MINUTES — PUBLIC – COMMISSION ON TRANSPORTATION, SUSTAINABLE MOBILITY AND SAFETY (CTDDS)

Public question period

Alain Joly, citizen

Alain Joly's comments concern the issue of pedestrian safety on multi-use paths. He asks the CTDDS to examine the possibility that paths with multiple uses have signage indicating to pedestrians the preferred lane to use based on the direction of traffic (to the left or against the flow of traffic). Such initiatives exist in other municipalities in Quebec. He sent the members of the CTDDS photographs of paths where cohabitation can be difficult due to various factors (congestion, vegetation, etc.).

At its April meeting, the CTDDS began a reflection on the issue of regulations for electric bicycles and other micromobility equipment. Safety issues were notably addressed to facilitate the cohabitation of various users. Well known, the issue is highly dependent on the behaviors adopted by certain people using the paths. The City follows the recommendations issued by Vélo Québec that pedestrians move to the right of the paths. The same applies to the Commission de la capitale nationale (CCN) and the City of Ottawa. The fact that pedestrians move to the right of the path and that overtaking is done on the left is also a widespread practice elsewhere in Quebec.

Association des résidents de l’île de Hull

Another request comes from the Association des résidents de l’île de Hull (ARIH). Received by email, it was shared with the members. It concerns the reconfiguration of the intersection of rue Mance and rue Edgar-Chénier. It is recalled to make a request to 311 when it comes to specific intersections or issues. A renovation project is planned in this sector which could also include the mentioned intersection. At this time, it is impossible to comment on the nature of the work that will be carried out. The ARIH request will be part of the processing of the file.

Children of the "Enquête en zone scolaire" project

The children ask this question to the CTDDS: what are you going to do to meet our expectations? According to them, school corridors must be made safer, easier to see, and better for children. The presentation on securing school corridors will provide answers to some of their questions.

Bicycle parking implementation strategy – Analysis and reflection

The document Bicycle parking implementation strategy is presented. Members received it before the meeting. The objective is:

To present the status of the bicycle parking strategy and the next planned actions.

A first presentation of this file was made at the December 2024 meeting. A quick look is taken at the ten actions of the Bicycle Network Master Plan aimed at improving the equipment offered at destinations in the cycling environment. The Mobility Department has entrusted MOBI-O with the mandate to develop the bicycle parking implementation strategy. The strategy establishes desired standards regarding the different contexts surrounding the location of bicycle parking, namely in new developments (requiring an adjustment to urban planning regulations), in existing developments (proposing actions for these), and in other contexts (proposing actions for specific situations).

The standards targeted for the implementation of bicycle parking are for short, medium, and long-term parking as well as for special bicycles. The details of each of the contexts are reviewed as well as the transversal actions envisaged for all bicycle parking implementation contexts.

At the end of the presentation, the exchanges highlight the following main elements:

• Although the various uses and types of environments hosting bicycle parking are taken into consideration, it is asked if the "event" notion is also part of the ongoing reflections (for example, holding an event for which there is a need to have more bicycle parking). It is mentioned that events promoted by the City's Events Office are part of the reflection surrounding the development of the design guide. As for other types of events, particular attention will have to be paid to them in the design guide as well as in the awareness strategy.
• Could transversal considerations also include the notion of environmental equity? We are thinking here of favoring, for example, sectors with a high ratio of automobile travel or heat islands, or even zoning more focused on commercial use. This environmental equity would, moreover, be an opportunity to converge other initiatives put in place by the City (parking tax, etc.).
• It is indicated that the regulations will be applied during new developments. If it is existing developments, the City's role will be limited to raising awareness. The City will not invest in the installation of bicycle racks on private property; it will do so rather in commercial streets or redevelopment projects. The installation of bicycle racks has as a prerequisite the fact of being able to get there safely.
• Beyond uses, shouldn't we include an environmental equity indicator allowing to target more problematic sectors (sectors with more cars, shopping centers, etc.) both for new developments and existing ones. It is mentioned that there is a lack of small-scale data to proceed with this type of analysis. Furthermore, the places where this would prove favorable for environmental equity are perhaps less well served for cyclists. Given the current need to establish priorities, places that are more easily accessible are favored. The suggestion is however noted.
• Regarding residential use, we want to know if it will be considered to request the development of a minimum of short-term bicycle parking intended for visitors. It is indicated that one of the difficulties in following up on such a request lies in the parameter used to determine a ratio (building area, etc.). Attention is also drawn to the fact that when there is construction of apartment buildings, spaces are arranged on the street to facilitate the installation of bicycle parking.
• Environments such as industrial parks will also have to be part of the reflections, particularly with regard to the development of incentives.
• It would be useful to install bicycle parking at bus stops and not only in park-and-ride lots. It is pointed out that the objective is to develop secure parking that allows bicycles to be left there for a certain time. Discussions with the Société de transport de l’Outaouais (STO) have revealed that it is revising its specifications for the construction of bus shelters. Changes may occur on that side.

Cycling design guide — Information

The document Cycling design guide is presented. Members received it before the meeting. The objective is:

To present a preliminary version of the Cycling design guide and obtain the members' comments and suggestions on it.

Although the subject is not on the presentation calendar, it is linked to the Bicycle Network Master Plan. This first version of the guide aims to specify the layout, marking, and signage of Gatineau cycling links that are not covered by regulatory content of provincial or municipal standards. The latter must prevail in case of divergence with this guide.

Vélo Québec has commented on and revised the guide. An update will be made before the filing of the final version. The guide takes into account and specifies the components of various other documents:

• Collections Normes — Ouvrages routiers (Volumes I and V) — Ministry of Transport and Sustainable Mobility (MTQ);
• Policy on friendly streets — City of Gatineau;
• Standardized specifications — City of Gatineau;
• Bylaw 300-2006 concerning traffic and parking within the limits of the City of Gatineau — City of Gatineau.

The guide encompasses various types of cycling infrastructure:

• Designated roadway;
• Paved shoulder;
• Bicycle lanes;
• Bicycle paths;
• Multi-use paths;
• Multi-purpose trails.

Various details provided in the guide are presented according to the two sections that constitute it, namely: controlled intersections and uncontrolled intersections.

At the end of the presentation on controlled intersections, the exchanges highlight the following main elements:

• The costs to carry out the marking are high and it must be redone annually. It would be more advantageous to invest in more permanent measures.
• In addition to marking, awareness will have to be raised to ensure compliance with the zones reserved for SAS for bicycles, a measure intended to ensure the safety of cyclists.
• This first version constitutes a good start. There is however a distinction to be made between what relates to the existing and to redevelopment. During redevelopment, it would be necessary, for example, and when possible, to remove right-turn lanes that are not the safest for vulnerable users. Temporary marking could alleviate certain issues. Another element concerns the functional hierarchy of roads. When it comes to crossing four lanes, is it possible to install a protected island for the left turn of cyclists? The layout of rue Saint-Raymond and rue Saint-Joseph is cited as an example.
• A problem encountered on bicycle lanes is the fact that there is no detector allowing an automatic change of the crossing light. This forces cyclists to manually press the button to make the change. It is specified that the guide proposes an improvement in visibility at crossings.
• Unlike the MTMD, the City has chosen to add chevrons at intersections rather than dotted lines. The marking carried out by subcontractors often referring to the standards of the MTMD, the guide clearly establishes those defined by the City.
• White marking is not very useful in winter. Bollards or a protective wall are more useful for the safety of cyclists in the winter season.
• It is specified that the sheets present a sketch of what is desired in existing situations (bicycle lanes, etc.) and not the optimal layout that a cycling link should have if it were to be redeveloped. The marking indeed presents challenges in terms of costs and product durability. The City has improved a lot in terms of bicycle detection at crossing lights. Indeed, the majority of road axes have an automatic reminder at traffic lights in the axis of the main street. On the secondary approaches of intersections controlled by traffic lights, attention is paid to the fact of installing the light call button close to cyclists. The City has also started adding loops or radars for the automatic detection of cyclists in bicycle lanes.
• We want safety measures or awareness campaigns for people with disabilities or those with reduced mobility. It is emphasized that this type of layout does not fall directly into the objective of the guide. The colors assigned to the marking are governed by standards established in Quebec.

At the end of the presentation on uncontrolled intersections, the exchanges highlight the following main elements:

• The guide presented focuses a lot on signage and marking and little on layouts. It would be interesting to have a real design guide that considers cyclists, pedestrians, and people with reduced mobility at the same time. The alignment with other tools is also to be highlighted.
• The suggestion is noted regarding the addition of bollards indicating to motorists to pay attention to cyclists in sheet INC-03.
• It is specified that this version of the guide will be reviewed since exchanges have shown that situations are missing (for example, roundabouts). Suggestions are welcome if other layout gaps are noted. The sheets offer the advantage of an update without having to modify the entire guide. Many elements presented are already included in the practices at the City.

Varia

The current configuration of the Alonzo-Wright bridge presents safety issues for cyclists. The width of the bridge is problematic. Cyclists use the sidewalk; others using the traffic lane get honked at by motorists. The addition of signage would contribute to the safety of cyclists. It is mentioned that this bridge is under the responsibility of the MTMD. The request can be transmitted to the Mobility Department which will take care of forwarding it to the MTMD.