanded programs. Providing additional resources and
support demonstrates that the City is dedicated to growing a strong cycling
culture in Peterborough.
• Applying an Equity Lens: Partnering with organizations that are “on-the-
ground” and already connected to priority populations can remove barriers
that prevent people from accessing bikes. Many of the recommended programs
are intended to encourage, educate, engage, and subsidize access to bikes
for residents that can benefit from customized programs based on age, ability,
income, race or gender.
6.2.1. Existing Practices & Work to Date
The City of Peterborough participates in a variety of outreach programs, special
events, and strategic partnerships with community organizations to offer programs
that support cycling in schools, workplaces, and the broader community. Existing
programs are used to promote and encourage residents to cycle for everyday trips,
normalizing cycling as an everyday mode of travel. There is a strong focus on cycling
education and events to help improve attitudes towards cycling, enabling cyclists to be
more informed about how to travel by bike in Peterborough. Many programs offer a
variety of incentives that encourage people to try cycling or provide equipment such
as studded tires and lights that can produce safer conditions for cyclists. The City’s
Transportation Demand Management Planner and the Transportation planning group
maintain strong partnerships with community organizations that are critical to the
success of delivering cycling programs.
The City’s Transportation Demand Management (TDM) Planner is responsible for the
implementation of the programming strategy. The TDM Planner acts as the point-of-
contact between the City and it’s program delivery partners such as B!KE, GreenUP,
Peterborough Cycling Club, Active School Travel Peterborough, Peterborough Bicycle
Advisory Committee, Peterborough Public Health, TransCanada Trail, Ontario By Bike,
and Share the Road.

6.2.2. Needs & Challenges

To build a strong bike culture in Peterborough, cycling-supportive programs require
additional resources. In addition to programs, policy changes to key City documents
such as the zoning by-law requirements should be updated to require or provide
incentives to incorporate additional end-of-trip facilities such as short and long-term
bicycle parking, showers and lockers, and bicycle repair stations for new development.
These additional resources and policy updates would support reaching a broader
audience to encourage, educate, engage, and support cyclists of all ages and abilities.
The recommendations described in this chapter will support the City to engage with the
target audience of “interested but concerned” cyclists, and encourage children to cycle
by promoting safe school routes to build a strong youth cycling culture that is more
likely to carry on as they age.

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The City currently has one full-time employee responsible for the implementation
of the programming strategy in addition to other sustainable transportation project
responsibilities. It is not anticipated that the City will expand their internal staffing levels
in the short-term. Therefore, the role of program delivery partners will be critical in
expanding current City programming. Should the City increase their staffing levels and
have additional capacity, there may be an opportunity to create new or run existing
programs internally.
It is assumed that the program delivery partners will continue to deliver existing
programs. Current delivery partners are eligible to access matching grants, and
already have experience, expertise and established relationships within Peterborough.
Current delivery partners are critical to the successful implementation of the
programming strategy, as they play a lead role in many of the existing and proposed
programs. This approach would allow City staff to focus on managing and supporting
the external delivery partners and deliver internal programs that cannot be practically
delivered by community partners.
New programs that cannot be delivered by the City or current delivery partners could
be delivered by a new organization with the mandate to deliver specific programs.
The relationship between the City and any new delivery partners should follow the
successful partnership model currently being used by other external delivery partners
in Peterborough.
Cycling retailers also play an important role in supporting the cycling culture in
Peterborough. Cycling retailers interact and support cyclists everyday, whether it
is buying a new or used bicycle or providing maintenance services. They can be
considered “unofficial cycling ambassadors” due to their relationship with the cycling
community. It is important to support cycling retailers and maintain a good relationship
and communication to successfully deliver programs that impact all cyclists.
Through consultation, the following needs have been identified to ensure the ongoing
success of the programs:
• Consistent, transparent, and stable funding sources to ensure programming
reliability and expansion;
• City of Peterborough senior staff support for programming efforts;
• City staff participation in events demonstrating support for programs (the
City as a leader); and
• Advocating to the Province to integrate in-school cycling skills and education into
the school curriculum.

6.3. Strategies & Recommendations

Several key focus areas of existing, expanded and new programs have been identified
to support building a cycling culture in Peterborough:

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 • Equity: Targeting key audiences including those with unique travel needs such
as seniors, children, youth, and low-income residents as well as equity-seeking
groups such as racialized people, people with disabilities and Indigenous
populations (First Nations, Inuit and Métis).
• Safety and Education: Programs that are focused on encouraging and
educating community to use cycling as a means of everyday travel are important
to reach community members that may be unfamiliar with existing cycling facilities,
programs and services, and cycling-related rules and regulations.
• End of Trip Integration and Support for Inter-Modal Travel: Programs that
are focused on building end-of-trip facilities like bicycle parking, fix-it stations,
and e-bicycle charging stations, and integrating cycling infrastructure into other
forms of sustainable travel like transit and carpooling.
• Recreation and Tourism: Cycling for recreation and tourism both contribute
to the overall success of the City in building a cycling culture. In turn, the
development of a cycling culture also helps with the promotion of cycling tourism
and recreation, helping to raise the profile of Peterborough as a destination.
Growing cycle tourism has been a key objective of Peterborough and the
Kawartha’s Economic Development Strategy and in light of the pandemic, has
become increasingly significant.
• Events: Events that are focused on community-building help to foster a culture of
cycling and normalize cycling for everyday trips.
While more information about these focus areas are provided below, further
recommendations for each existing, expanding, and new program is included in the
Cycling Programming Strategy and Implementation Plan Memorandum in Appendix G.

Recommendation 11: Explore and expand programming within key areas

identified through the CMP.

6.3.1. Equity
These programs are focused on removing barriers that prevent people from accessing
bikes and prioritizing those who do not have the same opportunity to try cycling.
Organizations that are “on the ground” and connected to priority populations are
well-positioned to implement these programs.
Existing and Expanding Programs
• Provision of Bicycles/Shared Mobility: This program provides bikes for
the community at a low cost, is environmentally friendly, and develops bike
maintenance skills for volunteers. B!KE staff organize the program, provide
training and supervise repairs.
• Winter Wheels: Winter Wheels provides participants with a free set of studded
bicycle tires in exchange for their commitment to ride their bike in the winter,
addressing a practical barrier to winter cycling riding by providing equipment.

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• Rack and Roll: The Shifting Gears Rack and Roll program provides cyclists with
a rear bike rack and a single pannier for free to make their bike more practical for
day-to-day use. Program staff also provide commuter tips and planning advice.
• Fix-It Stations and Bike Pumps: Fix-it stations serve as an end-of-trip facility for
cyclists. These facilities are typically installed at key destinations throughout the
city such as community gateway entrances and major trail entrances, community
centres, schools, and in priority neighbourhoods. Local businesses can also offer
basic bike repair tools like a bicycle pump for customers.
• Bike Swap: A bike swap program can be hosted at bike shops around the
city. The program sells used bicycles on behalf of the owner at a low cost to the
purchaser. The bicycle owner receives store credit towards a new bicycle or
cash (typically 80%).
New Programs
• Cycling Equity Programs: Cycling equity programs bring an equity lens
to cycling programs offered by the City of Peterborough and its partners.
These programs aim to build cycling equity and can include programs like an
earn-a-bike/rent-to-own program, tandem cycling program, or subsidized
micromobility passes.
• E-Bicycle, Cargo, and E-Cargo Rebate Program: Rebate programs remove
financial barriers and incentivize people to purchase an e-bike, cargo, or
e-cargo bike. Rebate programs typically include support for low-income and
senior residents or members of other equity-seeking populations; partnerships
with local retailers to offer on-site rebates, limiting upfront costs; discounts on
e-bike conversion kits; and partnerships with local e-bike certified retailers to
offer rebates on bicycle and e-bike refurbishment and maintenance. For more
information and recommendations on e-bikes, refer to the City’s E-Bike Policy &
Practice Review memorandum in Appendix F.
• Shared Micromobility System: Micromobility refers to the suite of human or
electric-powered vehicles (e.g. bikes and e-bikes). Shared micromobility systems
have become very common in North American cities, and more recently, mid-
sized cities. New micromobility programs in mid-sized cities are typically owned
and operated by an external contractor that pays a permit fee to operate in
the public right-of-way. Shared micromobility systems typically have an equity
component that provide micromobility devices in priority neighbourhoods.
• E-Bike/E-Cargo Lending Program: A lending library program enables
residents with the opportunity to try an e-bike or e-cargo bike for a certain
amount of time (e.g. up to one week). The lending program typically requires
participants to trade in their car keys for a certain amount of time (e.g. up to
one week). The temporary trade-in enables residents to explore how their daily
travel could change with the use of an e-bike or e-cargo bike instead of a car.
These types of programs are supported in the E-Bike Policy & Practice Review
memorandum in Appendix F.

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 • Senior Cycling Programming: Cycling can be a low-impact form of exercise
for physical and mental health. Providing access to bicycles, tricycles, e-bicycles,
cycling groups, and resources supports senior cyclists. Volunteer programs like
“Cycling Without Age” specifically support seniors who are unable to ride
themselves by purchasing trishaws and recruiting volunteers to enable seniors to
enjoy the feeling of riding.
6.3.2. Safety and Education
Investing in safety and education programs offers resources, information, and
incentives for cyclists to make informed decisions about their route, where to park their
bicycle, and prevent theft. Providing safety and education programs are critical to the
success of implementing safe cycling infrastructure.
Additionally, school travel planning programs can reduce the number of cars on the
road around schools during peak hours and increase physical activity levels and
social interaction for children and their families. Cycling to school offers students with
an opportunity to develop a sense of independence. By introducing cycling as an
everyday mode of travel at a young age, cycling can become a normal part of the
student’s travel behaviour as they age.
Existing and Expanding Programs
• School Travel Planning: School Travel Planning is a proven community-based
approach for increasing the number of students using active modes to school.
There are currently four schools participating in Peterborough. Results from
the participating schools indicate there is broad support for this program from
students, teachers, and parents.
• In-School Cycling Education: Pedal Power is an in-school cycling education
program for Grade 5 students, consisting of five lessons focused on road safety
and bicycle handling skills. The program is delivered by GreenUP and B!KE, with
the support of a variety of funders including the City of Peterborough.
• Bike Rodeos: Bike rodeos are bike safety and encouragement events that
provide youth with important safety education. Active School Travel Peterborough,
with partners at the Peterborough Community Police and B!KE, run a half-day
program where youth complete a series of stations to get themselves and their
bikes prepared for travel in their neighbourhoods.
• Active School Travel Campaigns and Challenges: Special campaigns and
challenges are held throughout the year that encourage use of active modes
of travel, such as Car Free Wednesdays, Park and Stride, International Walk to
School Day, and Bike to School Day. These campaigns and challenges provide
an opportunity to try a new way to get to school, and schools can receive prizes,
such as bike racks, for participating. Existing campaigns and challenges typically
target elementary schools.

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• Individual & Small Group Cycling Education: Educational programs that
are delivered in small groups or engage with residents individually focus on
overcoming individual barriers, build relationships, and create champions/
leaders with the community and priority populations. An example is Finding
Balance, a program delivered by GreenUP and with the support of a variety of
funders including the City of Peterborough. Finding Balance is a cycling education
program for adults that want to learn to ride or improve their cycling skills, in
which participants receive a refurbished bike, helmet, lock and other cycling gear,
and one-on-one instructor support.
• Active Transportation and Health Indicators Report: With each new census
and TTS dataset, the City of Peterborough and its partners develop an Active
Transportation Indicators Report, identifying pedestrian, cyclist, and transit
indicators and metrics to support informed decision-making.
• Bike Theft Reporting App: As cycling becomes more normalized across North
America, the rate of bike theft has grown. Registering a bicycle with the local
police force is a proven crime prevention tool and helps improves the rate of
recovering stolen bikes. An app-based registration tool, such as 529 Garage,
makes it easier to register a bike. The City of Peterborough currently uses the 529
Garage service. In Ottawa, the recovery rate of stolen bikes increased 30% in the
first year of using an app, while in the Granville Island area of Vancouver, overall
bike theft decreased 60%.
New Programs
• Positive Enforcement Program: Positive enforcement programs typically
include an outreach campaign focusing on providing incentives for cyclists such
as handing out “positive tickets”, bicycle lights, bells, or other incentives. Positive
enforcement programs are an effective way to educate cyclists about the rules of
the road and raise awareness about cycling.
• Cycling Project Communication Strategy: When new or improvements to the
cycling network are built, a communications strategy is an effective way to inform
residents about the new cycling infrastructure and serves as an opportunity to
share additional information.
• Community Safety and Education Messages: Campaigns that are focused on
delivering safety and education messaging inform the public about the rules of the
road. Examples include advertisements on buses reminding drivers to give cyclists
1 metre of space, bicycle light giveaways, share the trail messaging, or posting
videos of how to use infrastructure (e.g. bike boxes, bi-directional cycle tracks
on a one-way street).
• Utilize Crowdsourced Cycling Data: Crowdsourcing cycling data can better
inform decision making by utilizing information from the community such as
cycling incident data or popular cycling routes. Websites like bikemaps.org or
apps like Strava offer opportunities for the City to see where the needs of the
cycling community are in real time.

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 • Track Collision Data: Keeping track of the collisions between cyclists and other
modes of transportation, especially motor vehicles, is critical to understanding
where infrastructure improvements should be made to support cyclists. Refer to
Chapter 7 for additional details about the Monitoring program.
6.3.3. End-of-Trip and Support for Multi-Modal Travel
Cycling infrastructure like end-of-trip facilities such as bike racks, fix-it stations,
e-bicycle charging stations, and bike racks on buses are required to support a cyclists’
multi-modal trip. When travelling distances that may be too far to cycle, utilizing a
mix of cycling and other modes of travel such as transit can enable cyclists to take
their bike with them supporting multi-modal travel where cycling acts as the first and
last-mile solution.
Installing end-of-trip facilities at strategic locations throughout the city are critical
to support increases in cycling trips. Opportunities for the installation of end-
of-trip facilities should be integrated into the planning and design process of
cycling infrastructure and upgrades to other forms of sustainable travel. The City
of Peterborough can utilize tools like the Zoning By-Law to regulate the amount,
location, and the type of end-of-trip facilities installed throughout the city and on
private property.
Existing and Expanding Programs
• Integrate Cycling and Transit: Installing end-of-trip facilities such as secure bike
parking at transit stations and hubs (e.g. Fleming, Trent, Lansdowne Place, and
the Peterborough Regional Health Centre) and installing bike racks on the front
of all buses in service and prioritizing cycling connections to key transit stations
improves multi-modal travel opportunities.
• Integrate Cycling and Carpooling: Installing end-of-trip facilities such as
secure bike parking at municipal and provincial carpool lots (e.g. Crawford Drive
carpool lot), improves multi-modal travel opportunities.
• Community Bike Parking: Long and short-term bike parking and bike shelters
serve as an end-of-trip facility for cyclists. Typical locations for community bike
parking include key destinations throughout the city such as community gateway
entrances and major trail entrances, community centres, and schools. Currently,
businesses can request a bike rack to be installed by the City on public property
near their business.
• Trail and Bikeways Map & Wayfinding Signage: The City of Peterborough,
in partnership with Peterborough & The Kawarthas Tourism, produces a
Trails and Bikeways Map, displaying the cycling network in Peterborough.
The signs are updated every five years. There are 15 map signs and tourism
panels managed by the County of Peterborough that promote classic routes
throughout Peterborough. Additional recommendations related to wayfinding are
provided in Section 5.

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• Leverage Third-Party Trip Planning Resources: Many cyclists utilize third-
party trip planning resources such as Google Maps to plan their cycling trip.
Regular updates on new cycling infrastructure and preferred routes provides up-
to-date information for cyclists in the community.
New Programs
• Integrate End-of-Trip Facilities into the Planning Process: Integrating
end-of-trip facilities throughout the planning process offers a context-sensitive
approach to regulating the amount, location, and type of end-of-trip facilities for
different land uses.
• E-Bicycle Charging Stations: E-bicycle charging stations support the growing
use and increased ownership rates of e-bicycles. Charging stations allow
members of the public to charge their e-bikes at publicly accessible charging
stations to extend the range of e-bikes.
6.3.4. Recreation and Tourism
Cycling is a popular recreational activity
and is important to tourism, making
“Peterborough and Peterborough an attractive destination.
Kawarthas Economic Fostering a strong cycling culture
Development fully requires programs that are focused on
supports the Cycling supporting the recreational and tourism
Master Plan’s vision to aspects of cycling.
become a significantly
more bike friendly Existing and Expanding Programs
community. This will serve • Recreational Cycling Programming:
to attract and grow tourism Mountain biking, cyclocross, and other
and support business recreational cycling activities are popular
prosperity as well.” activities and contribute to enhancing
cycling culture. Permitting and promoting
mountain biking on signage near popular
designated trails provides a variety of
cycling activities for the public.
• Peterborough Cycling Club (PCC): The PCC plays a vital role in introducing
people to cycling, hosting many rides per week that are led by training
leaders, including the Tandem Eyes cycling program for people with low vision.
The PCC encourages recreational riding, including road cycling, mountain
biking and cyclocross.
• Signed Recreational Cycling Routes: Signed recreational cycling routes
promote routes that are intended for recreational riding, supporting riders
of all skill levels.
• Ontario by Bike: Ontario by Bike promotes local cycling tourism and the
Bicycle Friendly Business program to businesses across Peterborough. Downtown
Peterborough is designated as a Bicycle Friendly Area.

67
 New Programs
• Bicycle Park: Bicycle parks are valuable for bicycle skills development. Building
a bicycle park for recreational cyclists enables them to enjoy the sport of cycling
and build cycling skills.

6.3.5. Events
Hosting events that encourage and engage community members to cycle are important
for reaching audiences who may be unfamiliar with existing facilities, programs and
services. Investing in these events can assist with building ridership, supporting cyclists
of all ages and abilities and ensuring that individuals feel safe and comfortable
whenever and wherever they are cycling.
Existing and Expanding Programs
• Street Opening, Reimagining, and Pop-Up Events: Open Street events like
Peterborough Pulse and Pulse Pop-ups help residents rethink how their local roads
can be used by closing streets to automobiles, and letting people on foot, bike
and scooter enjoy the space. These events promote healthy living, reimagine
public space, celebrate neighbourhoods and enhance community bonds.
Typically, these events should have a dedicated space for cycling activities,
information, and demonstrations such as bike rodeos or free tune ups.
• Community Rides and Cycling Programs: Community rides and cycling
programs support riders of all ages and abilities by enabling them to gain the
knowledge and skills to ride comfortably in traffic and on trails in all weather.
Community rides provide a fun and safe ways to help people explore their
community in a group setting and help normalize cycling to get around, whether
it’s for school, work, an errand or for fun.
• Shifting Gears Community Challenge: Shifting Gears is an annual, month-
long campaign that challenges workplaces and community members to try a new
mode to get around and track their trips through an online tool. Typically, there
are approximately 100 workplaces and over 1,000 people that participate in the
challenge. Events hosted throughout the challenge typically include workshops
on topics such as strategies on how to be safe on the road, the ABC’s of bike
maintenance, and best practices from employers to find ways to encourage
employees to go car-free. The campaign also offers a “Rack & Roll” program
where a rear bike rack and a single pannier are provided to cyclists for free to
make their bike more practical for day-to-day use.
• Bike Valet: The City of Peterborough and B!KE deliver a Bike Valet service in
partnership at major events. The City owns the bike valet racks, while B!KE staffs
and delivers the programs at events.

68
• Mobile B!KE Program: B!KE provides mobile programming at events, offering
bike check-ups and mobile workshops covering basic bike repair, winter cycling,
commuter and traffic safety skills, and bike handling skills.
• Cycling Competition Events: The sport of cycling can inspire interest in
cycling among community members and create tourism opportunities. Cycling
competitions or other events that incorporate a cycling component (e.g.
triathlon) bring together athletes and spectators and assists in the growth of
the cycling culture.
• Films and Speakers: Highlighting the success stories of cycling either through
film or guest speakers are opportunities to contribute to the cycling culture, learn
about best practices, and celebrate cycling in all forms. Films and Speakers events
bring cyclists of all ages and abilities together to celebrate and learn about how
cycling positively impacts Peterborough and other communities around the world.
New Programs
• Municipal Tactical Urbanism Program: Tactical Urbanism is a concept that
utilizes low-cost materials in low-risk settings to pilot unique ideas that can lead
to long-term social and physical changes in communities. Tactical urbanism
typically requires the buy-in of a municipality to work with residents to implement
changes, measure the impact and support transforming short-term actions
into long-term change.

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 Case Study: No Ridiculous Car Trips in Malmö, Sweden

Malmö, Sweden has routinely been ranked as one of

the best places for cycling in the world over the past
decade. Malmö has invested significantly to develop
a transportation network which prioritizes active
transportation and promotes the use of public transit.
Cycling mode share grew from about 2% (2003) to
Source: City of Malmö 22% (2013) for all trips in Malmö. Latest estimates put
the mode share at about 25%.
The City of Malmö hosted several events and campaigns centred around public awareness and
education relating to cycling to help gain support and shift behaviour such as the “No Ridiculous
Car Trips Campaign”. This campaign included an education campaign including a bright orange
billboard in a busy city square to highlight the significant number of “ridiculous” car trips under 5
kilometres people were taking. A suite of campaigns hosted throughout the year have significantly
improved cycling culture in Malmö and emphasizes the importance of environmental stewardship.

Case Study Key Takeaways:

• Campaigns and events centred around public awareness and education relating to cycling
are important for gaining support and shifting behaviour;
• The campaign was extremely successful and encouraged over 15% of Malmö’s population to
reduce their car travel and cycle for shorter trips; and
• The City has since named May as “No Ridiculous Car Trips Month” and staff and volunteers
continue to raise awareness and promote cycling during this month.
 

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71
 Encourage
Year-Round
Riding

72
7.1. Overview
To recognize the full benefit of cycling in Peterborough, it is important that cycling
be legitimized as a year-round transportation and recreational option. This requires
recognizing, planning for and following through on network design, maintenance and
programs to support cycling through all seasons.

7.2. Background
7.2.1. Existing Practices & Work to Date
The City of Peterborough follows provincial maintenance guidelines set out under
O. Reg 239/02: Minimum Maintenance Standard for Municipal Highways. These
regulations prioritize roads based on traffic volumes and speeds and include standards
for the winter maintenance of bike lanes. Peterborough’s fleet of winter maintenance
equipment includes:
• 16 standard plow trucks;
• 2 graders;
• 9 sidewalk plows;
• 6 snow loaders; and
• Several pick-up trucks.
The City also exceeds the provincial maintenance standard and the practices of many
other Canadian municipalities by plowing all off-road paved multi-use trails throughout
the winter season. Current winter maintenance techniques for off-road trails include
clearing primarily with pick-up trucks (and, in some locations, sidewalk plows) and
salting/sanding.
While the City only has two existing segments of protected bike lanes/cycle tracks
(one on Sherbrooke from George to Water Street and another on Brealey Drive), these
facilities are also winter-maintained with sidewalk plow equipment or pick-up trucks.
On-road cycling facilities are also winter-maintained using conventional roadway
equipment. Bollards added to existing buffered bike lanes to enhance protection are
removed during winter months to facilitate clearing with a standard plow truck.

7.2.2. Needs & Challenges

The following needs, opportunities and challenges of year-round cycling and
maintenance in Peterborough were identified through consultation with stakeholders
and lessons learned through case studies.
Improve Safety
Regardless of the weather or road conditions, some cyclists bike year-round. Even if
these riders are in the minority, providing clear and consistent maintenance along a
core set of routes can encourage them to take the safest routes possible and reduce the
likelihood of an injury or collision relating to poorly or unmaintained facilities.

73
 Further, case studies from winter cycling cities like Oulu, Finland, demonstrate that
riding can appeal to a wider demographic of residents with sufficient programming
and maintenance. Road surface conditions, rather than weather or temperature, dictate
whether many residents feel safe and comfortable cycling in the winter.
Maximize the Value of Investment in Infrastructure
As the City of Peterborough gears up to invest in creating an irresistible cycling
network, it is critical to ensure that those investments are maximized, and new
infrastructure is used to its full potential. A complete, well-connected network that
is uncomfortable or unsafe to ride for large portions of the year is not an effective
network. While the Minimum Maintenance Standards recommend prioritizing some
cycling facilities over others based on the speeds and volumes of the adjacent
roadway, this strategy has significant limitations:
• Some AAA cycling facilities, such as bicycle boulevards, are designed
to have low motor vehicle volumes and speeds but serve a critical role in
the cycling network;
• Some links may serve an important role in the network due to proximity to key
destinations such as schools and recreational facilities; and
• This approach does not consider how off-road facilities should be prioritized
within the context of the larger cycling network.
In parallel, strong year-round maintenance can also benefit transit infrastructure
investments considering first-last mile potential. Transit riders that cannot safely or
comfortably bike to their transit stop in the wintertime may not be able to take transit
at all. Creating a year-round cycling network that connects to transit hubs leverages
investment in major infrastructure by supporting the last mile, reducing demands on
parking facilities at transit stations, and freeing up space on feeder transit routes.
Prepare for Our Future Network
The proposed network in this Cycling Master Plan places an increased emphasis on
separated cycling facilities such as protected bike lanes and cycle tracks compared to
the existing network. These types of facilities require specific maintenance techniques
and equipment and necessitate a review of Peterborough’s current practices to ensure
that the City is prepared to maintain the network it builds. For example, the annual cost
estimate to maintain protected bike lanes ($12,000/km) is about two times the cost
to maintain an on-road cycling facility ($6,000/km). At the same time, these facilities
can be designed in a way that facilitates easy, low-cost maintenance wherever
possible. Some of these considerations are discussed further in Chapter 6 (Pursue
Design Excellence).

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Case Study: Year-Round Riding in Oulu, Finland
Oulu is a city in Finland located within the subarctic
continental climate zone. Despite this, and its lower
overall population density than Peterborough, Oulu
has managed to achieve a cycling mode share
of 20% during the winter months. It achieved this
through a concerted effort to develop a complete,
connected, and separated cycling network,
investing in ongoing maintenance to ensure facilities
are available year-round and through year-round
outreach programs and events.
Oulu’s cycling network covers the entire city and
connects to several surrounding municipalities, creating a cohesive regional network. It consists of over 600
kilometres of cycling and pedestrian pathways with end-of-trip facilities at key destinations throughout the
city. The City has also invested in a bike share system, “Sykkeli”, which includes hundreds of bikes and more
than 60 stations to support recreational and utilitarian trips throughout Oulu.
To support cyclists of all ages and abilities throughout the year, the City has invested in year-round
maintenance programs and initiatives to ensure the network is safe in all weather conditions. The City has also
partnered with several private contractors to effectively divide maintenance costs and energy for the entire
network3. In addition, the City frequently engages with users to gain feedback on facilities and maintenance
practices and uses this feedback to make changes to improve the network. Oulu has been named the most
winter cycling-friendly city in the world.
The City holds many cycling-focused events and programs throughout the year to support a strong cycling
culture and promote cycling in cold and snowy winter months, such as Winter Bike to Work Day. Many of
these initiatives are focused on promoting cycling for children. Approximately 30% of children under the age
of twelve ride a bike to get to school every day throughout the year.

Case Study Key Takeaways:

• Extensive maintenance programming and investment is critical in developing a cycling
network which supports cycling in all months of the year
• Events and programs should be aimed at promoting a positive cycling culture and on winter
cycling culture to maintain cycling mode share throughout the year
• Public feedback regarding the cycling network should be gathered on a frequent basis so that
improvements and enhancements can be made to reflect this feedback

3
Eltis. The Urban Mobility Observatory. (2015).
https://www.eltis.org/discover/case-studies/oulu-winter-cycling-capital-world-finland

75
 7.3. Strategies & Recommendations
Recommendations and strategies for maintaining a network that encourages year-
round riding fall into three major categories:
• Developing a priority cycling network for winter maintenance;
• Considering maintainability in roadway design and construction; and
• Implementing best maintenance practices with appropriate techniques and
equipment for the Peterborough context.

7.3.1. Explore a Priority Winter Cycling Network

As described in Section 7.1.2, establishing snow removal priorities for cycling facilities
based only on Minimum Maintenance Standards guidelines may not result in clearing
the most important links or creating a well-connected, effective winter cycling network,
since links are prioritized based on motor vehicle volumes. These standards also
neglect off-road facilities and low-speed, low-volume bicycle boulevards that will form
an important part of the future AAA cycling network in Peterborough.
It is therefore recommended that the City investigate and establish a priority cycling
network that will be cleared and maintained throughout the winter in advance of
other facilities. As it is built out, AAA cycling facilities that form part of the Crosstown
Network described in Chapter 5 are excellent candidates to be included in the
Winter Priority Network, as are any links that connect to key destinations such as Trent
University or the Downtown Transit Terminal. An easy way to define service levels for
the priority winter cycling network would be to follow the maintenance and patrolling
requirements for Class 3 Highways along these corridors (adapted to reflect the
specific cycling facility needs).
Once the Winter Priority Network is established, it should also be communicated and
advertised widely to the public to increase awareness and effectiveness of the network.
It is also important to ensure that cycling facilities have adequate lighting to be used
year-round as the sun rises later and sets earlier. Any multi-use trails outside of the
roadway that are included in the Priority Winter Cycling Network or are otherwise
maintained year-round should be designed or upgraded to include lighting that
enables cycling during the winter months when hours of daylight are reduced.

Recommendation 12: Establish and promote a Priority Winter Cycling Network

of routes that are maintained year-round at a high level of service.

7.3.2. Construct Facilities for Easy Maintenance

In the design and construction of cycling facilities, it is important to consider the on-
going costs of maintaining those facilities year after year. Some design alternatives
may appear to have a higher upfront cost but may allow for easier, cheaper
maintenance down the road.

76
Most often, facilities that are difficult or costly to maintain are a result of not considering
maintenance at the time of design development. While it is inevitable that embracing
protected bike lanes, cycle tracks and bicycle boulevard will increase the City’s
cycling facility maintenance costs, there are strategies that can help to minimize and
accommodate changes to maintenance levels of service more easily over time, such as:
• Considering and providing adequate space for snow storage in the boulevard
through provision of street buffers, maintenance strips and/or planting furnishing
zones. This helps to reduce the frequency of snow removal which is very costly;
• Whenever possible, designing cycling facilities that can be maintained with the
same equipment as sidewalks by providing sufficient width and operating space
to accommodate existing sidewalk plows. The City’s existing sidewalk plows are
1.5m wide and have a turning radius of about 3-5m;
• Designing cycling facilities flush with sidewalks (with tactile separation) where
possible, with consideration for potential accessibility and pedestrian desirability
trade-offs, so that pick-up trucks with snow blade attachments can maintain both
facilities in a single pass; and
• Ensuring cycling facilities have adequate drainage to minimize the accumulation
of debris. One area that often requires particular attention are cycling ramps
connecting road level cycling facilities such as bike lanes to cycle tracks. These
transition ramps are more likely to be installed as the network develops to include
more separated facilities. At these ramps, installing smooth back to back curves
that can accommodate a road plow are important.

Recommendation 13: Consider snow storage and ease of maintenance routinely

as part of the design of cycling facilities.

Besides designing cycling facilities with maintenance in mind, some design and
construction practices for roadways can have dual benefits for maintenance and for
cycling comfort and safety. Most rural roads in Peterborough currently have gravel
shoulders. While gravel shoulders have lower capital costs than paved shoulders,
they require costly ongoing maintenance such as grading, re-gravelling, and washout
repairs. While the City of Peterborough has the long-term goal of urbanizing its rural
roads to provide sidewalks and other amenities, paved shoulders can be used as an
interim strategy to facilitate safer cycling and easier maintenance. An example of a
corridor where interim paved shoulders would improve cycling connectivity is Ackinson
Road, north of Parkhill, which would improve access to the Trans-Canada Trail.

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 Paved shoulders reduce both on-going maintenance costs and increase the service
life of the roadway. Despite the higher capital costs to provide paved shoulders,
several Ontario municipalities have found that paved shoulders have lower lifecycle
costs than gravel over a payback period of approximately 15 years4,5. Further, they
provide a space outside of general-purpose travel lanes for cyclists to operate on
rural roadways, improving comfort and safety by limiting interactions with high-speed
vehicles. They can also provide critical connections to recreational trails and cycling
corridors, as well as accessible alternatives to unpaved paths that may not be suitable
for all riders. Paved shoulders have additional benefits to other modes, including:
• Reductions in shoulder-related vehicular collisions, injuries and deaths;
• Improved pedestrian access in rural areas;
• Additional operating space for heavy vehicles; and
• Reductions in gravel being swept onto the road and contributing to skidding
or loss of control.
In these ways, upgrading paved shoulders in Peterborough can be considered a
net benefit from a maintenance, cycling connectivity, and safety perspective. It is
recommended that, during routine resurfacing or reconstruction of rural roadways,
paved shoulders are installed wherever feasible to maximize safety benefits and
redistribute maintenance efforts to other areas of the transportation network.

Recommendation 14: Upgrade rural roads to include interim paved shoulders as

part of resurfacing projects whenever feasible.

4
Report #PW-65-2013 County Roads Paved Shoulder Program. Available online:
http://www.lanarkcounty.ca/AssetFactory.aspx?did=5430
5
Grey County Paved Shoulder Policy. 2009. TAPSR-018-09 Available online:
http://www.greycounty.ca/files/pagecontent/policy-raods-01-09-paved-shoul.pdf

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Case Study: Proactive Maintenance Techniques in Montreal, QC
A local example of a winter cycling city is Montreal, which retains almost one quarter of its peak season
cycling mode share throughout the winter season (0.7% versus 3.1%) despite heavy snowfall and cold
temperatures. One of the factors contributing to the city’s success is its adoption of proactive maintenance
techniques specific to active transportation facilities.
A common approach to winter maintenance of active transportation facilities in most municipalities (including
Peterborough) is as follows:
• Following a snow event, snow is plowed off of sidewalks or cycling facilities
• A mixture of rock salt and abrasives (crushed stones or sand) are applied
• Salt is required to dissipate the hard-packed residual layer of snow left behind by the plow
• Crushed stones or sand are applied to improve traction, particularly when temperatures are very
low and salt is less effective
This approach can be qualified as reactive as maintenance operations follow snow events. While this
approach works well for road maintenance, it is not ideal for active transportation facilities. The dissipation of
residual snow depends on friction and heat, which cars provide but pedestrians and cyclists do not.
Some boroughs in Montreal have begun piloting a more proactive approach which is better suited to the
maintenance of active transportation facilities. Under this approach:
• Liquid salt (brine) is applied to active transportation facilities in anticipation of snowfall;
• During and after a snow event, sweepers instead of plows are used to clear snow from sidewalks
and cycling facilities:
• The previously applied brine prevents the newly fallen snow from binding to the surface of the
active transportation facilities;
• The sweepers are able to clear snow right down to the bare surface;
• Salt and abrasives are not necessary to dissipate residual snow and ice and prevent skidding;
• Brine is immediately reapplied, by the sweeper vehicles, to avoid snow and ice bonding during
the next snow event.
Beyond providing a better level of service for pedestrians and cyclists, the advantage of this approach is that
it considerably reduces amount of salt used – potentially by as much as a third. This entails costs savings and
less risk of damage to vegetation and ecosystems within and near the public right-of-way.

Case Study Takeaways:

• Maintenance techniques suitable for motor vehicle roadways are not necessarily the most
appropriate for cycling facilities; innovative maintenance techniques are needed to maximize
safety and comfort.
• Brine is a key tool for proactive winter maintenance.

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 7.3.3. Explore New Maintenance Techniques & Equipment
As illustrated in the Montréal case study, maintenance techniques and equipment
geared specifically to cycling facilities can be instrumental in creating safe, comfortable
year-round cycling environments and even lowering long-term maintenance costs.
The maintenance of active transportation facilities is also performed with narrower
and lighter equipment than road maintenance. The most commonly used
equipment includes:
• Summer maintenance: vacuum-sweepers; and
• Winter maintenance: snow plows and salt spreaders mounted on pick-up
trucks or small tractors.
An increasingly popular practice is to remove snow with a snow sweeper (a cylindrical,
reverse-rotating brush) instead of a plow and to deice with brine, or a salt and water
solution, instead of rock salt mixed with crushed stones. For the City of Peterborough
to adopt this approach to winter maintenance, they will have to acquire the
following equipment:
• Snow sweeper attachments;
• Brine tanks and sprayers; and
• Brine mixers and loaders.
Snow sweepers as well as the tanks and sprayers for brine are sold as attachments for
pick-up trucks or small tractors, allowing the City of Peterborough to continue to use its
current fleet of equipment.

Recommendation 15: Pilot the use of brine for de-icing and sweepers for snow
removal on separated cycling facilities in the City of Peterborough.

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81
 Go For Gold

82
8.1. Overview
The sixth and final study goal, “Go for Gold” focuses on an implementation and monitoring plan that will
help Peterborough become a cycling leader in Canada. Along with the phasing and cost estimates of the
network and programming recommendations, two essential components of an implementation plan are
targets and an on-going monitoring program. These are critical for understanding the impact of investments
and continuously tracking progress towards study objectives. As a living document, understanding progress
over time through a monitoring program enables informed decision making and the identification of strengths
and weaknesses, allowing for the adjustment of the implementation plan over time as needed.
The recommendations in this report are designed to help Peterborough achieve the hybrid Accelerate-Spark
scenario and to pursue a Gold Bicycle Friendly Communities designation administered through the Share the
Road Cycling Coalition.6 The recommended monitoring program builds on Peterborough’s current and robust
data collection program to support an understanding of progress towards all the study objectives.

“We view this plan as an opportunity “Peterborough and Kawarthas

for Peterborough to become a leader
in cycling and formally endorse an
extended vision for Peterborough
to “Go for Gold” as the next gold
star rated community for cycling…
Robust cycling activity makes for a
prosperous downtown for everyone.”
– Peterborough Downtown Business
Improvement Area
Economic Development fully supports
the Cycling Master Plan’s vision
to become a significantly more
bike friendly community. This will
serve to attract and grow tourism
and support business prosperity
as well.” – Peterborough & Kawarthas
Economic Development

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 Case Study: Setting Aggressive Targets in Madison, WI

The City of Madison, Wisconsin was one of the earliest

communities to set their sights on becoming a Platinum Bicycle
Friendly Community and establish a clear, well-defined path
towards achieving that ambition. Following the passage of
its Bicycle Transportation Plan in 2000, Madison repeatedly
achieved a Gold designation in the Bicycle Friendly Community
Program, but leadership was determined to attain Platinum. The
City struck a Platinum Biking City Planning Committee in 2006,
Source: City of Madison which delivered a series of recommendations as a report in
2008. The City took that report and began to work away on
the tasks outlined within, creating new infrastructure and social
supports for cycling in the City. In 2015, the City’s hard work paid off, with Madison joining only 4 other
communities in the United States as a Platinum level Bicycle Friendly Community.
Madison’s success has been centred around strategies to make cycling easier for residents who live near
the densest parts of the City – indeed, the City’s network of trails and bike lanes is most noticeable in the
areas around UW-Madison and near the Wisconsin State Capitol. In recent years, the City has begun to
recognize the importance of extending high quality infrastructure into underserved neighbourhoods and
has also invested in new outreach capabilities to ensure that what is built is both desired and appropriate
within the community.
Madison has continued to strive for aggressive targets. The City launched a campaign to get to 20% cycling
mode share by 2020. While the target wasn’t achieved at the City-wide level, the targets were met in certain
neighbourhoods within the City, demonstrating the impact of pursuing aspirational targets.

Case Study Key Takeaways:

• Policy objectives should be tied to specific and measurable targets and outcomes
• Political & City Leadership is a key ingredient in success: Encourage internal city staff
from all departments to consider and support active transportation initiatives in their own
individual projects, regardless of whether active transportation is initially included as part of
the scope of the project
• Public feedback regarding the cycling network should be gathered on a frequent basis so
that improvements and enhancements can be made to reflect this feedback

6
The City of Peterborough received a Silver Bicycle Friendly Communities status from Share the
Road in 2015, improving from the bronze received in 2012.

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8.2. Mode Share Targets
Mode share is an effective outcome-
based indicator that demonstrates how
“Mode” refers to the way well the cycling network and programming
that Peterborough residents initiatives are attracting people to cycle.
travel around the city The desired environmental, public health,
(i.e. by walking, biking, livability, and economic benefits are also
taking transit, driving, or associated with an increased cycling
as a passenger in a car). mode share, making it an effective
Cycling mode share is the overarching indicator.
share of all trips taken by
As described in Section 3.2, three scenarios
bike and is usually shown
were developed, each representing
as a percentage.
different alternatives for cycling investment
and support in Peterborough. Through
the scenario evaluation process and
subsequent council approval, a hybrid
Accelerate-Spark scenario emerged
as the recommended scenario for the
Cycling Master Plan.
A cycling mode share target of 10-12% by 2041 for Peterborough is identified through
the Cycling Master Plan. This is consistent with the parallel Transportation Master Plan,
which identifies a mode share target of 25% for all active transportation (including
both walking and cycling).
Within Canada and internationally, cycling leaders have been improving participation
in cycling through ambitious plans and achieving high cycling mode shares. For
example, Victoria, British Columbia reported an 11% cycling mode share in 2016
(with a target of 55% walking and cycling by 2041), and Malmö, Sweden reported a
cycling mode share of 25% in 2016 (with a target of 30% cycling by 2030).

8.3. Monitoring and Evaluation

8.3.1. Existing Practices & Work to Date
Peterborough’s current robust data collection initiatives create a solid foundation for
continuing to monitor cycling and active transportation trends. Specifically, this includes
the development of the Peterborough City & County Active Transportation & Health
Indictors Report (AT & Health Indicators Report) and the annual bicycle and pedestrian
count program.
The AT & Health Indicators Report was first released in 2014 and is an assessment
of the state of walking, cycling, and transit in the Greater Peterborough Area. The
assessment takes place about every 5 years (most recent release in 2020) and covers
cycling indicators such as:
• Mode share, total number of trips, and median distance of trips;
• Kilometres of trails and bikeways/ percent of network complete;

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 • Number of cyclists at key manual count locations;
• Percent of arterial and collector roads with cycling infrastructure;
• Percent of roads with paved shoulders;
• Collisions involving cyclists and their severity;
• Bikeability / Bike Score;
• Number of municipally provided bike parking spaces;
• Observed sex of cyclists during annual manual counts; and
• Key projects (e.g. Ontario Bikeway Network, Peterborough &
Kawarthas Cycling Routes).
Peterborough has a long-running bicycle and pedestrian count program. The
count program is an annual, City-led, volunteer-delivered program that follows the
methodology of the National Bicycle and Pedestrian Documentation Project, a US-
based methodology for standardizing the collection of active transportation data that
provides a consistent model and ongoing data for use by planners, governments, and
bicycle and pedestrian professionals across North America. This dataset consists of
approximately 60 observations of 2-hour counts for a variety of locations across the
City. This data is collected annually in the month of September, with ridership numbers
broken down by date, time of day and approach direction. The recurring short-term
count is supplemented by several automatic counters that remain in place year-round,
as well as regular counts of cyclists obtained through standard vehicular counting
programs (i.e. turning movement counts). Over time, it would be ideal to develop
daily, monthly and seasonal factors to apply to the 2-hour counts based on this
supplementary local data.
These initiatives have demonstrated the value of monitoring progress over time and
have provided local evidence that people will cycle if quality cycling infrastructure is
built. For example, for every kilometre of new cycling infrastructure installed in the city
between 2012 and 2017, there was a 1.5% increase in the number of cyclists counted
during annual counts.7

8.4. Strategies & Recommendations

8.4.1. Continue to Track Progress
In addition to continuing and strengthening current data collection on cycling, the
following are recommended indicators to bolster monitoring across all study objectives
(subject to data availability):
• Number and proportion of people and jobs within 400 m of a cycling facility;
• Disadvantaged population served (i.e. proportion of low-income, minority, senior
and disabled populations within 400 m of a cycling facility);
• Age and self-identified gender of people who cycle; and
• Winter bicycle count program at key locations, particularly in concert with a
proposed priority network program.

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Tracking progress on all of the current and recommended indicators outlined above is
valuable to understand specific areas of progress and opportunity. There are three key
performance indicators however, that are reflective of the approach used to develop
the network that will be essential for an overarching understanding of progress. The key
indicators are:
• Kilometres of cycling facilities built each year by facility type;
• Programming initiatives launched/undertaken each year; and
• Mode share (overall and various mode shares including commute trips, trips by
distance and trips by age).

Recommendation 16: Undertake monitoring program building upon existing and

new indicators to track progress over time.

Exhibit 8.1 provides a summary of the indicators recommended for monitoring, tying
together the current recommended and key indicators outlined above. A schedule
for the recommended intervals for data collection and the associated study goals are
also provided.

7 2020 Peterborough City & County - Active Transportation & Health Indicators Report

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 Exhibit 8.1: Summary of Indicators for Monitoring Program
Indicator
Key Performance Indicators
Kilometres of cycling facilities built by facility type
(including percent of network complete)
Programming initiatives launched/undertaken
Mode share:
• Overall daily mode share
• Commute trips
• Trips by distance
• Trips by age
Additional Indicators
Number of cyclists at key manual count locations
Number of cyclists at key manual count locations in
the winter
Number and proportion of people and jobs within
400 m of a cycling facility
Disadvantaged population served (i.e. proportion
of low-income, minority, senior and disabled
populations within 400 m of a cycling facility)
Percentage of arterial and collector roads with
cycling infrastructure
Percentage of rural roads with paved shoulders
Collisions involving cyclists and their severity
Bike Score
Number of municipally provided bicycle parking
spaces
Total number of cycling trips
Median distance of cycling trips
Self-identified gender of people who cycle (via
intercept survey)
Key projects (e.g. Ontario Bikeway Network,
Peterborough & Kawarthas Cycling Routes)
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Schedule Associated Study Goal
Annual Create an Irresistible Network; Encourage
Year-Round Riding; Pursue Design Excellence
Annual Build a Cycling Culture
Every 5 years
Create an Irresistible Network; Pursue Design
Excellence; Build a Cycling Culture
Annual Create an Irresistible Network; Pursue Design
Excellence
Every 2 years Create an Irresistible Network; Pursue Design
Excellence; Encourage Year-Round Riding
Every 5 years Create an Irresistible Network
Every 5 years Create an Irresistible Network
Every 5 years Create an Irresistible Network
Every 5 years Create an Irresistible Network
Annual Pursue Design Excellence; Build a Cycling
Culture
Every 5 years Create an Irresistible Network
Every 5 years Create an Irresistible Network; Pursue Design
Excellence; Build a Cycling Culture
Every 5 years Create an Irresistible Network; Pursue Design
Excellence
Every 5 years Create an Irresistible Network
Every 5 years Pursue Design Excellence; Build a Cycling
Culture
Every 5 years Create an Irresistible Network
8.4.2. Raise the Profile of Peterborough
As a mid-sized city, Peterborough has achieved significant progress to date, and this plan
identifies various strategies to continue to build momentum. To fully realize the desired role as a
leader in cycling across Canada, the City of Peterborough must pursue initiatives that help grow
awareness of the City’s corresponding investment in network build-out and programs.
Bicycle-Friendly Community Designation
The Bicycle Friendly Communities (BFC) Award Program helps communities evaluate how bicycle
friendly their community is, celebrate progress, and work toward further achievement over time.
The City of Peterborough received a Silver Bicycle Friendly Communities status from Share the
Road in 2015 and 2019, improving from the bronze received in 2012. Factors contributing to the
silver designation included expansion of the cycling network, strong community partnerships, and
the Pedal Power program for Grade 5 students.
A key target for the City of Peterborough should be achieving Gold Bicycle-Friendly Status within
the next 5 years. This designation will elevate the City of Peterborough to join only three current
Gold Bicycle Friendly-Communities across Ontario: Ottawa, Toronto and Waterloo.

Recommendation 17: Pursue Gold Bicycle-Friendly Community Designation.

Support Cycling Tourism through Partnerships

There is significant support from the business community within Peterborough to grow and support
cycling tourism, including the Peterborough Downtown Business Improvement Area (DBIA) and
Peterborough & Kawarthas Economic Development (PKED). In fact, the DBIA is a cycle-friendly
Business Improvement Area as designated by Ontario by Bike. Encouraging business community
members to pursue similar designations, ensuring bike parking is provided at businesses, and
promoting Peterborough as a biking destination all contribute to elevating the role of Peterborough
as a cycling leader.
Support for cycling tourism will generally involve partnerships with Regional Tourism Organization
8, Peterborough & Kawarthas Economic Development and the Peterborough Downtown Business
Improvement Area.

Recommendation 18: Continue to partner with the business community to support and grow
cycling tourism in Peterborough.

8.5. Master Plan Implementation & Funding

The recommendations laid out in this document, including the proposed cycling networks, will
be integrated into the development of the City’s overarching Transportation Master Plan update
for implementation. The policies in the TMP will then be rolled up into an amendment and future
revisions of the City’s Official Plan. The following sections detail the funding requirements of
programming and network recommendations outlined in this document.

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 8.5.1. Programming Implementation and Funding
The Cycling Master Plan calls for the amount spent directly by the City on dedicated cycling
programming to increase to $160,000 per year by 2027. The approximate funding levels for
the City of Peterborough between 2023 and 2032 are summarized in Exhibit 8.2, based on the
preferred Accelerate-Spark scenario. This increase in funding reduces the reliance on external
grants and fundraising to offer existing programs.
The current funding scenario presented offers a limited implementation of many of the new and
innovative programs. Additional funding through the CMP, or additional funding such as grants
and sponsorships, would be required to realize the full potential of the recommended programs.
Exhibit 8.2: Programming Funding and Recommendations

2023 2024 2025 2026 2027-2032

Expenses $80,000 $100,000 $120,000 $140,000 $160,000

8.5.2. Network Implementation and Funding

In the 9-year period between 2012 and 2020, the City invested approximately $19.1 M on trails
and on-road cycling infrastructure incorporated into road reconstruction projects or separate
trail or bicycle lane projects. This equates to an investment of approximately $2.1 M per year,
comprised of $1.5 M in City funding and $0.6 M in external funding annually.
To implement the hybrid Accelerate-Spark scenario, future capital investments would be required
to construct new cycling infrastructure and new operating costs would be incurred to maintain an
expanded multi-use trail and on-road base cycling network.
Capital Costs
Building the identified short- & medium-term cycling facility projects over the 2021-2041 horizon
is estimated at about $30 M, representing an annual capital investment of about $1.5 M per year
in 2020 dollars and is consistent with the aggressive pace that cycling infrastructure has been
provided over the past 9 years. Approximately $23 M of this capital investment will be dedicated
to completing the Crosstown Network (see Section 4.2.2), while the remainder will be dedicated
to implementing the Ultimate Cycling Network. Some of the projects contemplated for this strategy
are already in the planning stages, as part of road reconstruction projects.
As noted in Section 4.2.3, opportunities to secure external, provincial government or federal
government funding, for example, through the recently announced National Active Transportation
Strategy, will be explored on an on-going basis. Securing alternate funding may allow the City
to leverage the recommended investment to construct additional strategic cycling infrastructure
including high priority projects associated with the Spark Scenario.

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Operating Costs
In addition to capital costs required to construct cycling facilities and implement
Peterborough’s Ultimate Cycling Network, there are also operating costs associated
with maintaining, upgrading, and improving the network and its facilities over the
plan horizon. The cost of implementing the identified upgrades to the existing cycling
network (Section 4.2.1) is estimated at $250K annually over the short-term horizon.
The additional annual operating cost for the short and medium-terms cycling network
links once completed is estimated at $150K annually. The annual growth in operating
costs will depend on the rate of network expansion.

8.6. Integration with other Plans & Policies

The recommendations, plans, policies and networks from the Cycling Master Plan
are intended to be incorporated into higher-order policy documents including the
Transportation Master Plan and Official Plan.

Recommendation 19: Incorporate policies, networks and recommendations from

the Cycling Master Plan into other city plans & policy documents.

8.7. Revisiting the Plan

Cities and the people within them are constantly changing and it is important for the
planning process to accommodate and respond to this. That is why it is best practice
for long-term strategic plans such as the Peterborough Cycling Master Plan to be living
documents that are reviewed every five years.

Recommendation 20: Review the cycling master plan document at least every
five years to determine if a formal update is required.

This review acts as a check in to see if a formal update is required. Some considerations
that may indicate a formal update is required are:
• Significant changes in transportation patterns and development trends;
• Updates to other municipal, regional, provincial and federal plans; and
• Undesirable or unanticipated results from the monitoring program.

8.8. Summary of Recommendations

A summary of recommendations throughout the master plan is provided in Exhibit 8.3.

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 Exhibit 8.3: Summary of Master Plan Recommendations

# Recommendation Phasing Funding Impacts

Theme: Create an Irresistible Network

Implement proposed upgrades to $250K annual
1 Short-Term
Peterborough’s existing cycling network. operating costs
Prioritize the construction of the crosstown $1.5M annual
2 Short-Term & Medium-Term
network with an emphasis on AAA facilities. capital costs
$1.5M annual capital
Progress towards the implementation of the Medium Term & Long-Term
3 costs (following
ultimate cycling network. (Beyond Plan Horizon)
crosstown network)
Advance Spark projects through Phasing dependent on
4 funding and delivery partnerships as funding opportunities / Project-specific
opportunities arise. City funding variable
Theme: Pursue Design Excellence
On-going; Guidance
Embrace and institutionalize planning and provided in Cycling
5 N/A
design for AAA cycling facilities. Design Guidelines /
OTM Book 18
Where transitions are required along and On-going; Guidance
between cycling facilities, ensure that provided in Cycling
6 N/A
they are smooth and incorporate intuitive Design Guidelines /
design treatments. OTM Book 18
On-going; Guidance
Incorporate high-quality intersection
provided in Cycling
7 treatments such as protected intersections N/A
Design Guidelines /
along AAA cycling facility corridors.
OTM Book 18
Wayfinding signage
Integrate cycling wayfinding signage
in place along existing
with cycling network improvements on an
8 routes; Update and $2K annually
on-going basis including opportunities to
expand wayfinding on
expand wayfinding to identify AAA routes.
an on-going basis
Amenities in place along
Partnership and delivery
Continue to implement network amenities existing routes; Updates
9 as the cycling network expands. and expand amenities on
through internal/external
funding partners
an on-going basis
Support road safety and Complete Streets
10 initiatives to enhance safety and comfort of On-going N/A
vulnerable road users.

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# Recommendation Phasing Funding Impacts

Theme: Build a Cycling Culture

Short-Term – Continue &
Explore and expand programming within expand programs Refer to programming memo
11 key areas identified through the CMP. Medium-Term & beyond – for costing details
expand programs
Theme: Encourage Year-Round Riding
Establish and promote a Priority Winter
Cycling Network of routes that are To be determined
12 Short-Term
maintained year-round at a through pilot project
high level of service.
On-going; Guidance
Consider snow storage and ease of
provided in Cycling
13 maintenance routinely as part of the design Project-specific
Design Guidelines /
of cycling facilities.
OTM Book 18
Upgrade rural roads to include interim
14 paved shoulders as part of resurfacing On-going Project-specific
projects whenever feasible.
Pilot the use of brine for de-icing and
sweepers for snow removal on separated To be determined
15 On-going
cycling facilities in the through pilot project
City of Peterborough.
Theme: Go For Gold
Undertake monitoring program building
16 upon existing and new indicators to track On-going $15K every 5 years
progress over time.
Pursue Gold Bicycle-Friendly Addressed through other
17 Short-Term
Community Designation. CMP recommendations
Continue to partner with the business Partnership with DBIA /
18 community to support and grow cycling On-going PKED / RTO8 (Regional
tourism in Peterborough. Tourism Organization 8)
Incorporate policies, networks and
recommendations from the Cycling Master
19 On-going N/A
Plan into other city plans
and policy documents.
Review the cycling master plan document
20 at least every five years to determine if a Every 5 years ~$250K
formal update is required.

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Consultation
Summary
Memorandums

Appendix A
Vision and Goals
Memorandum

Appendix B
Scenario
Evaluation
Memorandum

Appendix C
Cycling Impact
Analysis
Mapping

Appendix D
Ultimate Cycling
Network:
Preliminary Facility
Types and Summary
of Network Links

Appendix E
E-Bike Policy and
Practice Review
Memorandum

Appendix F
Cycling
Programming
Strategy
Memorandum

Appendix G