PLAN 409 - Defining Healthy Complete Streets on the Hespeler Road Corridor

plan 409 / WINTER 2021

DEFINING HEALTHY COMPLETE STREETS ON THE HESPELER ROAD CORRIDOR completed by Michelle Chen, Dana Cho, Beatrice GarRovillas, Joe Li, Bernie Tom, & Jennifer Vu

Table of Contents 3

8

INTRODUCTION

17

II. CURRENT CONDITIONS

• Executive Summary

• Policy Review

• Guiding Methodology

• Streets of Interest

• What are Complete Streets?

• Healthy Street Summary

• Healthy Street Indicators

• Perspectives

I. PRECEDENT ANALYSIS

28

III. REDESIGNING HESPELER ROAD

• Healthy Street Summary

• Proposed Intersection Changes

• Peabody Square

• ION LRT Impact Assessment

• Stroget Street

• Perspectives

• Queen’s Quay

• Final Healthy Street Summary

• Highway 7 • Boulevard le Corbusier • North Temple Street

2

49

CONCLUSION • References

Executive Summary The following report is aimed at understanding what healthy complete streets are, and how the concept relates and can be best applied to the Hespeler Road Corridor in the City of Cambridge. To guide research, the following question is considered: “How can a healthy lens be applied to support the redevelopment of the Hespeler Road Corridor from an acute and chronic perspective?”

In the context of health, this report continuously layers the research conducted

by Healthy Streets Ltd, which identified 10 indicators of what composes a healthy street. Furthermore, given the increasing importance of health with events such as the pandemic, health will be analyzed from an acute and chronic perspective, to identify both short and long-term opportunities.

Precedents in both the local and international context are analyzed to create a baseline understanding of what elements contribute to well-designed complete streets. This foundation serves to generate evidence for what improvements can be made to Hespeler Road to promote health, active transportation, intensification, and community building.

Current conditions of the Hespeler Road are then reviewed, to determine the strengths, weaknesses, opportunities, and threats that currently exist within different sections of the site. By understanding how people traverse, move, and use the site - proposals can then be made to redesign Hespeler Road’s streets to best shape the future of the site.

The redesign proposal consists of new cross-sections and various perspectives that form the narrative for what an improved Hespeler Road with healthy streets could look like. With evidence from various precedents, an assessment of how light rail transit transforms communities, and policy considerations, this report works to visually answer how healthy complete streets can benefit and shape the City of Cambridge.

3

GUIDING METHODOLOGY The following research will be grounded in three guiding principles to direct the flow of research: a research question, a healthy lens perspective, and an acute and chronic perspective.

1. RESEARCH QUESTION How can a healthy lens be applied to support the redevelopment of the Hespeler Road Corridor from an acute and chronic perspective?

2. HEALTHY LENS PERSPECTIVE

This question will act as a north star that will guide the following analyses on precedents, current conditions, and a redesign of the Hespeler Road Corridor.

To center the conversation around health, the analyses within this report will be grounded in a healthy lens perspective. This perspective will be based on the research conducted by Healthy Streets Ltd., which identified 10 indicators that compose healthy streets.

Keep an eye out for the following colours that refer to the 10 healthy street indicators.

3. ACUTE AND CHRONIC PERSPECTIVE Keep an eye out for the following symbology, which refers to the acute and chronic interventions that will be considered throughout the report.

Acute measures refers to sudden or short-term measures to health-related events such as the current pandemic.

Chronic measures refers to long-term or measures build up over time.

4

COMPLETE STREETS WHAT DEFINES A STREET AS “COMPLETE”?

Complete streets are “planned, designed, built and maintained to serve all people who use the streets. They are developed for individuals of all ages, abilities, and income levels, including people walking, using their bike, taking transit services, and driving”. Today, streets are designed for the use of cars in mind with very limited features that foster safe and secure travelling using active or public transportation. The idea of a Complete Streets policy diverts the attention away from vehicular use and instead shifts the priority of ensuring all types of users, with varying abilities, can move around safely.

The concept is context-sensitive and design flexible making it applicable to any type of community. Each street does not have to implement similar features from one another to be considered “complete” or fit for active or public modes of transport. This makes complete streets for rural communities vary greatly from those established in urban city centres.

The context around which these concepts are being implemented also plays a role in the success of complete streets. This may include the natural environment (e.g., open green spaces or water bodies), adjacent land use or zoning, demographics (e.g., age, household income), and street function (e.g., arterial, regional, highway, or local street).

The 6 case studies in the next section highlights this factor, where a complete street design could range from one where speeds are made to be slower to a wide paved shoulder for regional roads that have high numbers of vehicle-only lanes. Other complete street elements may include: painted crosswalks, accessible transit stops, pedestrian signals, lighting, median islands, sidewalks, bicycle parking, and multi-modal lanes.

5

WHY ARE COMPLETE STREETS IMPORTANT FOR HEALTH? Complete streets do not only promote safe active transportation but it creates communities where residents are more “physically active, mentally healthier, and physically healthier”.

Biking and walking have been linked to increase cognitive functioning, fostering better emotional well-being and the prevention of mental health disorders.

Adults who make biking part of their daily routine have been shown to have lower weight and lower blood pressure in comparison to adults who do not.

They also have lower chances of becoming diabetic later in life.

Children who enjoy biking on a daily maintain long-term health and adolescents have a 48 percent reduced risk of becoming overweight into their adulthood.

The local economy benefits more from residents who walk and bike in comparison to those who visit by car. Studies show that shopping districts that have high rates of visitors using active travel spend more money weekly. Communities designed with walking and biking infrastructure also create more construction jobs and opportunities locally than traditional road projects do.

Complete streets encourage residents to incorporate physical activity, active travel, and public transportation into their lifestyles. Lowering health risks that are harder to achieve in car-dependent communities - including diabetes, heart diseases, high cholesterol, stroke, cancer, and depression.

Lively streets improve economic vitality, social cohesion, and improve public health and safety without overwhelming natural heritage resources or the environment in a community.

COMPLETE STREETS: Priority levels and other benefits Complete streets place the highest priority on pedestrians and cyclists, with vehicles that carry single individuals last. Health benefits for communities that include complete streets in their design increase as more individuals are inclined to travel on foot or bike. Accordingly, infrastructure costs decrease as less priority and resources are placed on retrofitting, construction, and repair of vehicular roads.

lowest

highest

pedestrians

HEALTH

BENEFITS

INFRASTRUCTURE COSTS

cyclists

public transit

single-occupancy vehicles lowest 6

highest

Healthy street indicators The key contributors to healthy streets are the same elements that elevate urban spaces to be socially and economically vibrant, as well as environmentally sustainable. The following 10 indicators will be used to ground the healthy lens perspective taken in this report.

1. EVERYONE FEELS WELCOME

6. PEOPLE CHOOSE TO WALK & CYCLE

2. EASY TO CROSS

7. PEOPLE FEEL SAFE

3. SHADE & SHELTER

8. THINGS TO SEE & DO

4. PLACES TO STOP & REST

9. PEOPLE FEEL RELAXED

5. NOT TOO NOISY

10. CLEAN AIR

Streets foster physical and social interactions for all its users, promoting inclusivity for individuals of all ages and abilities.

Pedestrians need to feel safe when crossing roads. Qualities include the removal of physical barriers and fast-moving traffic.

Street furnishings that provide shade and shelter allow streets to be inclusive and used regardless of weather conditions.

Street furnishing such as seating creates inclusive spaces for pedestrians and cyclists to travel longer distances.

Streets that reduce noise from road traffic creates an environment in which people are willing to spend time and interact.

7

Walking, cycling, and public transit is viewed as more attractive than private car use.

Safety is a human need and streets need to provide adequate lighting and layout while preventing violence and antisocial behaviour.

Street environments need to be visually appealing to provide reasons for people to to socialize, shop, and interact with.

The street environment is attractive in its composition, and reduces user anxiety. Elements include cleanliness, and adequate space and noise.

Clean air and measures to promote pollution reduction works to promotes health and reduce inequalities.

• MARKHAM, Canada Toronto, Canada

•

Salt Lake City, USA

• • • •

Copenhagen, Denmark

LAVAL, Canada Boston, USA

section i.

precedent analysis Complete streets are streets that are designed for all audiences, to be able to be used by anyone regardless if they drive, cycle, or walk. By looking at various complete streets both in the local context and across borders, we can develop an informed understanding of how to apply complete streets to the Hespeler Road Corridor.

8

PRECEDENT ANALYSIS The following precedent analysis will be based on six streets that geographically span from North America to Europe. Precedents were chosen based on the practices used, outcomes, and similarities to Hespeler Road.

9

Peabody Square, Boston, USA

Strøget Street, Copenhagen, Denmark

Queens Quay, Toronto, Canada

Highway 7, Markham, Canada

Boulevard le Corbusier, Laval, Canada

North Temple Street, Salt Lake City, USA

HEALTHY STREET PRECEDENT SUMMARY By focusing on what each precedent does well in its healthy streets composition, we can take the same elements and apply them to the Hespeler Road Corridor. On a scale of A to D, A being incredibly well-composed and D failing to support all users, most of the precedents grade well.

Everyone feels welcome Peabody Square

Easy to

cross ✓

Places to stop & rest

Overall Grade B

✓

A

✓

✓

✓

✓

✓

✓

A

✓

✓

✓

✓

✓

B

✓

✓

B

✓

✓

✓ ✓

✓

Clean air

✓

Queens Quay

✓

✓

People feel relaxed

✓

✓

North Temple Street

Things to see & do

✓

✓

✓

People feel safe

✓

✓

✓

People choose to walk & cycle

✓

✓

Le Corbusier Blvd.

Not too

noisy

✓

Strøget Street

Highway 7

10

Shade & shelter

✓

✓

B

PEABODY SQUARE, BOSTON USA Peabody Square in Dorchester, Boston City, is a complete street that was reconstructed and restored in 2010 with the focus to encourage an active lifestyle and revitalize the historical character of Boston. Located right beside an old train station, there are many worn-out additional roadways. In the reconstruction, vestigial roadways are configured as open space, and permeable sidewalks and rain gardens were installed. Parklets are seasonal convertible to open space to host activities.

Easy to cross

People feel relaxed With a farmers’ market and seasonal events and activities on-site, Peabody is a place that locals can choose to spend their leisure time at.

There is a strong sense of place on site.

11

There are multiple pedestrian crossings on site, signs such as "Yield to Pedestrians on Turn" are displayed throughout the site to support safety for pedestrians.

People choose to walk & cycle The site supports pedestrians and cyclists with the presence of bike lanes, parking stations, bike rental stations, and helmet vending machines.

Places to stop and rest There are street furniture and public bike racks, as well as retail businesses with outdoor seats that provide opportunities for pedestrians to rest.

Poor

Needs Improvement

Excellent

Strøget Street, Copenhagen, Denmark Strøget Street, Copenhagen, Denmark, is the most historic and longest pedestrian shopping street in the world, accounting for 1.15km, it established a multimodal, smart, and government connection with its local historic town halls square and city centre.

Clean air

Without vehicle emissions or pollutions, the street provides an escape from the busy urban life and clean air for all its users.

Everyone feels welcome

People feel safe

Strøget Street has a history of being the longest complete street.

With its history and ability to provide activities, it is not only a place where tourists can create memories but also contributes to the sense of place for the local community.

Natural surveillance and physical surveillance can be seen throughout the street, with many storefronts and strong pedestrian flow.

Things to see & do There are a great number of shops and eateries on the street along Royal Marches and seasonal activities on site.

Easy to cross

Large historical buildings

are aligned on both sides of the streets and alleyway, closely together providing ample shade for cyclists and pedestrians.

People feel relaxed Natural surveillance, family-friendly activities, and a healthy flow of pedestrians create a welcoming space for pedestrians and cyclists.

Shade & shelter

Not too noisy Strøget street, with its long pedestiran-only composition segregates vehicle activities from pedestrians. As such, the street provides a peaceful environment for both pedestrians and cyclists.

Since there are no vehicles allowed on site, the entire street is for pedestrians and cyclists only. Without vehicles, pedestrians are free to cross and traverse in a safe manner.

Places to stop and rest Street furniture lined alongside shops provides the opportunity

for pedestrian resting areas.

People choose to walk & cycle The pedestrian-oriented composition of Strøget Street provides the opportunity for individuals to walk and cycle.

12

Poor

Needs Improvement

Excellent

Queens Quay, Toronto, Canada

People choose to walk & cycle

Queens Quay, located in Downtown Toronto, is a heavily trafficked complete street that was designed with a large focus on pedestrians and cyclists. The street is fitted with a wide pedestrian promenade, a protected bike lane, two streetcar lanes, and two lanes for cars. This is a local case study that the Hespeler Road can strive to imitate.

Queen’s Quay is well composed to support public transit, cycling, and walking with a large pedestrian promenade, separated bike lanes, and close proximity to streetcars.

People feel safe The constant presence of people, lighting, and pedestrian-focused infrastructure creates an atmosphere where people feel safe.

Easy to cross Queens Quay is composed in a manner where the streetscape isn’t too wide for pedestrians to cross.

The balance of lanes for pedestrians, streetcars, and cars works well here.

Shade & shelter Things to see & do The presence of retail businesses, events, attractions, and parks alongside Queens Quay’s pedestrian paths provide ample opportunity for pedestrians to use the site.

The large presence of trees, events, and attractions provide Queens Quay users with adequate shade and shelter.

People feel relaxed Many elements add up to allow people to feel relaxed on Queens Quay, from the presence of people, lighting, and wide pedestrian paths.

13

Poor

Needs Improvement

Excellent

Clean air Given its location next to the waterfront and the variety of trees on site, Queens Quay is often visited for its access to clean air.

Everyone feels welcome Queens Quay is designed for all people in mind, with parks and accessibility considerations

Places to stop and rest The addition of street furniture on-site alongside pedestrian paths provides areas for rest.

Highway 7, Markham, Canada Highway 7 is a site that is most similar to Hespeler Road in its composition and purpose of connecting cities. It is a case study that shows that just adding bike and bus rapid transit lanes, while can be effective, need more interventions to move residents away from their car-oriented lifestyles. This complete street is still mainly for cars, even though it has been improved to allow all users to feel welcome.

Easy to cross Shade & shelter Places to stop and rest The addition of street furniture on-site alongside pedestrian paths and transit stops provides pedestrians areas to rest.

14

Shade and shelter are strong in the Highway 7 area, where bus shelters and an abundance of trees exist.

People feel relaxed To improve the feeling of relaxation on-site, road space can be reclaimed to allow more space for pedestrians to use, and shift the focus of the site away from the car.

While there are measures in place to make crossing easier, pedestrians still have to traverse through roughly 9 lanes to cross the road.

People choose to walk & cycle The addition of wide sidewalks and bike lanes allows for the street to be used by all; however, the bike lanes are not protected, and a large amount of infrastructure for cars means that the site is still oriented and intended for cars.

People feel safe While lighting on site is adequate, to improve the feeling of safety, the inclusion of bike lanes, intensification to introduce greater amounts of people, and speed limit reduction for cars would help.

Poor

Things to see & do

Needs Improvement

There are a variety of retail and commercial developments on site that allow pedestrians to interact. To further improve, more areas alongside Highway 7 need to be intensified.

Excellent

Boulevard le Corbusier, Laval, Canada Le Corbusier Boulevard is a commercial street that previously consisted of 6 lanes. Being designed for automobiles, it made travelling through the area very difficult for pedestrians, cyclists, and transit users. The street was redesigned to incorporate two central BRT lanes, while also adding features to create a street that was safer, more attractive, and convenient for all users.

Places to stop and rest Along Boulevard Le Corbuiser, there are different types of street furniture and benches for pedestrian use.

15

Everyone feels welcome Being a complete street, Boulevard Le Corbusier makes travelling through it very easy with a variety of uses, such as cycling, walking, driving, or taking public transit.

People choose to walk & cycle The redesign of the street added both wider sidewalks and bicycle lanes to encourage more active transportation use.

People feel safe Being relatively open, the street provides high levels of vision from all areas of the site. There is also lighting provided making access at night safer.

Poor

Needs Improvement

Easy to cross At intersections, the pedestrian crossing has sloped inclines as well as tactile bumps to show the edge of the sidewalk. The distance needed to cross the entire street is also shortened as there is a bus stop shelter in the middle.

Excellent

North Temple Street, Salt Lake City, USA Similar to Hespeler Road, North Temple Street was a six-lane roadway in Salt Lake City before it was redesigned. In 2013, the Green Line for the TRAX system was being extended. Along with the addition of the new LRT line, a section of North Temple was also redesigned to incorporate more active transportation-friendly features, such as wider sidewalks and bicycle lanes on either side of the road.

People feel safe

Easy to cross The crosswalk along North Temple is gently sloped with tactile bumps, the crosswalk itself is also painted a different colour to help differentiate it from the road.

Along North Temple, street vegetation and the bike lanes would help act as a buffer between cars and pedestrians. Adequate street lighting along the street will also make traveling through North Temple safer at night.

Everyone feels welcome North Temple was redesigned in a way that caters to everyone travelling through.

Providing infrastructure improvements for pedestrians, cyclists, and transit users.

People choose to walk & cycle During the redesign of North Temple, they added bike lanes on either side of the road as well as widened sidewalks. Fostering a more active transportation-friendly environment for its users.

16

Poor

Needs Improvement

Excellent

section II.

CURRENT CONDITIONS Looking at the current policy context and physical composition of Hespeler Road’s streetscape, we can holistically understand the site in its current state and identify areas of improvement for a future redesign. The chosen sections are analyzed in terms of the 10 healthy street indicators, layered on top of strengths, weaknesses, opportunities, and threats, as well as chronic and acute measure considerations.

17

POLICY REVIEW By analyzing existing legislation, the drivers of Hespeler Road’s current conditions can be identified for areas of improvement, whereas future-geared legislation provides an indication of drivers that will shift growth.

CURRENT City of Cambridge Zoning By-law (2012) The current zoning of Hespeler Road works to support mainly commercial uses, which has created a notable lack of pedestrian activity on site. As a result, Hespeler Road is designed to mainly support car users and is composed of the majority of road and parking. The zoning bylaw inherently does not promote health, or inclusivity towards pedestrians and cyclists.

To improve, the zoning bylaw needs to be updated to support intensified mixed-uses and greater greenspace, such that transit-oriented development takes place on-site. The result of zoning reform can provide the conditions for health and active transportation promotion by intensification and complete street intervention.

City of Cambridge Official Plan (2018) The Official Plan acts as a guiding document for shaping the City of Cambridge and commits to a high standard of urban design. One goal calls for the built environment to promote sustainable, healthy, and active living through well-connected streets that accommodate different modes of transportation.

The plan identifies the need for streets to promote qualities such as safety, accessibility, inclusion, and walkability, which acts as supporting evidence for the healthy complete streets implementation. A gap the Official Plan identifies is the need for urban design studies to address streetscape improvements and their relation to the surrounding built form.

18

THE FUTURE OF HESPELER ROAD Hespeler Road Secondary Plan (2019) Stage 2 ION has been endorsed to connect Kitchener to Cambridge, with three transit stations located within the Hespeler Road study area. The three stations serve as priority areas for investment and intensification, to increase residential and employment density, and to ensure the viability of planned rapid transit.

This driver of change will entail streetscape improvements which are intended to enhance pedestrian comfort, safety, and connectivity through new active transportation and sidewalk improvements. While these enhanced qualities benefit health, the secondary plan fails to mention complete streets. As such, a gap exists for the shift in healthy complete streets for the Hespeler Road site. o ing Cambridge Transportation Master Plan (2020) The Transportation Master Plan identifies that Hespeler Road “does not have high numbers of walking or cycling trips”, and envisions the City of Cambridge to support transit, active transportation, and pedestrian-friendly streets in the future. While the plan calls to provide safe spaces for cyclists and pedestrians through protected bike lanes and sidewalks, there is no immediate action plan or designs for implementation. Another gap then exists for how the City of Cambridge will achieve its 2041 active transportation goals, in a manner that focuses on street composition and health promotion.

M v

STREETS OF INTEREST Six sections of Hespeler Road will be analyzed, to determine opportunities for improvements and threats that dictate constraints for future development.

E ST

ELER

HESP

EAGL

ELER

R DON D

T OP S

BISH

ER RD

RD HESP

SHELDON DR

ELER

R DON D

SHEL

HESPELER RD

BISHOP ST

HESPEL

HESP

SHEL

RD

EAGLE ST

RD

DUNBAR RD CAN-AMERA PKWY

RD

ER RD

HESPEL

19

Y KW

RA P AME N CA

ELER

HESP AR RD DUNB

600m

n

HEALTHY STREET CURRENT CONDITIONS SUMMARY Overall, the current conditions of Hespeler Road and its connected streets are poor in terms of a healthy street composition. On a scale of A to D, A being incredibly well-composed and D failing to support all users, most of the roads within the site falls under D.

Everyone feels welcome

20

Easy to

cross

Shade & shelter

Places to stop & rest

Not too

noisy

People choose to walk & cycle

People feel safe

Things to see & do

People feel relaxed

Clean air

Overall Grade

Eagle Street

D

Sheldon Drive

D

Hespeler Road

D

Bishop Street

D

Dunbar Road

C

Can-Amera Parkway

D Poor

Needs Improvement

Excellent

EAGLE STREET AT HESPELER ROAD

LER RD

HESPE

ST EAGLE

Opportunities Shade & shelter There are no areas of shade. To improve, trees, awnings, and colonnades can be added.

Opportunities People feel relaxed Waste receptacles can be added to keep streets clean.

More space can be added onto sidewalks to promote pedestrian safety and physical distancing.

Threats

Opportunities The amount of automotive businesses results in a lack of activity on site. To promote pedestrian traffic, uses can be diversified to support retail, commercial, and leisure.

Public art can add to the visual interest of the area, especially if interactive.

Opportunities

Not too noisy

Things to see & do

nterventions to reduce car volume and speed can work to reduce noise.

Clean air

I

reenery such as shrubs and trees can be added to promote air uality. nterventions that promote active transportation and reduce car use can promote air uality.

G

Opportunities

q

Opportunities

Everyone feels welcome ocial spaces that allow for audiences of all ages to en oy can be added.

I

People choose to wal & cycle

S

k

j

dding separated bike lines can promote cycling.

Wider sidewalks can promote greater pedestrian activity. eclaiming roads for temporary biking walking lanes can increase space for physical distancing.

q

A

R

Opportunities Places to stop & rest treet furniture such as benches can be added to give pedestrians the opportunity to rest.

S

Opportunities

Opportunities

Easy to cross

People feel safe While good lighting infrastructure makes pedestrians feel safe, cycling infrastructure such as protected bike lanes can be added to make cyclists feel safe.

Pedestrian safety islands can be added to support wide sections of the road.

21

Poor

Needs Improvement

Excellent

Acute Measures

Chronic Measures

SHELDON DRIVE AT HESPELER ROAD

Opportunities People choose to al & cycle w

k

Wider sidewalks can promote greater pedestrian activity. eclaiming roads for temporary biking walking lanes can increase space for physical distancing.

R

Opportunities Clean air

Opportunities

ore greenery such as shrubs can be added to promote air uality.

Things to see & do

q

Everyone feels elcome w

Interventions that promote active transportation and reduce car use can promote air uality.

Not too noisy

Opportunities

Interventions to reduce car volume and speed can work to reduce noise.

q

Opportunities

Adding local or interactive art can improve the streetscape and provide visual interest.

Opportunities

Threat

M

While there are many commercial uses on-site, there is an opportunity to add more recreational spaces.

ON DR

SHELD

LER RD HESPE

Adding separated bike lines can promote cycling.

Social spaces that allow for audiences of all ages to en oy can be added. j

People feel relaxed Waste receptacles can be added to keep streets clean.

Shade & shelter While trees provide ade uate shade, shelter such as outdoor patios and shaded sitting areas can be added. q

Opportunities Places to stop & rest Street furniture such as benches can be added to give pedestrians the opportunity to rest.

Strengths People feel safe

Opportunities

Sheldon Drive is well lit, allowing both drivers and pedestrians to feel safer.

Easy to cross edestrian safety islands can be added to support wide sections of the road.

P

22

Poor

Needs Improvement

Excellent

Acute Measures

Chronic Measures

HESPELER ROAD

ON DR SHELD

Not too noisy Interventions to reduce car volume and speed can work to reduce noise.

Opportunities

Opportunities

Everyone feels welcome

People feel relaxed

Social spaces that allow for audiences of all ages to enjoy

Threats

Waste receptacles can be added to keep streets clean.

More space can be added onto sidewalks to promote pedestrian safety and physical distancing.

can be added.

Opportunities Things to see & do

People feel safe

Opportunities

Opportunities

Shade & shelter

Clean air

Shade is provided by both

trees and bus shelters.

While Hespeler Road is well-lit for pedestrians and drivers, safety can be improved by reducing car speed limits.

Opportunities Places to stop & rest

While there are many commercial uses on-site, there is an opportunity to add more recreational spaces.

Adding local or interactive art can improve the streetscape and provide visual interest.

LER RD

HESPE

Threats

Interventions that promote active transportation and reduce car use can promote air quality and reduce pollution.

More street furniture, such as benches, can be added.

Threats Easy to cross Hespeler Road is challenging

to cross due to the high amount of lanes along the roadway. Reclaiming roadways for pedestrians and cyclists will improve this.

Opportunities People choose to walk & cycle Adding separated bike lines can promote cycling.

Wider sidewalks can promote greater pedestrian activity.

Reclaiming roads for temporary biking walking lanes can increase space for physical distancing.

23

Poor

Needs Improvement

Excellent

Acute Measures

Chronic Measures

Threats People feel safe ishop treet is well lit, allowing both drivers and pedestrians to feel safer.

B

OP ST

LER RD

HESPE

BISHOP STREET AT HESPELER

S

BISH

Opportunities People choose to al & cycle w

Opportunities

Things to see & do

Places to stop & rest

While there are many commercial uses on-site, there is an opportunity to add more recreational spaces.

Adding local or interactive art can improve the streetscape and provide visual interest.

Adding separated bi e lines can promote cycling. k

Opportunities

Opportunities

Wider sidewal s can promote greater pedestrian activity. k

Clean air Greenery such as shrubs and trees can be added to promote air quality.

ore street furniture, such as benches, can be added.

M

k

eclaiming roads for temporary bi ing wal ing lanes can increase space for physical distancing.

R

k

k

Opportunities Everyone feels elcome w

ocial spaces that allow for audiences of all ages to en oy can be added.

S

j

Threats

Interventions that promote active transportation and reduce car use can promote air quality and reduce pollution.

Opportunities Shade & shelter There are no areas of shade.

To improve, trees, awnings, and colonnades can be added.

Not too noisy Interventions to reduce car volume and speed can wor to reduce noise.

Opportunities People feel relaxed Waste receptacles can be added to eep streets clean. k

Opportunities Easy to cross Pedestrian safety islands can be added to support wide sections of the road.

24

Poor

Needs Improvement

Excellent

Acute Measures

Chronic Measures

k

Opportunities People choose to al & cycle w

k

Adding separated bi e lines can promote cycling.

DUNBAR ROAD AT HESPeLER ROAD

HESPE

k

LER RD

Wider sidewal s can promote greater pedestrian activity. k

Reclaiming roads for temporary bi ing wal ing lanes can increase space for physical distancing. k

Interventions to reduce car volume and speed can wor to reduce noise.

Dunbar Road is well lit, allowing both drivers and pedestrians to feel safer.

While there are many commercial uses on-site, there is an opportunity to add more recreational spaces.

RD

Opportunities

Not too noisy

People feel safe

Things to see & do

AR DUNB

Threats

Strengths Opportunities

k

Opportunities

People feel relaxed k

Everyone feels elcome

Waste receptacles can be added to eep streets clean.

w

k

ocial spaces that allow for audiences of all ages to en oy can be added.

S

j

Opportunities Clean air

Adding local or interactive art can improve the streetscape and provide visual interest.

Opportunities

Greenery such as shrubs and trees can be added to promote air quality.

Opportunities

Shade & shelter

Interventions that promote active transportation and reduce car use can promote air quality and reduce pollution.

here are many areas of shade provided by trees, but commercial spaces that include patios can be added to improve the current conditions.

T

Places to stop & rest More street furniture, such as benches, can be added.

Opportunities Easy to cross edestrian safety islands can be added to support wide sections of the road.

P

25

Poor

Needs Improvement

Excellent

Acute Measures

Chronic Measures

CAN-AMERA PARKWAY AT HESPELER ROAD Trees provide minimal shade on this street. More trees, as well as shade provided by outdoor patios and can be added.

Threats People feel safe This road is very unsafe for pedestrians and cyclists, as there is no lighting along this street.

Threats Not too noisy Interventions to reduce car volume and speed can work to reduce noise.

There aren’t many uses on this street. There is an opportunity to diversify uses by adding commercial and retail establishments.

Adding local or interactive art can improve the streetscape and provide visual interest.

Opportunities

Opportunities

People choose to walk & cycle

Everyone feels welcome

Adding separated bike lines can

Social spaces that allow for audiences of all ages to enjoy

promote cycling.

Wider sidewalks can promote greater pedestrian activity.

Reclaiming roads for temporary biking walking lanes can increase space for physical distancing.

Opportunities Clean air Greenery such as shrubs and trees can be added to promote air quality.

Interventions that promote active transportation and reduce car use can promote air quality and reduce pollution.

Opportunities

can be added.

People feel relaxed Waste receptacles can be added to keep streets clean.

Opportunities Places to stop & rest Street furniture, such as benches,

can be added, as currently there are none on this street.

Opportunities Easy to cross Pedestrian safety islands can be added to support wide sections of the road.

26

Poor

Needs Improvement

Y

A PKW

ER CAN-AM

ER RD

Shade & shelter

Things to see & do HESPEL

Opportunities

Opportunities

Excellent

Acute Measures

Chronic Measures

current conditions

PEDESTRIAN AND CYCLING NETWORK

VEHICULAR AND TRANSIT NETWORK

Hespeler Road receives high volumes of car traffic from the neighbouring Waterloo and Wellington regions. The site is well-serviced by several public transit modes, however, its demographic is highly car-dependent. According to the 2015 Annual Average Daily Traffic study by the Region, Hespeler Road generates about 60,000 vehicles daily. While arterial roads around the site receive between 30,000 to 56,000 vehicles daily. Private automobile is the most preferred mode of transportation in the Region, with urban development heavily catered towards artificial structures (e.g., paved roads, driveways, parking lots).

Public and active transportation infrastructures around the site are sparsely distributed and lacking connection from one another, hindering the public from utilizing such options throughout the year. This factor if not rectified could further exacerbate the challenges faced by residents during acute circumstances such as a pandemic. Currently, there are three light rail transit (LRT) stops being considered within the site for the year 2028: Pinebush Road, Cambridge Centre Mall, and Can-Amera Parkway.

LEGEND Existing Developments Activity Area Major Activity Area Greenspace

27

BRT Bus Station GRT Bus Route Pedestrian Network Highway 401

GO Bus Station

Bicycle Network

ION LRT Station

(Planned)

ION LRT Route (Planned)

600m

n

600m

n

section III.

REDESIGNING HESPELER ROAD By learning from the precedent analysis, complete streets best practices, and the current conditions of Hespeler Road, an informed redesign of Hespeler Road’s streetscape can be proposed. The following section will cover new cross-section designs, assess the impact of light rail transit on the site, and conclude with different health-focused street perspectives.

All of these design elements used considered both chronic and acute measures with the lens of the healthy streets indicators.

28

PROPOSED STREET UPDATES The six Hespeler Road cross-sections are envisioned to utilize the components seen in other successful complete street initiatives, as identified in the precedents analysis. The following three components are emphasized: pedestrian paths, protected bike lanes, and planting and furnishing zones. The result of these improvements will increase the overall grade for complete streets on the site, and overall work to improve active transportation and health.

ELER

HESP

E ST EAGL

ELER

P ST

O BISH

ER RD

RD HESP

SHELDON DR

ELER

N DR

DO SHEL

HESPELER RD

BISHOP ST

HESPEL

HESP

R

DON D

SHEL

RD

EAGLE ST

RD

DUNBAR RD CAN-AMERA PKWY

RD

ER RD

HESPEL

29

Y KW RA P

ELER

HESP AR RD DUNB

E -AM CAN

600m

n

ST EAGLE

LER RD

HESPE

EAGLE STREET AT HESPELER ROAD EXISTING

2M

2.5M

3.65M

3.35M

3.35M

3.35M

3.65M

10M

PROPOSED

7M 30

Parking

1.5M

Green Space

3M

3.65M

Road

3.35M

3.35M

3.35M

3.65M

Planting and Furnishing Zone

3M

1.5M

7M

Protected Bike Lanes

Pedestrian Paths

SHELDON DRIVE AT HESPELER ROAD EXISTING

5M

1.5M 2M 1.5M

3.65M

3.35M

1.5M 1.5M

7M

7.5M

PROPOSED

7M

31

Parking

Green Space

1.5M

Road

3M

3.65M

3.35M

3.65M

3M

Planting and Furnishing Zone

1.5M

7M

Protected Bike Lanes

Pedestrian Paths

LER RD HESPE

ON DR

SHELD

Hespeler ROAD

ON DR SHELD

LER RD HESPE

EXISTING

5M

1.5M

3M

3.65M

3.35M

3.35M

2M

3.35M

3.35M

3.35M

3.35M

3.35M

3.65M

5.5M

5M

PROPOSED

7M

32

Parking

1.5M

3M

Green Space

3.65M

3.35M

Road

4M

4M

Planting and Furnishing Zone

3.65M

3M

1.5M

Protected Bike Lanes

7M

Pedestrian Paths

OP ST

BISH

EXISTING

3M

7M

3.65M

1.5M 3.35M

3.35M

3.65M 1.5M 1.5M 2M

6M

PROPOSED

7M

33

Parking

Green Space

1.5M

Road

3M

3.65M

3.35M

3.65M

3M

Planting and Furnishing Zone

1.5M

7M

Protected Bike Lanes

Pedestrian Paths

ER RD

HESPEL

BISHOP STREET AT HESPELER

ER RD

L HESPE

DUNBAR ROAD AT HESPeLER ROAD R DUNBA

EXISTING

5M

2M 1.5M

3.65M

3.35M

3.65M

1.5M 2M

3.65M

3M

2M

PROPOSED

7M

34

Parking

Green Space

1.5M

Road

3M

3.65M

3.35M

Planting and Furnishing Zone

1.5M

7M

Protected Bike Lanes

Pedestrian Paths

RD

CAN-AMERA PARKWAY AT HESPELER ROAD LER RD

HESPE

EXISTING

9M

3.5M

5.5M

0.5M 1.5M

3.65M 3.35M

2M

3.35M

3.35M

3.65M

1.5M 0.5M

31M

PROPOSED

7M

35

Parking

1.5M

3M

3.65M

Green Space

3.35M

Road

3.35M

3.35M

3.65M

3M

1.5M

Planting and Furnishing Zone

7M

Protected Bike Lanes

Pedestrian Paths

WY RA PK

ME CAN-A

ion LRT impact assessment The projected expansion of the ION light rail transit from Kitchener to Downtown Cambridge will include three stops in the Hespeler Road site boundary, and as a result, will meaningfully shape transit-oriented development within the site. By assessing the impact that the ION has already had in Kitchener and Waterloo, it is possible to apply and predict similar outcomes for Hespeler Road and to understand how ION can shape healthy complete streets.

Mobility Impact With over 200,000 new residents expected to relocate to the Waterloo Region by 2031, LRT serves as a reliable solution to move people for work and leisure. LRT is a sustainable solution that has effectively shifted users away from cars to public transit, increased transit ridership, and reduced commute times and traffic congestion. The ION is a driver that has promoted living and working near downtown cores and has contributed to the overall reduction and demand for parking.

Community Shaping Impact The ION has effectively reshaped Kitchener-Waterloo to intensify along the LRT corridor, instead of sprawling outwards to the agricultural countryside.

This has uniquely positioned the region to build upwards while maintaining a blend of new and old developments. Street composition has also changed, with car lanes being removed for dedicated LRT right of ways, which has worked to reduce traffic and increase transit ridership.

36

Health Impact The ION effectively aided in health improvements within the Waterloo Region by reducing greenhouse gas emissions by an estimate of up to 22,260 CO2 tonnes annually, which improved air quality.

Furthermore, in addition to a regional focus on reclaiming roads for bike lanes and LRT right-of-ways, the ION has aided in promoting healthier lifestyles through active transportation.

Economic Impact One of the main impacts the ION has had in Kitchener-Waterloo is an increase in investment and mixed-use high-rise development in the region. Even before a single passenger has been carried, there has been about $3.2 billion in new investments along the LRT corridor. It is expected that up to 16,900 new jobs will be generated in the vicinity of ION stops.

PROPOSED LRT STATIONS The three stations continue to utilize the three components used throughout Hespeler Road. This creates unity in streetscape and enhances the integration between a complete street with a local transportation system.

HESPE

PINEBUSH STATION

LER RD

The Pinebush station section can be characterized as the entrance of the Hespeler corridor. Hespeler street is pictured with widened multi-modal corridors.

CAMBRIDGE CENTRE MALL STATION LER RD

HESPE

The Cambridge Mall station is located at an intersection that is anticipating high volumes.

The imagined density and cross-section reflect this assumption.

R RD

HESPELE

37

WY A PK R E -AM CAN

CAN-AMERA STATION The Can-Amera Parkway area has a high concentration of residential uses. This is complemented by the provision of high amenity areas by utilizing empty spaces and alleyways.

600m

n

HESPELER LRT STATIONS

PINEBUSH STATION

4M

4M

4M

4M

CAN-AMERA STATION

7M

38

1.5M

Parking

3M

3.65M

Green Space

3.35M

4M

Road

4M

4M

4M

Planting and Furnishing Zone

3.35M

3.35M

3.65M

Protected Bike Lanes

3M

1.5M

7M

Pedestrian Paths

HESPELER LRT STATIONS cont.

CAMBRIDGE CENTRE MALL STATION 1

7M

1.5M

3M

3.65M

3.35M

4M

4M

4M

3.35M

3.35M

3.65M

3M

1.5M

7M

CAMBRIDGE CENTRE MALL STATION 2

7M 39

Parking

1.5M

3M

Green Space

3.65M

3.35M

Road

3.35M

4M

4M

Planting and Furnishing Zone

4M

3.35M

3.65M

Protected Bike Lanes

3M

1.5M

7M

Pedestrian Paths

pinebush intersection A. Sidewalk Zones

Sidewalks have been redesigned with a focus on pedestrians and cyclists. Users of Hespeler Road will benefit from segregated cycling lanes, larger sidewalks, and site furnishings to allow bike parking and areas for rest. The result is a more vibrant, pedestrian-friendly site.

Site Overview A

Cambridge mall intersection

A

B

B

Can-amera intersection

C

C

40

B. Alley Street Zones

Alleyways are traditionally not designed with people in mind. To reimagine alleyways on Hespeler Road, the addition of pedestrian clearance zones, expanded frontages, and site plantings will work to make alleyways useable and establish a sense of place.

600m

n

C. Streetscape Aerial

To be able to analyze the full impact of all chronic and acute measures applied to the Hespeler Road, an aerial perspective is used to display how pedestrians, cyclists, and vehicles will interact with the newly redesigned site.

A) SIDEWALK ZONES

FRONTAGE AND MARKETING ZONE (4m)

The area is a dedicated space for building entrances, front yards, window shopping, patios, cafe seating, and any other utilities the buildings adjacent to it may require.

This could either be part of the privately-owned or the right-of-way allocated for the public.

41

PEDESTRIAN CLEARING ZONE (3m)

The area is the most important part of the street - it is the space that could foster a safe, accessible, and efficient environment for pedestrians. Depending on the social or temporal context activities may vary, as such, allowing for adaptable changes to be made in this area is integral to the success of a complete, healthy street.

Dependent on anticipated or desired lines of cyclists, biking paths must be implemented to create visibility and accessibility for active transport users.

Clear delineation from other street uses, bike parking, and wayfinding features make for a safe and secure environment for bike users of all ages and abilities.

cyclist zone (1.5m)

PLANTING AND

FURNISHING

ZONE (3m)

This space is allocated for a variety of street features that make a street safe and accessible for all as well as a buffer between moving vehicles and other sidewalk functions. This may include bicycle facilities, signposts, benches, and garbage receptacles.

B) Alley Street ZONES

FRONTAGE AND MARKETING ZONE

PLANTING AND

FURNISHING

ZONE

Similar to sidewalk zones, this space will be directly adjacent to the rear of the buildings. Depending on the building setback, this zone may be located within the public right-of-way or as part of the private property. The area would be used for patios, additional seating, stops, and building-related utilities.

42

PEDESTRIAN CLEARANCE ZONE

This area in the alley street zone will have space for a wide range of street elements such as vegetation, benches, litter and recycling bins, and street lighting.

PLANTING AND

FURNISHING

ZONE

FRONTAGE AND MARKETING ZONE

This zone will provide pedestrians and cyclists with a safe, efficient, accessible walkway through the alley street zones. This zone would also be used by service or emergency vehicles to access the rear of the buildings.

WIP

FUTURE CHANGES

C) new can-amera pkwy

Streetscape aerial

bus

only

LEGEND

New developments Protected bike lanes Road Street furniture Existing Developments

The chronic and acute design elements used to redesign Hespeler Road Corridor can be seen in this aerial view of Can-Amera Parkway.

These design elements will be used on the entire site to create consistency and healthy complete streets.

HESPELER RD

shared streets

CAN-AMERA PKWY

dumfries

conservation

area

PEDESTRIAN CROSSING

43

Frontage & furnishings zone Pedestrian pathways Pedestrians & Vehicles Greenery

FUTURE CHANGES

healthy streets &

chronic measures

bus

only

The chronic measures used to redesign Hespeler Road Corridor are highlighted and described further on the following page.

8 7

2 dumfries

conservation

area

HESPELER RD

shared streets

6 CAN-AMERA PKWY

4

1 3 PEDESTRIAN CROSSING

44

5

healthy streets & chronic measures Each measure described will improve the streetscape based on the corresponding healthy streets indicators paired.

1

2

3

shared streets The existing parking lot adjacent to Can-Amera Parkway is proposed to be converted to a shared street as it leads into Dumfries Conservation Area. Many activities and events can be held here year-round, providing a relaxing and quiet space for all.

separated bike lanes Having a separated bike lane improves safety and encourages more people living and working in the area to cycle more to reach their destination.

PEDESTRIAN PLAZA

4

planting and furnishing zone

5

pedestrian crossing

This elevated area separating the bike lane from vehicle traffic will hold street trees, movable planters, bicycle parking, seating, and other street furniture. Bus stop shelters are located along this zone as well.

Along Hespeler Road, pedestrians have a hard time crossing safely due to the lack of crosswalks available (longer distances before reaching a crosswalk). Many accidents occur due to pedestrians jaywalking. Introducing pedestrian crosswalks every 300m to 400m (maximum distance a pedestrian is willing to walk) between intersections will allow pedestrians to safely cross.

pedestrian traffic island

7

FRONTAGE AND MARKETING ZONE

8

priority bus-only lane

A pedestrian plaza can feature public art and street vendors such as a farmers market, and provide additional space for seating.

Everyone feels welcome 45

6

People choose to walk & cycle

Easy to cross

Shade & Shelter

People feel safe

Adding pedestrian traffic islands on streets intersecting Hespeler Road will give pedestrians and cyclists a place to safely stop in the middle of the roadway and cross.

Planting beds and bollards can be added to this feature.

Zone in front of buildings for patio, seating, or planting.

When there are more people are taking public transit, walking, and cycling, one of the traffic lanes on Hespeler Road can be converted into a priority bus-only lane.

Places to stop & rest

Things to see & do

Not too noisy

People feel relaxed

Clean air

FUTURE CHANGES

healthy streets &

acute measures

bus

only

The acute measures used to redesign Hespeler Road Corridor are highlighted and described further on the following page.

6 5

2 dumfries

conservation

area

46

HESPELER RD

shared streets

CAN-AMERA PKWY

4

1 3

healthy streets & acute measures Each measure described will improve the streetscape based on the corresponding healthy streets indicators paired.

1

shared street During the pandemic, the furniture and planting in this proposed space can be moved around or removed to ensure physical distancing measures are abided to. People can exercise and take a stroll in this shared street. This space can also be used to set up temporary testing facilities.

3

4 2

CONVERTING BIKE LANES TO MULTI-USE PATHS During the pandemic, the proposed separated bike lanes can be converted into a multi-use path to give more space for pedestrians and cyclists to physical distance from one another. Adding temporary accessibility ramps for those in wheelchairs or with disabilities will allow those to move between the sidewalk onto the bike lane with ease.

PEDESTRIAN PLAZA The proposed pedestrian plaza can provide additional space for seating, as well as be used as a temporary testing facility during the pandemic.

planting and furnishing zone

6

The proposed planting and furnishing zone will have movable planters and seating that can be moved around or removed to allow required spacing between seating areas or transit stops for physical distancing.

Everyone feels welcome 47

5

People choose to walk & cycle

Easy to cross

Shade & Shelter

People feel safe

FRONTAGE AND MARKETING ZONE

The frontage and marketing zone is wide enough to allow required spacing measures needed for outdoor dining and curb-side pick-up for retail and restaurants.

priority bus-only lane

During the pandemic, one of the traffic lanes on Hespeler Road can be converted into a priority bus-only lane to maintain reliable and efficient transit services.

Places to stop & rest

Things to see & do

Not too noisy

People feel relaxed

Clean air

HEALTHY STREET proposed CONDITIONS SUMMARY With the redesign of the Hespeler Road Corridor along with the chronic and acute measures proposed, Hespeler Road and its connected streets would greatly improve in terms of a healthy street composition. On a scale of A to D, A being incredibly well-composed and D failing to support all users, most of the roads within the redesigned site falls under A.

Everyone feels welcome

48

Easy to

cross

Shade & shelter

Places to stop & rest

Not too

noisy

People choose to walk & cycle

People feel safe

Things to see & do

People feel relaxed

Clean air

Overall Grade

Eagle Street

A

Sheldon Drive

A

Hespeler Road

B

Bishop Street

A

Dunbar Road

A

Can-Amera Parkway

A Poor

Needs Improvement

Excellent

cONCLUSION Through the analysis of complete streets in the local and international context and the current conditions of Hespeler Road, it remains apparent that a streetscape redesign with a focus on health will work to maximize the potential growth that the ION will bring to the Cambridge community. Since the City of Cambridge envisions a future Hespeler Road that is intensified, transit-focused, and community-driven, a shift towards healthy complete streets will work to push the City’s goals forward to promote communal health and active transportation. This design intervention along Hespeler Road Corridor will shift the current car-driven narrative to a healthy, active space that includes all ages and abilities.

49

RefereNCES Burton, Miranda & Chong, Valerie. (2020, August 19). Electrifying the Waterloo Region Part One: The Story So Far. Sustainable Waterloo Region. Retrieved from https://www.sustainablewaterlooregion.ca/2020/08/19/electrifying-the-waterloo-region-part-one-the-story-so-far/

Change Lab Solutions. (2016). A Guide to Building Healthy Streets. Retrieved from https://www.changelabsolutions.org/sites/default/files/Building_Healthy_Streets_FINAL_20160630.pdf

City of Cambridge. (2012, January). Zoning By-Law. Retrieved from https://www.cambridge.ca/en/build-invest-grow/resources/1-4CCC_ZoningBylaw.pdf

City of Cambridge. (2018, April 17). Cambridge Official Plan. Retrieved from https://www.cambridge.ca/en/learn-about/resources/Official-Plan/Cambridge-2018-Official-Plan-Consolidation-AODA-2018-09-25.pdf

City of Cambridge. (2019). Hespeler Road Corridor Secondary Plan. Retrieved from https://www.cambridge.ca/en/learn-about/resources/Growth-and-Intensification-Study/Draft-Hespeler-Road-Corridor-Secondary-Plan---May-2019.pdf

City of Cambridge. (2020). Moving Cambridge Transportation Master Plan. Retrieved from https://www.cambridge.ca/en/learn-about/resources/Transportation/TTR_MovingCambridge_TMP_Final_-AODA_2020-03-04.pdf

City of Toronto. (2017). Toronto Complete Streets Guidelines (Edition 1). Volume 1. Retrieved from https://www.toronto.ca/services-payments/streets-parking-transportation/enhancing-our-streets-and-public-realm/complete-streets/complete-streets-guidelines/

City of Toronto. (2014). Health Evidence to Support Development of Complete Streets Guidelines. Retrieved from https://www.toronto.ca/legdocs/mmis/2015/hl/bgrd/backgroundfile-74524.pdf

Complete Streets for Canada. (2021). Canada’s Complete Streets Hub. Retrieved from https://www.completestreetsforcanada.ca/

Grand River Transit (GRT). (2017). Performance Measures. Retrieved from https://www.grt.ca/en/about-grt/performance-measures.aspx

Haskins, Julia. (2018). Complete streets promoting healthy equity in communities: Supporting transportation for all users. Retrieved from https://www.thenationshealth.org/content/48/6/1.3

Lewington, Jennifer. (2019, September 10). Public transit investment spurs renewal in downtown core. Globe and Mail. Retrieved from https://www.theglobeandmail.com/business/industry-news/property-report/article-public-transit-investment-spurs-renewal-in-downtown-core/

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RefereNCES cont.

National Association of City Transportation Officials (NACTO). (2013). Urban Streets Design Guide. Retrieved from https://nacto.org/publication/urban-street-design-guide/

National Association of City Transportation Officials (NACTO). (2020). Designing Streets for Kids. Retrieved from https://globaldesigningcities.org/wp-content/uploads/guides/designing-streets-for-kids.pdf

Sadler, William. (n.d.). Complete streets make healthier people: Reforming street design policies to combat obesity. Retrieved from https://www.cnu.org/sites/default/files/sadlerb_cnu18.pdf

Saunders, Lucy. (2021). What is Healthy Streets?. Retrieved from https://www.healthystreets.com/what-is-healthy-streets

Smart Growth America. (2012). Complete Streets: Local Policy Workbook. Retrieved from http://bel.uqtr.ca/id/eprint/3351/1/Complete%20streets%20local%20policy%20workbook.pdf

Region of Waterloo. (2009, October). Business Case: Region of Waterloo Rapid Transit Project. Retrieved from https://rapidtransit.regionofwaterloo.ca/en/projectinformation/resources/Draft2009RapidTransitBusinessCase.pdf

Region of Waterloo. (2012). Rapid Transit in Waterloo Region. Retrieved from http://rapidtransit.regionofwaterloo.ca/en/projectinformation/frequentlyaskedquestions.asp

Region of Waterloo. (2013, December). Central Transit Corridor: Community Building Strategy. Retrieved from https://www.regionofwaterloo.ca/opendatadownloads/The_Corridor_Today-chapter_1.pdf

Region of Waterloo. (2013). Rapid Transit Project Final Business Case: 2013 Update. Retrieved from https://rapidtransit.regionofwaterloo.ca/en/resources/Business_Case_2013.pdf

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