Construction Timeline Phased implementation plan is as follows and is weather dependent: Phase 1 from Shaw St to Symington Ave.: All pavement markings including green for bus stops and bike turn boxes have been installed.

Curbs are being added during the day, about 50-70 per day. Phase 2 from Dundas St W to Runnymede Rd: Most pavement markings are installed.

Green markings for bus stops and bike turn boxes have begun and should be completed by late August or early September.

Curbs will commence when phase 1 is done, with the exception of the cafe in phase 2.

Signal changes to the Keele St and Dundas St W. intersections are targeted for September. Phase 3 from Symington Ave. to Dundas St. W. will commence when Toronto Hydro’s work is complete. This is estimated to be in 2-4 weeks. This phase will begin with pavement markings. Curbs will be installed in October. For each phase, first, the centre lanes will be closed, then each of the curb lanes. Traffic will always be allowed to flow one way in both directions during construction, but access to and from side streets may be temporarily restricted. Bylaw signs for parking and loading will be changed simultaneously. Changes to signalized intersections such as Dundas Street West and Keele Street to improve safety and operations will commence after the bikeway’s initial installation, and be completed by early fall 2020. Work Taking Place As part of the installation, the contractor will be performing the following steps: Removal of CafeTO, CurbTO and other obstructions, filling pot holes Pre-marking and checking of pre-marks to make sure the plan translates well to the real space Grinding off existing paint such as yellow centre lines and white skip lane lines Painting straight lines and outside of buffers Painting hatches (diagonal slashes) in buffers Installing concrete curbs and flexi-post bollards Four CafeTO locations receive go ahead to resume on street at approved locations Accessible loading islands, Bike Share stations and bicycle parking corrals are installed In parallel: bylaw signage is installed such as for parking

signal changes such as at Dundas St W and Keele St are installed

new signal timing is programmed to the traffic lights

observations and adjustment are made, as needed Parking and Cafés Restriction and Removal August 3, afternoon: No parking signage installed

August 3, 10 p.m.: café materials removed

August 3–4, overnight: City removes all city-owned CaféTO materials

August 4, early morning: tow trucks relocate cars at no expense to the owner from Bloor Street West for Phase 1

August 4, 7 a.m.: Traffic managed by contractor with Paid Duty Officers Permitting Parking and Cafés onto Bloor Street After each phase, pavement markings and signs will be installed, allowing parking to resume in the designated and by-lawed locations. On-street cafés will be given written go-ahead once safe to do so. Barriers are required to protect cafés. Permission to Park As approved by Toronto City Council, parking will be allowed where it is safe to do so, on both sides of Bloor Street West between Dundas Street West and Runnymede Road, and on one side between Ruttan Street and Shaw Street. View the pavement marking plan and zoom into the sections of interest. Installation of Separators Soon after each phase, concrete curbs and flexi-post will be installed. This work will take weeks to complete due to the number of curbs and flexi-post required. Removal of CaféTO Patios and Length of Time All patios will be removed on August 3. After about two weeks, once safe to do so (including physical barriers), the following cafés will be reinstalled on Bloor Street if they choose to. The Piston, 937 Bloor St. W. (Bloorcourt BIA)

The Three Speed, 1163 Bloor St. W. (Bloordale BIA)

Soul Shaker, 1241 Bloor St. W. (Bloordale BIA)

Flame Food and Design, 2197 Bloor St. W. (Bloor West Village BIA) Design and Locations of Barriers Used to Separate CaféTO Sections The design is currently underway to determine this. If there is space, planters may be used, and candlestick bollards will be used to separate the cafés and bike lanes. Between the bike lanes and the roadway, the same curb that will be installed on the bikeway permanently will be installed. Coordination with the Construction of Parkettes in Bloorcourt Construction in this area will be simultaneous as the work zones do not conflict. Parkettes are scheduled to be completed by the end of August.

The project area stretches on Bloor Street West from Shaw Street to Runnymede Road. It will connect to the existing bikeway on Bloor Street West, which runs from Avenue Road to Shaw Street.

Walking and cycling in Toronto The City supports improving the design of streets for all road users. This is based on the following policies/initiatives/statistics: The Official Plan for the City identifies sustainable transportation as a priority, with a goal to make walking, cycling and public transit increasingly attractive alternatives to single-occupancy vehicle use. In order to make Toronto a “walking city”, the goal is to bring all Toronto residents within 1 km of a designated cycling route.

The Road to Health: Healthy Toronto by Design found that increased physical activity is associated with reduced risk of obesity, type 2 diabetes, cardiovascular disease and some cancers.

The Vision Zero Road Safety Plan strives to reduce traffic-related fatalities and injuries in Toronto, in part through the provision of safe cycling routes throughout the City.

The TransformTO climate action strategy has a goal of 75% of trips under 5 km to be walked or cycled by 2050.

Fewer people are driving and more are cycling city-wide. Between 2006–2016. 5% fewer people are driving to work and people cycling has doubled to 2.7%.

The Complete Streets Guidelines emphasize that streets are for people, place-making, and prosperity: they should be safe and accessible, they should give people choices and connected networks, and they should promote healthy and active living.

The City supports reducing reliance on motor vehicles by providing alternatives to driving, allowing for roadways to be used more efficiently and for users who have no choice (e.g. emergency, deliveries).

Bikeways encourage people of all ages and abilities to ride. The majority of people rate themselves as “interested but concerned” about cycling and will only do so if bikeways feel safe. Extending the existing Bloor Street West Bike Lanes The existing bikeway on Bloor Street West, from Avenue Road to Shaw Street, was installed as a pilot project approved by City Council in 2016. Since then, it has become the second busiest in the city with approximately 5,220 daily users. On average, 13% of people living in the project area cycle to work or school. In some areas, this number is as high as 29%. With many destinations along the corridor, the bikeway extension would connect vibrant neighbourhoods, serving businesses and residents. Bloor Street is one of the few east-west arterials in the City without streetcar tracks, which allows for greater flexibility in the design. The bikeway would also be supported by the Line 2 subway. The City’s Cycling Network Plan identified Bloor Street West, from Shaw Street to Runnymede Road, as a priority for expansion of the cycling network. Extending the bikeway to Runnymede Road would provide a connection to existing and proposed north/south cycling routes on Shaw Street, High Park Avenue, Runnymede Road and the West Toronto Railpath. The Bloor Bike Lanes Pilot and permanent construction Bloor Street Pilot Project (2016) The goal of the Bloor Street Pilot Project was to install and evaluate a bikeway on Bloor Street West between Avenue Road and Shaw Street. The desired outcome of the project was a bikeway that improved safety and reduced risk for all users while mitigating traffic and curbside impacts. Following an extensive evaluation of the pilot project, City Council approved making the pilot permanent with safety and design improvements. Reconstruction of the roadway to install raised cycle tracks is underway, including a protected intersection at Bloor Street West and St. George Street. Lessons learned from the Bloor Street Pilot: more people are cycling with a 56% increase after install

with a 56% increase after install safety improved for all users with a 44% decrease in all conflicts

with a 44% decrease in all conflicts customer spending has increased , although opinion from businesses is mixed

, although opinion from businesses is mixed flexible bollards need improvements , as well as maintenance attention

, as well as maintenance attention wider cycle track design would make it easier to pass

would make it easier to pass add parking and loading areas , and determining locations through consultation

, and determining locations through consultation collect and report on data and share lessons learned

and share lessons learned traffic delay can be mitigated with changes to signal timing

with changes to signal timing install accessible curb ramps to connect sidewalks to parking and loading Economic impacts of the Bloor Street Pilot Following the implementation of the Bloor Street Pilot Project in 2016, two separate studies of the corridor found positive economic impacts associated with the bikeway. Key findings include: increase in average number of customers

increase in customer spending

people who biked or walked spent more per month than those who drove or took transit Similar studies in Los Angeles, New York, Seattle, San Francisco and Vancouver show either neutral or positive impact of adding bikeways on business.

Project Goals The goal of this project is to create a safe, multi-modal and vibrant Bloor Street West by: developing a primary east-west cycling corridor that builds upon the existing bikeway on Bloor Street West.

creating a comfortable cycling space that physically separates cyclists from drivers.

exploring opportunities to improve safety for all road users, particularly the most vulnerable such as pedestrians and cyclists of all ages and abilities.

considering and accommodating all users and uses such as parking, loading, travel by car and TTC bus operations. Project Design The proposed design includes: a dedicated, protected bike lane would be added on the north and south sides of Bloor Street West from Shaw Street to Runnymede Road.

one vehicle lane would be maintained in each direction with turn lanes at key intersections.

reduction of on-street parking in some areas to accommodate cycling safety and bus stops.

addition of permanent on-street parking as well as commercial and accessible loading zones in some areas.

installation of additional bike racks and bike parking locations, as well as Bike Share stations.

no changes to Wheel-Trans, emergency services, garbage pick-up or other City services. Design Considerations In-depth data analysis has been used to inform the proposed design. Analyzed data being used in the design process include: collisions, with a focus on vulnerable road users.

mode share, including traffic, transit, cycling and walking volumes.

cycling routes and transit connections.

pick-up and drop-off by ride-hailing vehicles and TTC Wheel-Trans.

on-street and off-street parking capacity and utilization.

future land development proposals.

bicycle parking supply and Bike Share utilization. Designing bike facilities Bike facilities are designed to support safe and accessible use. The Project Team consults with City staff and agencies including TTC, Emergency Services and traffic engineering. The design of the bike facilities is informed through consultation and feedback received from local stakeholders and community groups, residents, and businesses, data analysis, and review of technical information. The bike facilities are designed to maintain safe building access for people arriving on foot, bike, transit and by car. Determining on-street parking needs City staff conducts multiple counts to assess on-street parking demand during the busiest times of the week. This was done on a block-by-block basis. Available off-street parking is also considered. Impacts on loading and deliveries for businesses The City us addressing existing loading and delivery needs through consultation with businesses, organizations and building owners on Bloor Street. In the existing Bloor Bikeway, businesses’ loading needs are accommodated using mostly side streets and back alleys. Some have had to modify their loading process. Accommodating accessibility needs TTC Wheel-Trans vehicles and accessible taxis are allowed to load passengers in the bikeway. In addition, on-street accessible parking and loading spaces are being investigated in the design where feasible. Impacts on safety Bikeways provide safe options for people who want to bike to school or work, for shopping, recreation and other trips An important purpose of adding bikeways is to improve safety for people of all ages and abilities, including people who walk, take transit, ride a bike or drive a car. Studies in Toronto and elsewhere have shown that adding bikeways improves safety for all road users. By adding bikeways and reducing traffic lane widths, motorists tend to slow down. Slower speeds reduce the number of collisions, and their severity if they do occur. Physical separation The extension will be designed to provide separation for people cycling from cars. Driving, parking and stopping of motorized vehicles are prohibited in bike lanes and cycle tracks. In most locations, the bike lanes would be separated from vehicles using a physical barrier, such as plastic flexi-posts, concrete curbs, planter boxes, or some combination of the above. TTC bus stops The TTC is consulted to ensure buses can reach curb-side bus stops. After installation Once installation is finished, the project is not yet complete. After installation, the City will: observe the new behaviour

conduct new traffic counts on Bloor Street West and nearby streets

evaluate before and after conditions After monitoring and evaluating, the City will consider modification, such as: changing signal timing and traffic lights.

adding or adjusting turn restriction or through restrictions.

enhancing TTC stops and Wheel-Trans access.

increasing parking set backs to improve sight lines.

improving intersection safety. More detailed information on the project design can be found on the Public Drop-In Event’s information panels.

Phase Progress Events Fall 2019 City Council directs City Staff to begin design and consultation

Reviewing existing conditions

Stakeholder consultations Businesses and Organizations Drop-In Events November 13, 2019 – Bloor by the Park BIA area

November 18, 2019 – Bloorcourt BIA area

November 19, 2019 – Bloor West Village BIA area

November 20, 2019 – Bloordale Village BIA area Winter 2020 Public Consultation Feedback period for the Public Drop-In Event material was from January 24 to February 14, 2020 Public Drop-In Events January 27, 2020

January 30, 2020 Spring 2020 Report to Infrastructure & Environment Committee and City Council Summer 2020 Installation