HomeMy WebLinkAboutPDS-038-26Staff Report
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Report To: Planning and Development Committee
Date of Meeting: June 15, 2026 Report Number: PDS-038-26
Authored By: Marco Pedaletti, Capital Works Engineer
Robert Brezina, Manager, Engineering Design
Submitted By: Darryl Lyons, Deputy CAO, Planning and Infrastructure
Reviewed By: Mary-Anne Dempster, CAO
By-law Number: Resolution Number: PD-076-26
File Number:
Report Subject: Active Transportation Master Plan
Recommendations:
1.That Report PDS-038-26, and any related delegations or communication items, be
received;
2.That Council approve the Active Transportation Master Plan as a high-level strategic
planning document to guide future active transportation planning and implementation
in Clarington;
3.That all interested parties listed in Report PDS-038-26 and any delegations, be
advised of Council’s decision.
Municipality of Clarington Page 2
Report PDS-038-26
Report Overview
technical review, funding availability, detailed design, and Council’s capital budget approval
1. Background
What is Active Transportation?
1.1 Active transportation refers to the ways in which people move through the community
without relying on a personal vehicle, such as walking, cycling, rolling, using mobility
devices, or connecting to transit. This can include sidewalks, multi-use paths, cycling
routes, trail links, crossings, signage, rest areas, and other amenities that help people
travel between neighbourhoods, schools, parks, community facilities, businesses, and
transit stops.
1.2 In a growing municipality with several distinct communities, a coordinated plan is
needed to identify missing connections and guide how new or improved facilities may be
introduced over time. The ATMP does this at a planning level by identifying a candidate
network, potential facility types, policy directions, and implementation consideratio ns. It
is not intended to replace future design work for individual projects, but it provides a
common framework for future decisions.
Study Background
1.3 In August 2023, the Municipality retained WSP Canada Inc. to prepare the Active
Transportation Master Plan. On February 15, 2024, the Municipality issued the Notice of
Study Commencement for the development of an ATMP. The notice advised that the
study would develop a vision, strategic direction and goals, a proposed active
transportation network, implementation and policy guidance, and accessibility and
amenities recommendations. The notice also advised that the study would be completed
in accordance with the Municipal Engineers' Association master plan process under
Phases 1 and 2 of the Municipal Class Environmental Assessment.
1.4 The ATMP has been developed in parallel with other important municipal initiatives,
including the Parks, Recreation and Culture Master Plan (PRCMP). It is also intended to
support broader municipal planning work, Official Plan Review, Secondary Plans, and
future capital planning, in addition to, supporting an upcoming update to Clarington’s
Transportation Master Plan (TMP).
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Report PDS-038-26
2. Discussion
Study Process and Engagement
2.1 The ATMP was prepared through a municipal master planning process that reviewed
existing conditions, relevant policy documents, planned growth areas, key destinations,
and active transportation best practices. The process also considered provincial
guidance, accessibility requirements, and the relationship between active transportation,
road planning, parks and recreation planning, transit, development review, and future
capital planning.
2.2 Public and stakeholder engagement was included throughout the study to help identify
existing barriers, network gaps, route priorities, important destinations, and opportunities
to improve walking, cycling, rolling, and other active transportation choices in Clarington .
2.3 A communications and engagement strategy was developed by WSP in coordination
with the Municipality's Strategic Communications and Initiatives Department, with input
from various members of Staff. The Municipality maintained a dedicated project
webpage through Clarington Connected, which included the project background,
timeline, document library, quick polls, a visioning activity, and an interactive mapping
tool.
2.4 A drop-in Public Information Centre was held on March 21, 2024, at the Garnet B.
Rickard Recreation Complex. Participants were invited to provide input on active
transportation goals, existing network gaps and barriers, route priorities, and
opportunities for new or improved active transportation routes. Public Information Centre
materials were subsequently uploaded to the project webpage.
2.5 The development of the ATMP also included consultation with internal departme nts and
external stakeholders, including Durham Region, Clarington's Active Transportation and
Safe Roads Advisory Committee, Clarington's Accessibility Advisory Committee, school
transportation representatives, and local cycling advocacy groups.
2.6 Input received through the engagement process was reviewed and considered in the
preparation of the candidate network, policy directions, and implementation guidance
contained in the ATMP. In particular, feedback helped inform the identification of
network gaps, desired connections, barriers to active transportation, and locations
where future coordination with other municipal or regional initiatives may be required.
ATMP Content and Recommendations
2.7 The ATMP provides a strategic framework to guide future active transportation planning
in Clarington. It establishes a vision and goals for active transportation, identifies a
candidate active transportation network, assigns planning level facility types, and
provides policy and implementation guidance to support future d ecision making.
2.8 The ATMP also includes recommendations related to accessibility, amenities,
supportive policies, network planning, implementation considerations, and coordination
with other municipal plans and projects.
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Report PDS-038-26
These recommendations are intended to help the Municipality apply a more consistent
approach when active transportation opportunities are considered through future capital
projects, development applications, secondary planning, corridor studies, and related
municipal initiatives.
2.9 As a master planning document, the ATMP provides direction for future consideration
rather than final approval of individual projects. Future projects will continue to be
advanced through appropriate technical review, design, funding, and prioritization
processes before implementation.
Candidate Network and Mapping
2.10 A core deliverable of the ATMP is the candidate network mapping, which identifies
proposed active transportation routes, facility types, and network structure across the
municipality. The mapping is intended to provide a visual planning framework for long
term connectivity and to support coordination with future growth, development,
transportation, parks, recreation, and infrastructure planning.
2.11 The candidate network identifies planning level connections across Clarington and
considers a range of implementation contexts, including existing and planned road
corridors, trails, parks and open space connections, growth areas, development lands,
transit connections, and other municipal or regional corridors, where appropriate and
subject to further review.
2.12 Facility types shown in the ATMP are planning level recommendations. The final form,
location, alignment, feasibility, cost, and timing of any individual facility will need to be
confirmed through future technical review, consultation, environmental review where
required, detailed design, development review, and the capital budget process .
Implementation Context
2.13 Endorsement of the ATMP would provide Staff with a strategic document to guide future
active transportation planning and coordination. It would not commit the Municipality to
immediate construction of all identified routes or require implementation within a fixed
timeline.
2.14 Implementation would be incremental and would depend on a range of factors, includin g
growth related needs, road improvement opportunities, development applications, grant
opportunities, available funding, land ownership, environmental constraints, accessibility
considerations, and coordination with Regional and municipal infrastructure projects.
2.15 As individual projects move forward, further work may be required to confirm feasibility,
refine alignments, select appropriate facility types, assess impacts, identify costs, and
determine the appropriate timing and delivery mechanism. This appro ach allows the
ATMP to function as a strategic guide while preserving flexibility for future Council
decisions and site-specific technical review.
Municipality of Clarington Page 5
Report PDS-038-26
Relationship to Other Municipal Initiatives
2.16 The ATMP is one component of a broader municipal planning framework and is
intended to support complete, connected communities as Clarington continues to grow.
The ATMP has been developed in parallel with other important municipal initiatives and
is expected to help inform and be informed by the Parks, Recreation and Culture Master
Plan, the Official Plan Review, Secondary Plans, development review, and related
capital planning initiatives.
2.17 Positioning the ATMP within this broader planning framework will help ensure that active
transportation considerations are incorporated into future decision making in a
coordinated manner, rather than being considered separately from growth,
transportation, recreation, accessibility, environmental, and infrastructure planning.
3. Financial Considerations
Not Applicable.
4. Strategic Plan
The ATMP aligns with the following sections of Clarington's Strategic Plan 2024 -27:
C.1.2: Be an active partner in the development of GO Train stations and improved
Regional transit connectivity.
The ATMP supports active transportation connections to transit and broader
mobility integration.
C.1.4: Proactively address traffic management, walkability, livability and connectivity.
This section directly references completing the Transportation Master Plan and
updating the Active Transportation Master Plan and Wayfinding System Strategy.
G.2.1: Prepare a new Official Plan that will guide community growth to 2051.
The ATMP will help inform the Official Plan Review, Comprehensive Zoning By-
Law update, and Secondary Plans as growth planning advances.
G.2.3: Develop and begin implementation of the Parks, Recreation and Culture Master
Plan.
The ATMP has been coordinated with the PRCMP and supports complete
community planning and recreational / mobility connections.
G.4.2: Be a leader in anticipating and addressing the impacts of climate change.
The ATMP supports walking, cycling, rolling, and other low-carbon travel choices.
Municipality of Clarington Page 6
Report PDS-038-26
G.4.3: Protect and enhance Clarington's natural heritage.
Future implementation of active transportation infrastructure will need to be
planned in a manner that respects environmental constraints and opportunities.
5. Climate Change
5.1 The ATMP supports climate change objectives by encouraging walking, cycling, rolling,
and other active modes that can reduce reliance on single-occupant vehicle travel over
time. It also supports more connected and resilient community planning by integrating
active transportation into growth-related and infrastructure-related decision-making.
5.2 Future implementation of ATMP recommendations will need to balance mobility
objectives with environmental protection, natural heritage considerations, and site -
specific design constraints.
6. Concurrence
6.1 This report has been reviewed by the Deputy CAO of Public Services who concurs with
the recommendations.
7. Conclusion
7.1 It is respectfully recommended that Council endorse the Active Transportation Master
Plan as a high-level strategic planning document to guide future active transportation
planning in Clarington.
Staff Contact: Robert Brezina, Manager of Engineering Design, 905-623-3379 ext. 2331 or
RBrezina@clarington.net
Attachments:
Attachment 1 – Active Transportation Master Plan
Attachment 2 – ATMP Maps (Full Size)
Interested Parties:
The following interested parties will be notified of Council's decision:
Clarington’s Active Transportation and Safe Roads Advisory Committee
Municipality of Clarington
Active Transportation Master Plan
June, 2026
Attachment 1 to Report PDS-038-26
Active Transportation Master Plan | 2
Table of Contents
Chapter 1: Policy Review, Project Vision, Strategic Direction and Goals ................ 4
1.1 Introduction .......................................................................................................... 4
1.1.1 What is Active Transportation? ....................................................................... 4
1.1.2 What is an Active Transportation Master Plan? .............................................. 4
1.2 Policy Foundation ................................................................................................ 8
1.2.1 Policy Review .................................................................................................. 9
1.3 Vision and Goals ................................................................................................ 11
1.3.1 Vision Statement ........................................................................................... 11
1.3.2 Strategic Directions and Goals ...................................................................... 13
Chapter 2: Existing Conditions .................................................................................. 14
2.1 Existing Active Transportation Network .......................................................... 14
2.1.1 Existing Active Transportation Facility Types ................................................ 15
2.2 OTM Book 18 (2021) Compliance ..................................................................... 19
2.3 Socio-Economic Patterns ................................................................................. 24
2.3.1 Total Population ............................................................................................ 25
2.3.2 Population Density ........................................................................................ 25
2.3.3 Population Distribution by Age ...................................................................... 27
2.3.4 Immigrant Population Distribution ................................................................. 30
2.3.5 Average Household Income .......................................................................... 32
2.4 Transportation Trends....................................................................................... 34
2.4.1 Mode Shares ................................................................................................. 34
2.4.2 Short Trips ..................................................................................................... 35
Chapter 3: Developing the Active Transportation Network ..................................... 37
3.1 The Active Transportation Network Framework ............................................. 37
3.1.1 Network Hierarchy ......................................................................................... 37
3.1.2 Route Selection Criteria ................................................................................ 48
3.1.3 Urban and Rural Connectivity ....................................................................... 49
3.1.4 On and Off-Road Connectivity ...................................................................... 50
3.1.5 Major Road Corridors .................................................................................... 51
3.1.6 Major Crossings ............................................................................................ 53
Chapter 4: Implementation ......................................................................................... 54
Active Transportation Master Plan | 3
4.1 Facility Types ..................................................................................................... 54
4.1.1 Pedestrian facilities ....................................................................................... 54
4.2 Active Transportation Facilities ....................................................................... 58
4.2.1 Physically Separated Active Transportation Facilities ................................... 58
4.2.2 Designated Space Active Transportation Facilities ....................................... 61
4.2.3 Shared Space ............................................................................................... 62
4.3 Intersection Treatments .................................................................................... 66
4.4 Network Phasing ................................................................................................ 69
4.5 Retrofit and Road Construction Strategies ..................................................... 73
4.6 Costing ..................................................................... Error! Bookmark not defined.
4.7 Monitoring Strategies ........................................................................................ 74
4.7.1 Key Performance Indicators .......................................................................... 75
4.7.2 Monitoring and Reporting Programs ............................................................. 76
Chapter 5: Active Transportation Supportive Policies ............................................ 78
5.1 Policy #1: Accessibility and Inclusion for Active Transportation ................. 78
5.1.1 AODA Standards ........................................................................................... 79
5.1.2 All Ages and Abilities Active Transportation Facilities ................................... 80
5.1.3 All Ages and Abilities Pedestrian Facilities .................................................... 81
5.1.4 Inclusive Design ............................................................................................ 83
5.2 Policy #2: Enhancing Supportive Amenities throughout the Active
Transportation Network .......................................................................................... 87
5.2.1 Bicycle Parking and End of Trip Facilities ..................................................... 87
5.2.2 Network Amenities ........................................................................................ 89
5.3 Policy #3: Maintaining the Active Transportation Network .......................... 103
5.3.1 Minimum Maintenance Standards ............................................................... 103
5.4 Policy #4: Supporting Micromobility .............................................................. 109
5.4.1 E-Bikes and E-Scooters in Ontario .............................................................. 111
Active Transportation Master Plan | 4
Chapter 1: Policy Review, Project Vision, Strategic
Direction and Goals
1.1 Introduction
1.1.1 What is Active Transportation?
Active transportation refers to modes that rely on the user’s own power to move. This
has typically meant walking, biking, scootering, rollerblading, and skateboarding.
However, new electric devices such as e-bikes and e-scooters have recently been
included when considering active transportation modes and often share the same types
of active transportation infrastructure. Throughout the development of the Active
Transportation Master Plan (ATMP), active transportation users have been classified
into one of two groups:
1. Slower active transportation users who use sidewalks and multi-use paths,
including pedestrians and people using slower assistive devices (walkers,
wheelchairs, etc.).
2. Faster active transportation users who use bicycle lanes, multi-use paths, and
cycle tracks. These users include people using a bicycle, scooter, skateboard, or
electric versions of these devices. It is also recognized that people using faster
mobility devices, such as mobility scooters, often use active transportation
facilities.
1.1.2 What is an Active Transportation Master Plan?
The Municipality of Clarington has developed this ATMP that builds upon existing key
policies and plans such as the Clarington Official Plan, Clarington Transportation Master
Plan, and Clarington Strategic Plan. An ATMP’s primary purpose is to determine how a
community can better support all forms of active transportation. An ATMP evaluates
existing conditions, considers future growth, and provides recommendations that align
with policy objectives and community needs within a municipality. Clarington’s ATMP
will serve as a guiding document for active transportation over the next ten or more
years that aims to enhance active transportation use, strengthen policy support, and
establish new partnerships with community stakeholders to increase the uptake of multi-
modal transportation within the Municipality. Recommendations in the Plan will support
the growth of infrastructure for active transportation and develop an accessible and
Active Transportation Master Plan | 5
equitable network for users of All Ages and Abilities. The recommended active
transportation network and implementation priorities should be reviewed and refined
through the upcoming Clarington Transportation Master Plan (CTMP) and Official Plan
Review processes once updated growth forecasts and long -term land use directions are
confirmed.
Building upon the existing active transportation network, the ATMP will provide direction
towards a future where walking, cycling, and wheeling are more accessible,
comfortable, connected and convenient for residents. The Municipality aims to build
upon its existing network of bike lanes, multi-use trails and sidewalks by:
• Applying the Complete Streets Approach defined in the Official Plan to be
integrated into the planning and design of streets;
• Improving existing routes to bring them up to an All Ages and Abilities (AAA)
standard;
• Closing gaps in the network to ensure continuous, connected routes across
the Municipality, connecting urban and rural areas;
• Addressing barriers to network connectivity, such as highways, railways and
watercourses to provide safe connections between communities and to the
waterfront;
• Partnering with the Region of Durham to enhance mobility choice across the
Municipality by upgrading facilities on Regional Roads; and
• Creating new capacity for community organizations to support residents in
choosing active transportation more often.
The Clarington ATMP has been developed by placing the community at the centre of
the plan, focusing on increasing uptake of active transportation by residents,
strengthening support for more people-oriented transportation options and establishing
new partnerships with stakeholders to support implementation. To build this sense of
community ownership that is necessary to support a plan of this scale, residents and
stakeholders had several opportunities to engage in the process of developing the plan.
The Plan also creates an accountability process that will allow the Municipality and any
relevant partners to check the progress of the actions against the baseline assessment
and the goals contained within the Plan.
The ATMP functions best when considered within the broader policy context of the
Municipality, Region, Province and Country. Chapter 1 provides an overview of existing
policies and plans that are relevant to active transportation and that inform ed the
Active Transportation Master Plan | 6
recommendations in this Plan. Additionally, the identified policies help define the vision
for the ATMP by aligning itself with the goals and objectives of Clarington.
Complete Streets
The objective of a Complete Streets approach is to create a well-functioning, efficient
street network that promotes road safety, accessibility, and allows for all types of
transportation modes and uses. Every street is different with its own defining set of
elements and character in relation to the street’s location and role within the municipal
transportation network.
Complete Streets are streets for everyone. While it may not be possible to
accommodate every type of user on all streets within the Municipality, Complete Streets
aim to balance the needs of all road users including pedestrians, cyclists, transit users,
vehicles, etc., which may differ depending on the street type and function. Active
transportation is considered a key element of Complete Streets as pedestrian and
cycling infrastructure can offer greater transportation options, accommodate users of all
abilities and facilitate equal access to goods, services, employment, and recreation.
The Complete Streets concept aims to implement a transportation network that
prioritizes safety by increasing the buffer between vehicular and other modes of
transportation and adopting a Vision Zero approach. Rather than focusing on perfecting
human behaviour, Vision Zero takes on a “safe systems” approach. This assumes that
human error is a natural part of the road safety equation and recognizes that road
fatalities and injuries can be prevented through “the 5 E’s”: education, enforcement,
engineering, evaluation, and engagement.
Clarington’s Official Plan aims to integrate Complete Street principles in the planning
and design of urban streets, including:
• Street design elements to improve the quality of service for pedestrians, cyclists,
and transit users in addition to the level of service for vehicles;
• Safe and convenient access to transit stops;
• Local streets to have multiple points of access and limited block lengths;
• Intersections designed to meet the desired level of service for vehicles,
pedestrians, and cyclists, through minimizing crossing distances; and
• Streets designed with integrated accessibility features.
Active Transportation Master Plan | 7
The concept of Complete Streets is rooted in the interconnection of streets to build a
network that allows for physical movement and connects people to different areas and
destinations, here, within Clarington. Streets are important public spaces that prov ide
various social and recreational uses and shape the urban fabric. Complete Streets put
emphasis on the needs of the road users, including people who cycle, walk, take transit
and drive on the street. This shifts the priority away from solely focusing on motor
vehicle traffic and creates a safe and welcoming environment for all ages, abilities, and
modes of travel.
When applying the concept of Complete Streets to the Municipal Road network, there
are several key principles that need to be considered to effectively adapt the local
community interest surrounding Clarington’s roads to provide Complete Streets
elements. These principles include:
1. Separating Users
• Separating active transportation users where there are high volumes of
vehicular traffic is critical for safety.
• This can be done in many ways, including complete separation of active
transportation users by implementing a Multi-Use Path (MUP) within the
boulevard or retrofitting protected bike lanes with concrete curbs/barriers and
bollards.
Figure 1.1: Examples of Separated Active Transportation Facilities: Protected Bike Lane (left) and Multi -use Path
(right)
Active Transportation Master Plan | 8
2. Reducing Vehicle Speeds and Volumes
• This can be done through traffic calming measures, such as speed humps or
roadway lane width reductions, and traffic diversion measures to reduce
traffic volumes and to allow for safer shared space.
• Safer shared space is needed between active transportation users and
vehicles and, if user volumes are high enough, separation between different
types of active transportation users can be beneficial.
Figure 1.2: Examples of Traffic Calming Measures (left) and Traffic Diversion Measures (right)
1.2 Policy Foundation
This section builds on prior municipal, provincial, and federal planning documents to
align the ATMP with established government goals and visions. Over the past decade,
there has been growing government support and funding for creating active
communities, with collaboration among federal, provincial, and municipal levels to
develop policies, research, strategies, and initiatives aimed at enhancing active
transportation. The following overview highlights the plans and policies reviewed to
inform the development of the Plan.
Active Transportation Master Plan | 9
1.2.1 Policy Review
Policy Background
Provincial and municipal governments have worked together to establish policies,
research, strategies and initiatives that provide support for investments and
improvements in active transportation.
The initial step in development of the ATMP was gaining an understanding of the plans
and policies that have helped set the foundation for the Plan, including those that have
a direct influence on active transportation planning, design and implementation within
Clarington. The following is an overview of all plans and policies that were reviewed to
inform the ATMP.
Federal Policies
• National Active Transportation Strategy (2021-2026)
The National Active Transportation Strategy provides federal policy direction that
emphasizes connectivity, safety, equity, and increased walking and cycling mode share.
These principles align with the objectives of the Clarington ATMP and help ensure
consistency with federal government priorities. The National Active Transportation
Strategy created a 5-year, $400 million fund for municipalities to build new and
expanded networks of pathways, bike lanes, trails and pedestrian bridges . To qualify,
municipalities must demonstrate how their projects will enhance community
connections, improve user experience, encourage a modal shift, and promote equity
across the region.
Provincial Policies
• Accessibility for Ontarians with Disabilities Act
• Ministry of Transportation Ontario Bikeway Design Manual
• Ontario Traffic Manual Book 15: Pedestrian Crossing Treatments
• #CycleON Action Plan 2.0
• Ontario’s Cycling Tourism Plan
• Minimum Maintenance Standards for Municipal Highways O.Reg. 239/02
• Provincial Policy Statement
• Ontario Traffic Manual Book 18: Cycling Facilities
Active Transportation Master Plan | 10
The Province of Ontario has a suite of comprehensive policies that support active
transportation and universal design, offering guidance to municipalities ranging from
suggested actions to legislated requirements. Provincial initiatives encourage
collaboration with industry partners to develop cycling tourism, especially in rural areas,
as outlined in Ontario's Cycling Tourism Plan. Municipalities should emphasize
equitable distribution of recreational spaces in compliance with the Provincial Policy
Statement and follow the detailed active transportation facility design outlined in the
MTO Bikeways Design Manual and Ontario Traffic Manual Book 15 and 18. Technical
standards, including those for AODA-compliant facilities, are specified in Minimum
Maintenance Standards for Municipal Highways, with further design guidance provided
in Ontario Traffic Manuals.
Regional Policies
• Region of Durham Official Plan, Envision Durham (2024)
• Durham Transportation Master Plan (2017)
• Durham Regional Cycling Plan (2021)
Regional policies directly shape the planning, design, implementation, and operation of
active transportation facilities along regional roads, with guidance from documents like
the Durham Regional Official Plan (2020), Regional Cycling Plan (2021) and the
Durham Transportation Master Plan (2017). These policies aim to create healthy,
sustainable communities and manage growth effectively. The Durham Transportation
Master Plan (TMP) outlines principles to strengthen the bond between land use and
transportation, enhance public transit, promote walking and cycling, optimize road
infrastructure, support sustainable travel choices, improve goods movement, and
strategically invest in transportation systems. Additionally, the Regional Cycling Plan
(RCP) offers guidance on cycling infrastructure, connectivity, and education and
encouragement, aligning with the region's strategic goals to expand sustainable
transportation, enhance communication networks, and optimize resources. Overall, the
key principles include integrating land use and transportation planning, improving
accessibility and equity, fostering alternative modes of transport, establishing a
connected network for active transportation, promoting education and encouragement
for active transportation, and maintaining a well-operated cycling network.
• Clarington Waterfront Strategy (In Development)
• Clarington Parks, Recreation and Culture Master Plan (2024)
• Clarington Strategic Plan (2023)
• Current Clarington Official Plan (2018)
Active Transportation Master Plan | 11
• The Municipality of Clarington Multi-Year Accessibility Plan 2018 to 2023 (2018)
• Clarington Transportation Master Plan (2016)
• Municipality of Clarington Older Adult Strategy (2015)
Municipal policies significantly shape active transportation initiatives, with documents
like the Clarington Official Plan (2018), Clarington Transportation Master Plan (2016)
and the Clarington Strategic Plan (2019) providing essential guidance on the future
development of active transportation. These plans are updated periodically to align with
provincial directives and community objectives. The Clarington Official Plan
underscores the Municipality's vision for a vibrant, safe, and sustainable environment ,
emphasizing healthy communities and active transportation integration. Specific policies
within the plan prioritize promoting healthy lifestyles through active modes like walking
and cycling, managing growth to accommodate active transportation infrastructure, and
enhancing public realm and networks in developed areas. The Clarington Strategic Plan
sets goals for engaged communities, sustainable growth, and environmental
sustainability, with provisions for expanding transportation networks and ensuring
equitable access.
Moreover, ongoing initiatives such as the Clarington Waterfront Strategy and the
Municipality of Clarington Multi-Year Accessibility Plan (2018-2023) further bolster AT
integration and accessibility. The Waterfront Strategy aims to enhance barrier-free
access and active transportation linkages to the waterfront, aligning with broader
strategic plans and environmental considerations. Similarly, the Accessibility Plan
outlines measures to comply with the Accessibility for Ontarians with Disabilities Act
(AODA), including provisions for mobility device charging stations and barrier -free
design in public spaces. Additionally, the Municipality's Older Adult Strategy addresses
the recreation and transportation needs of its aging population, emphasizing
coordination through programs like Wheels in Action and ensuring safe, reliable AT
options for leisure and transportation purposes. Through these multifaceted policies and
plans, Clarington aims to foster inclusive, sustainable communities while promoting
active transportation as a fundamental component of urban design and development.
1.3 Vision and Goals
1.3.1 Vision Statement
A vision statement and relevant objectives were developed based on a review of
Clarington’s existing policy documents. The themes contained in these documents
highlight what the Municipality’s guiding principles are and help to ensure that the ATMP
Active Transportation Master Plan | 12
aligns with those previously approved statements in a clear manner. The vision
statement for the ATMP is:
Clarington’s transportation system provides safe and
accessible transportation options for all users and connects
people to key destinations and transit while supporting
community health and sustainability.
Active Transportation Master Plan | 13
1.3.2 Strategic Directions and Goals
To ensure the vision statement is carried out, strategic directions and goals have been
developed based on the Municipality’s existing policy directives that are shown in Table
1.1.
Table 1.1: Goals Based on the Municipality's Existing Strategies
Strategic Direction Goals
Create Resilient &
Sustainable Communities
1. Promote active transportation through public
education and awareness
2. Increase opportunities for recreation and exercise
3. Support accessing local businesses by active
transportation
4. Support a variety of mobility and transportation
options
Create Inclusive,
Accessible & Vibrant
Communities
1. Connect the active transportation network with
public transit
2. Create accessible active transportation facilities
for people of All Ages and Abilities
3. Monitor and maintain active transportation
facilities
Develop a Safe &
Connected Active
Transportation Network
1. Provide safe and protected active transportation
facilities
2. Establish connections between hamlets, rural
areas, and urban centres
3. Create convenient connections to key
destinations
4. Provide safe crossings of major physical barriers
to create a well-connected network
The recommendations and policies from this Plan will be built upon the vision
statement, strategic directions and goals. They will provide an important accountability
tool and be used to prioritize the implementation of recommendations, policies, and the
active transportation network that will be developed through this Plan.
Active Transportation Master Plan | 14
Chapter 2: Existing Conditions
Creating an interconnected and easily accessible active transportation network is crucial
for promoting an active lifestyle among the public. The proposed active transportation
network in the Municipality of Clarington is being developed with an equitable lens,
inclusive of all users within the Municipality. The goal of the proposed network is to
make it universally accessible to all people, regardless of their age or abilities.
The existing conditions of Clarington’s current active transportation network have been
reviewed and investigated in the field to inform mapping, confirm where infrastructure is
present and to identify potential gaps within the network. Existing active transportation
facilities have been assessed to determine if they meet current guidelines and serve to
establish a foundation that the future active transportation network can be built upon.
2.1 Existing Active Transportation Network
Clarington has been implementing active facilities for many years, including sidewalks,
bicycle lanes, and multi-use paths. Many of the Municipality’s existing active
transportation routes predate the first edition of the Ontario Traffic Manual (OTM) Book
18 on cycling facility design (2013). Design philosophy has evolved considerably since
those early installations, with the updated Book 18 (2021) placing a much higher priority
on the comfort and safety of the interested but concerned population of potential active
transportation users. These potential users tend to be uncomfortable sharing space with
automobiles, especially in high-speed conditions. They will tend towards using multi-use
paths, physically separated facilities and low-speed, low-volume residential streets.
In the context of the Municipality’s existing active transportation network, it is important
to keep these users in mind, while also respecting that many of the Municipality’s
existing facilities were built to older design standards. The Plan aims to identify where
existing routes can be leveraged to create a network of high -comfort active
transportation facilities, elevating the experience for people of All Ages and Abilities as
the ATMP is implemented.
Active Transportation Master Plan | 15
2.1.1 Existing Active Transportation Facility Types
The following are the typical active transportation
facility types that exist in Clarington:
• Sidewalks: Sidewalks are typically located in
urban and built-up areas for use by
pedestrians and people using mobility
devices at a low speed.
• Shared Roadways: Designated shared
roadways typically have supportive signs
and/or pavement marking treatments for
wayfinding and to promote safer interactions
between motorists, cyclists and other road
users.
• Bicycle Lanes: Bicycle lanes are located on
a portion of the roadway with designated
space that is to be used exclusively by
cyclists. They are typically marked by a bicycle
symbol, pavement markings and signs.
• Multi-use Paths: Pathways located alongside
a road that are shared between pedestrians,
cyclists, scooter users, and other types of
active transportation users.
• Paved Shoulders: A portion of a roadway that
provides active transportation users an area
that is separated from motor travel with a
pavement marking. Typically, paved shoulders
are located on rural roads.
Map 2.1 provides an overview of existing active
transportation facilities and typical key destinations
across Clarington.
Figure 2.1: Bicycle Lane
Figure 2.2: Multi-use Path
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Map 2.1: Existing Active Transportation Network - Clarington-wide
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Map 2.1a: Existing Conditions - Courtice and Bowmanville
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Map 2.1a: Existing Conditions - Newcastle and Orono
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2.2 Ontario Traffic Manual (OTM) Book 18 Compliance
To understand whether existing active transportation routes meet updated guidance in
Ontario Traffic Manual (OTM) Book 18: Cycling Facilities (2021), a detailed review of
on-road facilities was conducted for the Municipality. This review determined
compliance with current guidelines, considering the widths of current facilities, type of
separation, road speed limits, and recent traffic volumes. Table 2.1 summarizes the
findings of this review and Map 2.2 shows the mapped results.
Table 2.1: Existing Facilities Compliance with OTM Book 18
Facility Type Total Existing
Length (km)
Compliant Length
(km)
Non-Compliant
Length (km)
Dedicated Bicycle
Lanes 15.39 0.55 14.84
Multi-use Paths 15.58 15.58 0
Marked Shared Use
Lane 5.44 0 5.44
Paved Shoulder 5.69 2.81 2.88
Total 42.1 18.94 23.16
Approximately 23 km of the Municipality’s existing active transportation network does
not conform to the standards outlined in the current OTM Book 18, although these
segments may have met the applicable guidelines at the time of their construction.
Existing multi-use paths within the network generally align with OTM Book 18 guidance
by providing a high degree of separation from motor vehicle traffic. Where located within
the boulevard or fully outside the road right-of-way, these facilities reflect Book 18
principles related to user comfort, safety, and suitability for All Ages and Abilities. Non-
compliant bicycle lanes may be upgraded with increased separation techniques, such
as bollards or concrete curbs/barriers, or by reducing vehicle speeds through traffic
calming and lower speed limits. Reducing vehicle speeds is only one part of the
equation, however, since a reduction in speed does not always equate to a reduction in
volumes. Even with a reduced speed limit, some roads would still lie outside of the
Active Transportation Master Plan | 20
recommended parameters where a bicycle lane would be recommended without
physical separation. Higher traffic volumes and speeds require physical separation to
provide a comfortable experience for the interested but concerned riders, as
demonstrated in Figure 2.3.
Figure 2.3: Physical separation techniques for cycling according to vehicle volume and speed
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Map 2.2: OTM Book 18 Compliance - Clarington-wide
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Map 2.2a: OTM Book 18 Compliance - Courtice & Bowmanville
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Map 2.2b: OTM Book 18 Compliance - Newcastle & Orono
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2.3 Socio-Economic Patterns
Demographic and socio-economic characteristics are included in the Active
Transportation Master Plan (ATMP) to help identify where active transportation (AT) is
most likely to be used out of necessity, where it is most likely to be used by choice, and
where improvements to the network can deliver the greatest equity, accessibility, and
mobility benefits. Population density, age distribution, immigrant population patterns,
and household income influence travel behaviour, access to private vehicles, and
sensitivity to the availability, safety, and comfort of walking and cycling infrastructure.
When reviewed alongside land use patterns and proximity to key destination s, such as
schools, transit stops, community facilities, employment areas, and retail, these
indicators help identify areas where gaps in the AT network may disproportionately
affect residents with limited mobility options. Collectively, the trends illustrated in this
section provide a screening-level understanding of where investments in active
transportation can support both everyday mobility needs and longer-term mode shift
objectives.
To develop an active transportation network that is tailored to Clarington, a
comprehensive understanding of the local context is essential, particularly regarding
demographic and socio-economic characteristics and trends. This knowledge serves as
the foundation for ensuring that the recommendations and strategies comprising the
ATMP are well-suited to meet the needs of both current and future residents who will
rely on this network. A review of the socio-demographic data was completed as part of
an equity-focused approach to building the network. Key indicators for an equitable
approach to planning an active transportation network include population density, youth
and senior population density, population density of recent immigrants, and household
income. This section includes a series of maps to show the Municipality’s current
demographic patterns based on data for these demographic trends from the 2021
Statistics Canada Census.
The demographic maps presented in this section are not intended to represent demand
in isolation, but rather to highlight where demographic trends and potential AT needs
intersect with land use patterns and existing network gaps, helping to inform
subsequent network planning, prioritization, and phasing decisions. The ranges for the
maps in this section are based on a quantile approach, which creates ranges based on
an equal number of areas within each range. The areas have approximately equal
populations, allowing them to be compared with each other to determine where there is
higher priority for active transportation to benefit the most residents.
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2.3.1 Total Population
Understanding population and its anticipated growth is an important consideration when
assessing the existing conditions and the potential for active transportation. Clarington’s
population was just over 101,400 in the 2021 Census and is expected to grow to
140,340 by 2031. Figure 2.4 shows the changes in population from 2011 to 2021 and
the expected population growth in Clarington.
Figure 2.4: Population Growth and Growth Forecast in the Clarington (Source: 2018 Clarington Official Plan and
Statistics Canada Census)
2.3.2 Population Density
Population density varies across different areas of the Municipality, with higher
population densities in the urban areas of Courtice, Bowmanville, and Newcastle.
Higher densities are focused in more recently developed areas, likely due to smaller lot
sizes in newer developments. Population density trends for the Municipality are shown
in Figure 2.5.
Higher population densities generally correspond with shorter trip lengths and a greater
likelihood of walking and cycling for both utilitarian and recreational purposes. In
Clarington, higher-density areas in Courtice, Bowmanville, and Newcastle represent
locations where AT infrastructure is more likely to support everyday trips, including
access to schools, transit, shopping, and community services. Conversely,
lower-density rural areas may rely more heavily on AT for recreational purposes or
0
20,000
40,000
60,000
80,000
100,000
120,000
140,000
160,000
2011 2016 2021 2026 2031
Active Transportation Master Plan | 26
first-/last-mile connections to transit, highlighting the need for different facility types and
design approaches. Areas where higher population density coincides with limited AT
connectivity may represent priority locations for addressing network gaps.
Figure 2.5. Population Density
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2.3.3 Population Distribution by Age
Enhancing active transportation infrastructure can improve the quality of life and
accessibility experienced by both youth and seniors as these two groups are often the
most limited by not having access to a car for mobility purposes. Figure 2.6 and Figure
2.7 demonstrate the distribution of seniors (ages 65 and older) and youth (ages 14 and
younger). Youth tend to be located in more recently developed areas, likely due to the
increased opportunities for younger families to purchase housing and the proximity to
schools and other amenities. Higher densities of seniors tend to be located in older
residential areas or developments that have been planned or marketed to seniors.
Youth and seniors are more likely to rely on active transportation out of necessity due to
limited or no access to a private vehicle. Areas with higher concentrations of youth benefit
from safe, direct walking and cycling routes to schools, parks, and comm unity facilities,
while areas with higher concentrations of seniors benefit from barrier-free, comfortable,
and well-connected pedestrian environments that support daily errands and social
interaction. Where higher youth or senior densities overlap with fr agmented sidewalk
networks, high-speed roadways, or limited crossing opportunities, there is an increased
risk of unmet mobility needs and reduced independence. These areas may warrant
prioritization for safety-focused and accessibility-oriented AT improvements.
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Figure 2.6. Youth Density
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Figure 2.7. Senior Density
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2.3.4 Immigrant Population Distribution
As part of an equity-focused approach, the ATMP reviewed selected demographic
indicators to understand how access to transportation options may vary across the
Municipality. This approach uses demographic data as a screening tool to identify
neighbourhoods where residents may have different mobility needs or may rely more
heavily on walking, cycling, or transit due to factors such as age, income, or immigration
status.
For this analysis, immigrant population data (including recent immigrants, defined as
individuals who immigrated to Canada within the past five years, consistent with
Statistics Canada definitions) was reviewed alongside general population density. While
immigrant populations are represented within overall population density figures,
mapping this data separately helps identify whether certain population groups are
concentrated in specific neighbourhoods, particularly older residential areas, and
whether existing transportation infrastructure aligns with current population patterns.
Figure 2.8 illustrates that immigrant population density in Clarington generally overlaps
with established neighbourhoods. This information was used to support a broader
understanding of how historic street networks, transit access, and active transportation
facilities may serve current residents, and to help inform network planning and
prioritization.
Immigrant population density in Clarington generally aligns with established
neighbourhoods that often have older street networks and varying levels of AT
infrastructure. In many cases, these areas may have direct street connectivity but lack
modern AT facilities such as protected cycling infrastructure or enhanced pedestrian
crossings. Households in these neighbourhoods may be more likely to use walking,
cycling, or transit for daily trips, particularly where employment, services, or transit are
within close proximity. Identifying whether existing AT infrastructure aligns with current
demographic patterns helps ensure that upgrades and retrofits address present -day
needs rather than historic development patterns.
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Figure 2.8. Distribution of Immigrant Population
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2.3.5 Average Household Income
Census data reveals that income level in Clarington is unevenly distributed across the
Municipality, as shown in Figure 2.9. Many lower income areas are focused in the
urban areas, though there are some rural areas that have lower household incomes
than the municipal average. Lower-income households can greatly benefit from
improved active transportation infrastructure as it can improve mobility choice without
requiring access to a vehicle. Active transportation modes are more affordable and
reliable than other modes, particularly for short trips within the Municipality. Investing in
active transportation in areas with low median household income provides benefits for
the entire community. It can enhance social equity, improve health and well-being, and
support local businesses.
Lower-income households are more likely to depend on active transportation as a
primary or complementary mode due to the high cost of vehicle ownership and
operation. In Clarington, lower-income areas are largely concentrated in urban centres,
where short trip lengths and access to destinations can make walking and cycling viable
daily travel options, provided that safe and connected infrastructure is available. Where
lower household incomes coincide with gaps in the AT network or barriers such as
major arterial roads, limited crossings, or discontinuous sidewalks, residents may
experience reduced access to employment, services, and transit. Investment in active
transportation in these areas can improve affordability, health outcomes, and access to
opportunity while supporting broader municipal equity objectives.
It should be noted that the income ranges shown in Figure 2.9 are averages for census
dissemination areas, which contain many households. The income ranges are not
meant to represent the lowest or highest household incomes seen in Clarington.
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Figure 2.9. Average Household Income
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2.4 Transportation Trends
2.4.1 Mode Shares
Current travel trends show that active transportation modes are not commonly used,
and most residents rely on using vehicles as their main mode of transportation. The
2021 Canadian Census showed that 93.4% of people commute by using a personal
vehicle, while only 2.4% walk to work and 0.1% use a bicycle. Other modes of
commuting, including micromobility devices such as e -scooters, make up 1.9% of
commuters. A full summary is included in Table 2.2.
Table 2.2: Commuting Mode Shares
Main Mode of
Commuting
Total Count (25% sample
data of total population)
Percentage of Mode
Share
Car or truck 34,305 93.4%
Public transit 790 2.2%
Walking 875 2.4%
Bicycle 40 0.1%
Other method 705 1.9%
Source: Canada Census (2021)
Public engagement results align with the Census in showing low current use of active
transportation, with driving the dominant mode. Survey responses also provide context
for this outcome, identifying safety, network gaps, and connectivity as key barriers,
while indicating that many residents would be willing to use active modes more often for
short trips if conditions improved.
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2.4.2 Short Trips
The current census numbers do not necessarily reflect the potential for active
transportation in Clarington. The lack of a connected and safe network may be a factor
in the low proportion of commuters using active transportation or their commute
distance may be too far. The Transportation Tomorrow Survey provides more details on
all types of trips, distances of trips, and mode of transportation. It is helpful to look at the
number of trips that are 5 km or less, since these trips have the greatest potential to be
replaced by active transportation. Table 2.3 shows that 73% of all types of trips are
under 5 km in length. Only 13% of trips to work are under 5 km, but 57% of school trips
and 44% of discretionary trips (groceries, errands, etc.) are under 5 km.
Table 2.3: Total Trips and Short Trips under 5 km
Type of Trip
Total Number of
Trips (all
distances)
Number of Trips
Under 5 km1
Percentage of
Trips Under 5 km
(%)
Work 61,932 8,052 13%
School 17,916 10,220 57%
Discretionary 73,513 32,067 44%
All Types 153,361 111,915 73%
Note 1: Trip distance estimates are based on a Manhattan Distance (travel distance based on a perfect
east-west and north-south road grid)
Source: Transportation Tomorrow Survey (2016)
Figure 2.10 shows the areas where there are high numbers of originating trips that are
under 5 km. The areas generating high numbers of short trips are typically located in the
urban areas, indicating a high potential for active transportation.
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Figure 2.10: Number of Trips Under 5 km
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Chapter 3: Developing the Active Transportation
Network
3.1 The Active Transportation Network Framework
The Active Transportation Network was developed using community input and the
Active Transportation Network Framework, which establishes the guidelines and criteria
used to identify and evaluate routes. These elements include the Network Hierarchy,
Route Selection Criteria, Urban and Rural Connectivity, On and Off-road Connectivity,
Major Road Corridors, and Major Road Crossings.
The recommended active transportation network will be coordinated with future road
planning, reconstruction, and corridor improvement projects . Where applicable, active
transportation facilities identified through this Plan are to be integrated into municipal
road capital projects, including road reconstructions, resurfacing, and corridor upgrades,
to ensure alignment with long-term infrastructure planning and cost-effective
implementation.
These elements were used to develop the Active Transportation Network shown in Map
3.1, Map 3.1a (Courtice and Bowmanville) and Map 3.1b (Newcastle and Orono).
The maps show the route hierarchy of the Network, described in the next section, while
the active transportation facility types recommended for each route are shown in
Chapter 4: Implementation.
3.1.1 Network Hierarchy
The goal of creating an active transportation network hierarchy is to prioritize
investments and build a cost-effective system across the Municipality, based on user
needs and route purposes. Creating connected, comfortable routes that bring residents
to key destinations will have a higher degree of impact on mobility patterns in Clarington
than spreading investments out without consideration being given as to how users will
experience those corridors. Through this user-focused approach, the Municipality will be
able to maximize its return on investment as the network is implemented.
A network hierarchy does not prescribe specific facility types to each route but rather
describes how the route may be used to guide implementation. To create a safe,
comfortable, and functional network for Clarington, four (4) types of routes are
described here:
Active Transportation Master Plan | 38
Spine Routes
Spine Routes, illustrated in Figure 3.1 and Figure 3.2, function as major routes for
active users to access key destinations and other parts of the Municipality. They
connect to commercial areas, employment centres, schools and greenspaces
throughout the Municipality, providing a direct, continuous route to wa lk, bike or wheel.
Most Spine Routes are located on arterial or collector roadways, reflecting the important
destinations and amenities that often exist along those corridors. Spine Routes should
be designed to serve people of All Ages and Abilities, creating comfortable conditions
for people to walk, bike or wheel.
Due to high traffic volumes and speeds of these roads, facilities on Spine routes should
provide physical and spatial separation between active transportation user and motor
vehicles. Typical facilities include wide sidewalks, multi-use paths, trails, curb-separated
cycle tracks, and protected bicycle lanes. Protected intersections at major i ntersections
and continuous crossings at minor intersections and driveways help to create an
environment where active users feel safe and comfortable.
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Figure 3.1: Rendering of a Typical Spine Cross-section (shown with a multi-use path)
Active Transportation Master Plan | 40
Figure 3.2: Rendering of a Typical Spine Cross-section (shown with cycle tracks)
Connector Routes
Connector Routes, illustrated in Figure 3.3, are designed to help active transportation
users get to and from Spine Routes quickly, easily and comfortably. Connector Routes
will typically be on roads with lower vehicular volumes and speeds than Spine Routes,
allowing for the use of facilities where it is not typically required to provide physical
separation between active users and motor vehicles. The design user for these routes is
not necessarily an All Ages and Abilities User, but typically a user that is comfortable
with minimal exposure to vehicle traffic for short distances. This user would include
people who are interested in active transportation and have some concern when
exposed to higher traffic volumes and speeds. They do not have the same design
needs as an All Ages and Abilities User in every situation.
These routes are typically on local or minor collector routes where there is less need for
physical separation than Spine Routes. Typical facility types include painted or
contraflow (travel in the opposite direction of vehicular traffic) bicycle lanes.
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Figure 3.3: Rendering of a Typical Connector Cross-section
Neighbourhood Greenway Routes
Greenways form local connections and alternative routes for cycling on neighbourhood
streets that are designed for low traffic speeds and low traffic volumes. The idea of a
Greenway is that vehicles are still permitted on these routes but are not the priority
design user. They prioritize mobility for people walking, cycling and wheeling while still
allowing access for local residents, on-street parking and access for service and
emergency vehicles. These types of routes are suitable for All Ages and Abilities use,
but only when designed to reduce both the speed differential between users and reduce
the priority given to vehicular traffic in these areas.
Vehicle operating speeds on Greenways should be limited through traffic calming
measures to create safe conditions for mixing vehicles and other road users. Traffic
calming measures, such as the example in Figure 3.4, may include speed cushions,
chicanes, roadway narrowing or centreline bollards. The goal of all traffic calming
measures on these corridors is to reduce vehicle speeds and in turn reduce the speed
differential between motor vehicles and active transportation users. In addition to traffic
calming, Greenways should also incorporate elements of traffic diversion, including
Active Transportation Master Plan | 42
modal filters (traffic management measures that restrict through-movement by motor
vehicles while allowing walking, cycling, and other permitted modes to pass through like
shown in Figure 3.5), directional closures, one-way streets and full roadway closures in
certain areas to reduce through movements of vehicles. Where appropriate and where
vehicle speeds are already very low, stop signs may be placed on side streets instead
of the Greenway to allow for active transportation users to maintain a comfortable tra vel
speed.
Figure 3.4: Traffic Calming with Flexible Bollards and Centreline Signs, Ottawa
Active Transportation Master Plan | 43
Figure 3.5: Traffic Calming and Access Restriction with Concrete Planters, Ottawa
Rural Routes
Rural Routes provide cycling connections outside of the urban area, typically connecting
to hamlets, adjacent urban centres, neighbouring municipalities, or agricultural
employment areas. Rural Routes may be used for both recreation and utility purposes.
People working in rural areas and those who live in rural areas of Clarington or in
adjoining communities may cycle using Rural Routes as a practical transportation
mode. Recreational cyclists may use Rural Routes for exercise and sport.
Dedicated space separate from vehicle lanes is important for creating comfortable and
safe cycling facilities as vehicle operating speeds are typically higher in rural area. Rural
Routes are typically recommended to include a paved shoulder (with or without a buffer)
such as the example in Figure 3.6, or a separate multi-use path depending on the
characteristics of the roadway and the anticipated usage of the route.
Active Transportation Master Plan | 44
Figure 3.6: Rural Paved Shoulder, Aurora
Map 3. 1: Active Transportation Network Hierarchy - Clarington-wide
Map 3. 2: Active Transportation Network Hierarchy - Courtice and Bowmanville
Map 3. 3: Active Transportation Network Hierarchy - Newcastle and Orono
3.1.2 Route Selection Criteria
Route selection criteria were used to identify candidate routes and to prioritize future
investments into active transportation projects. Criteria for route selection are based on
active transportation network development guidelines and established best practices,
while respecting the local context. It is important to note that while the criteria will form
the foundation of candidate route evaluation, they should not preclude projects that
have a high level of public demand, nor those that have been identified in previous
planning processes, from moving forward.
The criteria used to develop the Active Transportation Network included:
1. Network Connectivity: Active transportation routes should provide a consistent
user experience, with comfortable, continuous routes throughout Clarington that
direct users to prominent, high-use destinations. Utilitarian active transportation
users prioritize route directness more than motorists because a longer trip not
only takes more time but also requires more physical exertion. Routes that close
gaps in existing routes or provide an opportunity for a consistent active
transportation corridor should be prioritized.
2. Safety and Accessibility: Active transportation routes should be designed to
improve safety and enhance accessibility. Routes are prioritized based on their
degree of safety improvement compared with current conditions.
3. Social and Economic Trends: Social and economic trends shape the
behaviours and habits of residents and workers within a community. It is crucial
to examine factors like age demographics, income levels, employment status,
and car ownership, as they can help explain current and future travel patterns.
Active transportation routes will be more effectively utilized if they are supporting
the contextual trends of the location they are based in.
4. Attractiveness: Active transportation facilities should take advantage of an
area’s local scenery. They should provide connections to parks and green
spaces and enhance opportunities for residents to engage with natural areas
regularly. Urban environments often have unique characteristics such as vibrant
main streets and areas with local business that should also be taken advantage
of as key destinations accessed by active transportation facilities. As scenic
active transportation corridors have a high potential for increased usage, it is
beneficial to capitalize on opportunities to improve the public realm. Such as
enhanced access to local businesses, community centers and public parks,
alongside the development of these facilities.
5. Feasibility: Projects should be evaluated based on the level of capital
investment required, their alignment with existing capital works projects and
property ownership constraints to ensure that proposed routes have a high
Active Transportation Master Plan | 49
degree of constructability during the lifespan of the ATMP. Large barriers that will
impact constructability based on significant cost include the presence of bridges,
watercourses, highways, and steep grades.
By evaluating potential routes through chosen criteria, routes and investments in active
transportation infrastructure will support active transportation and advance the
Municipality's strategic goals.
3.1.3 Urban and Rural Connectivity
In order to create a safe, comfortable and enjoyable active transportation network,
connectivity of routes is critical. This can present challenges, particularly in the context
of the Municipality of Clarington where each urban centre is separated by a rur al
landscape. Urban and rural routes and the types of users of these routes typically differ
as do the design guidelines that support this infrastructure.
Urban areas contain the highest population density and built infrastructure within a
municipality. Routes within urban areas typically connect users to major nodes and
destinations such as schools, places of work and hospitals, and facilitate the
transportation of goods and services. Urban routes are mainly used for utility purposes
but also support recreational uses. They are often shorter in distance and have a higher
volume of motor vehicle traffic and non-motorized vehicle use which can be
overwhelming for some active transportation users. People may use these routes to
travel into the urban areas from neighbouring communities and from rural areas for work
and utilitarian purposes (to get groceries, attend appointments etc.). Urban routes
prioritize connections between these key destinations and residential areas to enable
these types of trips.
Rural connectivity focuses on linking rural communities, employment areas, and
destinations to urban centres through continuous, longer-distance active transportation
routes, such as Figure 3.7. These routes support both utilitarian travel, such as
commuting and accessing services, and recreational use, recognizing the greater
distances, higher travel speeds, and different roadway contexts that characterize rural
areas.
.
Active Transportation Master Plan | 50
Figure 3.7: Paved Shoulders on Trulls Road
3.1.4 On and Off-Road Connectivity
On and off-road active transportation facilities will be used to create a well-connected
active transportation network. Urban areas in Clarington contain many multi-use trails
that are completely separated from vehicle traffic, such as the Bowmanville Cree k Trail,
Soper Creek Trail (Figure 3.8), and Farewell Creek Trail. Parts of the Waterfront Trail
are also separated from vehicle traffic. These trails provide the opportunity for safe and
comfortable active transportation routes with little or no exposure to vehicle traffic,
creating routes that can be enjoyed and used by people of All Ages and Abilities. Trails
will complement the on-road active transportation networks and provide alternate
parallel routes, especially in urban areas and along the waterfront. These routes may
not be as direct as on-road routes but provide a high level of comfort instead.
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Figure 3.8: Soper Creek Trail, Bowmanville
3.1.5 Major Road Corridors
Major road corridors play an important role in the overall transportation network in
providing the most direct, and often fastest route to major destinations. Typically, within
the Municipality of Clarington, these major road corridors are Regional Roads, which
can sometimes limit opportunities to integrate them into the Active Transportation
Network. In recent years, the Region of Durham has been upgrading and widening
many Regional Roads, allowing the Municipality to implement multi -use paths, creating
safer and more direct opportunities for people cycling, scootering, or wheeling.
The development of the ATMP considered locations where existing and proposed active
transportation infrastructure on Regional Roads will complement the municipal active
transportation network and allow for current gaps to be connected. Where active
transportation facilities are proposed on Regional Roads they will form Regional Spine
Routes within the network.
Active Transportation Master Plan | 52
Clarington roads that form major corridors were leveraged as Spine Routes within the
active transportation network and will be designed to provide physical separation or
protection for people cycling, scootering, or wheeling. In the short term, sidewalks m ay
be replaced with multi-use paths or bicycle lanes may be upgraded to protected bicycle
lanes. Major road reconstructions may consider including cycle tracks on both sides of
the road to provide improved access to destinations.
Several major corridors have been identified to be protected as Future Active
Transportation Protected Corridors on Map 3.1. All Ages and Abilities active
transportation facilities may not be constructed on these corridors within the horizon of
this plan due to various factors. These corridors include:
• Highway 2 from Courtice to Bowmanville: Active transportation facilities are
not identified in the Region’s Cycling Network. This corridor will be protected to
allow for the future construction of a multi-use path or other physically separated
facility as a priority connection between Courtice, Bowmanville, and Oshawa.
• Highway 2 and King Avenue West (Newcastle): The corridor identified is not
currently in the Region’s Cycling Network. This corridor will be protected to allow
for a multi-use path connection from the west limit of Newcastle to the Lion’s Trail
and downtown Newcastle.
• Baseline Road (Courtice): Baseline Road through the urban area of Courtice is
currently being reconstructed to include bicycle lanes. However, the traffic
volumes are very high and require more separation to meet the guidelines of
OTM Book 18. This corridor will be planned for physically separated facilities as
opportunities arise through redevelopment or future construction.
• Bowmanville Avenue & Highway 401 Interchange: The existing overpass
does not have enough width for a physically separated active transportation
facility. When the overpass is reconstructed, it will be a priority to provide a
physically separated facility.
• Liberty Street Highway 401 Underpass: The existing underpass is too narrow
for an active transportation facility. When the opportunity arises through
reconstruction, a future crossing of Highway 401 should include physically
separated active transportation facilities and a connection will be made on Lake
Road to East Shore Drive.
• West Beach Road Bridge: When the bridge on West Beach Road is replaced,
provide a multi-use path to connect sections of the Waterfront Trail on each side
of Soper Creek.
Active Transportation Master Plan | 53
3.1.6 Major Crossings
Clarington has several major physical barriers to creating a well-connected Active
Transportation Network between communities and major destinations. These barriers
include provincial highways, rail corridors, creeks, and inaccessible privately owned
lands. The most significant barriers in Clarington include Highway 401, Highway 35/115,
and Highway 407. The highways that divide the municipality have limited crossing
points and the bridges and underpasses that cross these highways are typically limited
in width.
The most direct routes between communities are also often Regional Roads, on which
Clarington cannot reallocate vehicle lane space for active transportation facilities. To
develop active transportation crossings of highways, the Active Transportation Network
leverages existing locations where Clarington roads and trails cross to provide safer
routes. Due to the expensive nature of constructing and widening highway underpasses
and overpasses, some proposed crossings for active transportation will have to be
planned for and implemented in the long-term as major construction projects. These
long-term projects in the network include:
• Highway 401 crossing from South Courtice to the waterfront: Options for this
crossing could include a dedicated active transportation bridge or underpass or
separated active transportation facilities included in improvements to the Courtice
Road interchange.
• Holt Road interchange: Retrofitting the Holt Road/Highway 401 interchange to
provide separated facilities for active transportation or providing separated
facilities when the interchange is reconstructed.
• Future Lambs Road interchange: Providing separated active transportation
facilities on the future Lambs Road interchange at Highway 401.
Active Transportation Master Plan | 54
Chapter 4: Implementation
4.1 Facility Types
The proposed facilities follow the facility selection process detailed in Ontario Traffic
Manual (OTM) Book 18. The types of facilities proposed for the network are illustrated
on Map 4.1, Map 4.1a, and Map 4.1b.
4.1.1 Pedestrian facilities
Sidewalks
Sidewalks (Figure 4.1) are intended exclusively for pedestrian use and are typically
aligned parallel with the roadway. At minimum sidewalks should be 1.5 m in width but
are preferred to be 1.8 m in width to accommodate all modes of mobility including
accessibility devices such as wheelchairs. A width of 2.0 m is recommended in areas
with high volumes of pedestrian foot traffic.
Figure 4.1: Wide, Concrete Sidewalk to Accommodate all Users
Map 4. 1: Proposed Active Transportation Facilities - Clarington-wide
Map 4.1 a: Proposed Active Transportation Facilities - Courtice and Bowmanville
Map 4.1 b: Proposed Active Transportation Facilities - Newcastle and Orono
4.2 Active Transportation Facilities
4.2.1 Physically Separated Active Transportation Facilities
Protected Bike Lanes
Protected bike lanes are bicycle lanes that are separated from adjacent motor vehicle
lanes by a horizontal buffer and separation elements that restrict encroachment of traffic
(Figure 4.2). This may be a painted buffer with physical separation elements such as
concrete curbs, bollards, and concrete barriers or planters. Protected bicycle lanes
should be a minimum width of 1.5 m with the addition of a 0.3 m buffer, with a desired
width of 1.8 m plus and a 1.0 m buffer.
Figure 4.2: Bollards and Concrete Curbs are Used to Create a Protected Bicycle Lane Within a City Street
Cycle Tracks
Cycle tracks are another form of separated bike lane where the facility is within the
boulevard and is horizontally and vertically separated from the travelled portion of the
roadway by a curb, in addition to a horizontal buffer (Figure 4.3). Cycle tracks often
travel parallel to the sidewalk but are designated exclusively for use by cyclists. Cycle
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tracks can be one-way, with a desired width of 2.0-2.5 m or two-way, with a desired
width of 3.5-4.0 m. Bike lanes and Cycle Tracks are commonly designated by two white
symbols: a diamond and an image of a bicycle (Figure 4.4). The diamond symbol
should be positioned centrally within the bike lane. A directional arrow may be used
when and if the direction of travel is unclear.
Figure 4.3: A Separated and Protected Cycle Track Next to Motor Vehicles
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Figure 4.4: Design Specifications for Transportation Road Markings (Source: OTM Book 18)
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4.2.2 Designated Space Active Transportation Facilities
Bicycle Lanes
A conventional bicycle lane is a portion of a roadway designated by pavement markings
and signage for preferential or exclusive use by people riding bikes (Figure 4.5). This
facility type is best suited for two-lane roadways with motor vehicle speeds of 50 km/h
or less and low-to-moderate volumes of motor vehicle traffic. Bicycle lanes should be a
minimum width of 1.5 m, however 1.8 m is desirable. The implementation of an
additional 0.6 m-1.0 m buffer should be considered when traffic volumes are high and or
adjacent to on-street parking.
Conventional bike lanes (and paved shoulders) are defined using a 100 mm wide solid
white edge line which is located between the bicycle lane (or paved shoulder) and the
utilized portion of the roadway. Motor vehicles are not permitted to cross into this s pace.
Figure 4.5: A Painted Conventional Bicycle Lane, with a Sign Stating that Vehicles are Prohibited from Stopping
within the Bicycle Lane
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4.2.3 Shared Space
Multi-Use Paths
Multi-use Paths (MUP) are shared pathways, intended to be used by pedestrians and
cyclists, that typically run along the roadway but are separated vertically and
horizontally from motor vehicle travel by a curb or other physical barrier in addition to a
buffer (Figure 4.6). The minimum width of a MUP depends on the facility volume, with
low-to-moderate volume MUPs recommended to be at minimum 3.0 m in width, while
high-volume MUPs may be 4.0 m or greater. MUPs may be reduced below this width in
constrained areas.
Figure 4.6: An Asphalt Multi-Use Pathway, with a Sign Designating it as a Shared Pathway
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Paved Shoulders
A paved shoulder is a portion of a roadway which is contiguous with the travelled way
and provides lateral support for the pavement structure (Figure 4.7). It can provide
cyclists with an area that is separated from motor travel with a pavement marking,
however it is not typically marked as a formal facility. Paved shoulders are often located
on rural roads and are recommended to be at minimum 1.5 m wide, with a preferred 2.0
m width. Paved ‘urban’ shoulders may also be used within urban areas where there is
the absence of other active transportation facilities. They are similar to designated cycle
lanes; however, they are not formalized facilities and are often used to narrow motor
vehicle lanes and encourage reduced vehicle speeds. Cyclists must travel in the same
direction as the motor vehicle traffic.
Figure 4.7: A White Line Designates a Paved Shoulder on a Roadway
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Advisory Bicycle Lanes
Advisory bicycle lanes are a shared roadway facility where cycling space is indicated by
dashed lane lines, with no road centerline (Figure 4.8). Motor vehicles use the center
space for two-way travel, sharing the road with cyclists. Advisory bike lanes are only
appropriate on streets where motor vehicle speed and traffic volumes are low. The
minimum width of this facility is 1.5 m, with a desired width between 1.8-2.0 m. A
dashed white bicycle lane line is used here, which allows motor vehicles to cross into
the bike lane, usually on approach to some intersections. Pavement markings called
shared use arrows (sharrows) can also accompany advisory bike lanes. Sharrows are
not categorized as a distinct type of cycling facility but rather considered an optional
measure. They can be helpful in clarifying the preferred lateral positioning for both
motorists and cyclists within mixed traffic settings but should not be used to replace a
dedicated facility.
Figure 4.8: Unidirectional Advisory Bike Lanes with Vehicles in a Two-Way Travel Lane Sharing the Right-of-Way
with Cyclists in the Advisory Bike Lane
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Neighbourhood Greenways
Neighbourhood greenways, also known as neighbourhood bikeways, are streets with
low-speed and low-volume motor traffic that prioritize travel by bicycle (Figure 4.9).
Neighbourhood greenways usually have direct access to residential dwellings and are
not intended to serve a through traffic function for motor vehicle traffic. Design elements
such as speed management, signs and pavement markings, intersection treatments
and traffic reduction are meant to prioritize movements for people using active
transportation modes, while reducing cut through traffic on roads that are often
residential streets.
Figure 4.9: Traffic Calming (left) and Diversion (right) Measures for Neighbourhood Greenways, Peterborough
Active Transportation Master Plan | 66
4.3 Intersection Treatments
Protected Intersections
Protected intersections are an emerging intersection treatment in Ontario at
intersections where two cycling routes intersect. They are often implemented on major
roads where there is a higher risk due to turning vehicles. Protected intersections
provide key features that improve safety for cyclists and pedestrians. Elements that
improve safety include:
• Pedestrian refuge areas that reduce crossing distance s
• Corner islands that separate turning traffic from queued cyclists
• Setback crossings that offset cyclists and pedestrians from turning vehicles
• Forward cyclist queuing areas that allow cyclists to enter the intersection first and
improve visibility
Many municipalities in Ontario are starting to implement protected intersections
throughout their cycling networks. The Ontario Traffic Council’s Protected Intersection
Guide provides guidelines for the design and implementation of protected intersections.
Figure 4.10: Protected Intersection, Burlington
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Shared Corners
Shared corners, also known as mixed corners, refer to the corners of intersections
where cyclists and pedestrians occupy the same area (Figure 4.11). In environments
with low traffic volume, where pedestrians and cyclists are accommodated together
midblock, mixed corners can streamline signage, maintenance, navigation, and corner
construction. However, since users do not have designated spaces, mixed corners can
lead to heightened potential for conflicts.
Figure 4.11: A Multi-Use Path Transitions to a Shared Corner, Peterborough
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Adjacent Crossings
Adjacent crossings are considered as an alternative to protected intersections
depending on the design context. An adjacent crossing refers to an intersection element
where a bicycle path crosses a vehicle lane positioned less than 2 meters away (Figure
4.12). Cyclists navigate alongside motor vehicle traffic when approaching and passing
through an intersection. It includes features such as two-stage left turn queue boxes,
specialized traffic signal phasing for cyclists, and improved pavement markings to
enhance safety and efficiency for cyclists passing through the intersection.
Figure 4.12: Adjacent Crossing Treatments at an Intersection, Including a Left Turn Queue Box and Improved
Pavement Markings
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4.4 Network Phasing
The short, medium, and long-term phases of the Active Transportation network are
outlined on Map 4.2, Map 4.2a and Map 4.2b. Refer to these maps for a visual
representation of the network phases. The lengths of each active transportation facility
type proposed for each phase are shown in Table 4.1.
Table 4.1: Network Phasing
Facility Type Short-term Length
(km)
Medium-term Length
(km)
Long-term Length
(km)
Multi-use Path 4.1 18.0 21.3
Cycle Track - - 3.4
Separated
Bicycle Lane 9.9 13.9 6.1
Bicycle Lane 19.9 6.8 8.2
Neighbourhood
Greenway 45.3 2.6 -
Paved Shoulder
with Buffer - - 2.0
Paved Shoulder - 25.3 48.2
Signed Route 16.3 3.0 11.5
Trails 2.1 2.1 1.0
Total 97.5 71.8 101.6
Map 4. 2: Network Phasing - Clarington-wide
Map 4.2 a: Network Phasing - Courtice and Bowmanville
Map 4.2 b: Network Phasing - Newcastle and Orono
4.5 Retrofit and Road Construction Strategies
Several strategies may be used to accelerate the construction of permanent facilities in
the ultimate Active Transportation Network. These strategies include:
Retrofitting Roadways: Funding opportunities may arise that allow for the accelerated
implementation of permanent cycling facilities of the ultimate Active Transportation
Network. Roadways may be retrofitted with protected cycling facilities within the existing
curb to curb width or behind the existing curbs, allowing for permanent cycling facilities
to be completed before an opportunity to align the construction with infrastructure
renewal arises.
Bundling with Other Infrastructure Projects: Integration of construction of All Ages
and Abilities active transportation infrastructure should be coordinated throughout all
infrastructure projects on Municipal and Regional roads, where possible. Wherever
construction is planned on the ultimate Active Transportation Network, whether it is for a
road, sewer or watermain project, the construction of permanent cycling facilities should
be considered in the scope of work.
Bundling Multiple Projects as a Single Procurement: Bundling multiple projects for a
single procurement is administratively more efficient and can reduce per -item costs by
increasing quantities. This method is best suited for a group of projects with similar
materials and design treatments.
Taking Advantage of Resurfacing Contracts: Resurfacing a street creates a blank
canvas and can be the most cost-efficient way to implement a new bikeway. Many
municipalities use on-call markings contracts for routine markings work after
resurfacing, paying by the linear foot as needed. These contracts can be written to
include additional materials and means of separation, as well as pavement colour
treatments for bikeways, bus lanes, and pedestrian spaces.
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4.6 Monitoring Strategies
A monitoring and data collection strategy is essential to evaluating the success of the
ATMP over time. Collecting data on and evaluating user behavior and travel patterns is
crucial for determining whether the network’s facilities and ATMP’s programs are
meeting their intended goals and objectives. Ultimately, this allows the Municipality to
best respond to the active transportation needs of all of its residents. It is recommended
to consider education, guidelines and processes in the transportation field that could
help ensure that the monitoring and data collection processes are developed with an
equitable lens.
Regular evaluation through monitoring programs and key performance indicators (KPIs)
can effectively examine user performance, levels of use, and other factors for active
transportation facilities on an annual basis. This data provides valuable insights that can
guide future decision-making, prioritize projects and budget allocation, as well as
identify where adjustments might be needed. Monitoring and reporting can also help
demonstrate the value and impact of active transportation projects to citizens and
elected officials, increasing awareness and support for active transportation initiatives
within the community.
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4.6.1 Key Performance Indicators
Specific and measurable metrics should be utilized to evaluate the success of specific
aspects of the ATMP’s implementation. These metrics could be monitored and reported
annually to develop a baseline and data trends for the active transportation network
within Clarington. Examples of key performance indicators are included in Table 4.2.
Table 4.2: Key Performance Indicators
Indicator Measurements
Usage
• Cyclist and pedestrian counts (#)
• Percent of children who walk or bike to school
(%)
• Percent of seniors who walk or bike (%)
Safety • Number of reported pedestrian or cyclist
incidents (#)
Bike Parking
• Number of short-term bike parking spots (#) on
Municipal property
• Use of bike parking spots (#)
Signage & Wayfinding
• Installation of signage features (#)
• Number of network wayfinding complaints (#)
• Opinion of different user groups (Likert scale)
Percentage of ATMP
Implemented • Percentage of projects completed (%)
Equity of Network
Coverage
• Demographic composition of residents within a
defined radius of the implemented network and
associated infrastructure.
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4.6.2 Monitoring and Reporting Programs
Monitoring and evaluation programs are designed to track and assess the ATMP’s
implementation and progress over time. The data collected should be regularly
evaluated.
The recommended programs to support monitoring and evaluation of the ATMP are
summarized in Table 4.3.
Table 4.3: Monitoring and Reporting Programs
Program or
Mechanism Description Method
Short-term Active
Transportation
Count Program
Manually collect and
document cyclist and
pedestrian activity during the
peak activity periods.
Manual counters should be at key
destinations between May and
August for 1–2-hour intervals per
location, collecting data during
morning, afternoon, and weekend
peak periods.
Counts can be conducted by
summer students in the short-term
through grants for summer student
job funding.
Automated
Counters
Monitor active transportation
users on key facilities with
automated counters for
extended time. Information
provided by automated
counters will allow for a
data-driven approach to
ATMP updates.
Automated counters could be placed
on Spine routes within the
Municipality that create key
connections, such as Bowmanville
Avenue or Trulls Road. As more
automated counters are installed,
they should be focused on other
Spine routes and lower order cycling
routes.
Bike Parking
Availability
Monitor bike parking
availability at destination
areas during peak times.
Regular checks of bike parking (e.g.,
bike racks) at key destinations within
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Program or
Mechanism Description Method
the Municipality during weekdays
and peak cycle-tourism times.
As bike parking approaches capacity
during peak times, explore
opportunities for additional bike rack
locations.
Monitoring
Demographic
and Travel
Trends
Monitor trends for
demographic changes.
Monitor changes in demographics
and travel trends in the municipality
as updated data is released,
including the Census and
Transportation Tomorrow Survey.
Updated data should be reviewed
through the update cycle for the
ATMP.
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Chapter 5: Active Transportation Supportive Policies
Supporting the ATMP will require the Municipality of Clarington to enable active
transportation through both physical and social infrastructure. The following policies
provide direction for other types of physical infrastructure not yet discussed in the ATMP
and enable the development of social infrastructure for active transportation.
These policies directly reflect the vision statement and objectives of Clarington’s ATMP
and are aligned with the existing policy framework of the Municipality. These
recommendations aim to enhance and align with the existing design guidelines,
ensuring a cohesive and comprehensive approach.
The following four (4) policies target key elements for supporting the growth and uptake
of active transportation within the Municipality of Clarington. These policies include
actions aimed at Improving Accessibility throughout the Active Transportation Network,
Enhancing Supportive Amenities throughout the Active Transportation Network,
Maintaining the Active Transportation Network, and Supporting Micromobility. This
chapter provides details on how each policy and its recommendations can help support
active transportation in Clarington.
5.1 Policy #1: Accessibility and Inclusion for Active Transportation
Universal accessibility is crucial to making walking and cycling feasible modes of travel
for people. The Region of Durham as a whole is committed to supporting the planning,
implementation and promotion of an accessible cycling network that accommodates
people of All Ages and Abilities in their municipalities, as outlined in the 2021 Regional
Cycling Plan. Clarington has specifically expressed their goal to improve accessibility
and improve inclusivity by reducing barriers to municipal infrastructure, programs and
services, as outlined in the 2024-27 Strategic Plan.
Designing for inclusivity of All Ages and Abilities (AAA) is outlined in the National
Association of City Transportation Officials (NACTO) “Urban Bikeway Design Guide”
and the subsequent “Designing for All Ages and Abilities” report. Typically,
transportation systems have not been designed in a value -neutral way, and
underprivileged and marginalized communities have been neglected by implicit and
explicit bias in the transportation planning process. This includes children, seniors,
women, people using active transportation, racialized people, low-income active
transportation users, people with disabilities, and people moving goods or cargo.
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5.1.1 AODA Standards
Accessibility for active transportation infrastructure in Ontario is governed by the
Accessibility for Ontarians with Disabilities Act (AODA), which establishes legislated
requirements for the identification, prevention, and removal of barriers in public spaces.
Legislated Requirements
The AODA and its associated regulations set out mandatory requirements that apply
primarily to new construction and major retrofits of public spaces. These requirements
address elements such as accessible pedestrian routes, curb ramps, accessible
pedestrian signals, and other prescribed features. Municipalities are required to comply
with these standards when planning, designing, constructing, and ope rating applicable
public infrastructure.
In Clarington, legislated accessibility requirements are implemented through the
Municipality’s Multi-Year Accessibility Plan and related municipal accessibility policies,
which are updated regularly to reflect current legislation.
Clarington Accessible Design Standards (CADS)
For applicable municipal active transportation capital projects (new construction and
major retrofits), the Clarington Accessibility Design Standards (CADS) (2024), should be
consulted and applied.
Best Practice Guidance
In addition to legislated requirements, a range of best practice design guidance exists to
support inclusive and accessible active transportation environments. Where such
guidance includes numerical criteria or design approaches that exceed AODA
requirements, these are intended to inform design decisions and do not represent
minimum or mandatory standards.
Best practice guidance should be applied in a context-sensitive manner, taking into
account site conditions, feasibility, and project scope.
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Consultation-based Design Considerations
Meaningful consultation with people with disabilities, accessibility advocates, and the
public is an important component of accessible design. Feedback received through
consultation can help inform design decisions, identify local barriers, and improve user
experience, particularly where flexibility exists beyond legislated requirements.
The Clarington Accessibility Advisory Committee (CAAC) provides ongoing advice and
input to support the Municipality’s commitment to accessibility and inclusive public
spaces.
5.1.2 All Ages and Abilities Active Transportation Facilities
Historically, active transportation design principles have favoured very confident riders,
who tend to be those persons who are more oriented towards cycling for sport. Instead,
the All Ages and Abilities (AAA) approach encompasses the idea of creating an active
transportation network that is safe, comfortable, and equitable given a diverse range of
users and devices of varying sizes, speeds, and operating characteristics. Some
examples of different road users include those walking, using personal mobility devices
(wheelchairs, mobility scooters, cycling, and using other human -powered devices
(skateboards, rollerblades, scooters).
The National Association for City Transportation Officials’ (NACTO) Designing For All
Ages and Abilities guide provides contextual guidance for high-comfort bicycle facilities
and provides detailed guidance on which AAA active transportation facility to implement
in what context based on a variety of roadway characteristics such as the number of
vehicle lanes, vehicle volume and speed. NACTO describes AAA active transportation
facilities as:
• Safe: More people will use active transportation options when they have safe
places to ride, and more active transportation users mean safer streets. Better
active transportation facilities are directly correlated with increased safety for
people driving and walking, reducing injury due to crashes for all road users.
• Comfortable: Active transportation facilities that provide comfortable, low-stress
conditions can encourage and promote this type of transportation.
• Equitable: High-quality active transportation facilities expand opportunities to
ride/wheel and encourage safe riding.
Active Transportation Master Plan | 81
Designing cycling facilities for AAA at intersections should consider signalization
strategies as an important conflict management approach. Signalization strategies can
be used in various ways to enhance accessibility and safer cycling and pedestrian
experiences, including:
• Signalization to separate high volumes of conflicting movements, such as leading
pedestrian/bicycle intervals.
• Protected signal phases for motor vehicles.
• No right turn on red (NRTOR) restrictions.
• Determining pedestrian clearance times using slower walking speeds.
5.1.3 All Ages and Abilities Pedestrian Facilities
Universal accessibility for pedestrian networks can be improved by creating walkways,
multi-use paths, and other pedestrian facilities that improve comfort for all users,
decrease complexity and provide tactile guidance.
Sidewalk Widths
Sidewalks must be designed and constructed to meet the minimum width requirement
of 1.5 meters under AODA. However, wider sidewalks may be desired to allow space
that is more appropriate for a wider range of users. The Transportation Association of
Canada (TAC) Geometric Design Guide for Canadian Roads states that a sidewalk
width of 1.8 metres is recommended as a minimum width that allows two people using
mobility devices to pass each other. Sidewalks with a width of 2 meters or more can
provide additional space for two people walking together while communicating in sign
language, allowing them to discuss their route of travel, or for a person walking with a
guide animal to walk with another pedestrian.
Tactile Walking Surface Indicators
Complexity in pedestrian facilities should be minimized, by providing straight and direct
paths of travel where possible. However, road crossings, intersections, and active
transportation facilities can create additional complexity. Additional guidance can be
provided by installing attention tactile walking surface indicators (TWSIs) and directional
TWSIs.
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Where TWSIs are provided, they should be designed and installed in accordance with
the Clarington Accessibility Design Standards (CADS) requirements for TWSI design
and placement (including contrast, glare/finish, detectability, and beveled/flush edges).
• Attention TWSIs provide a tactile warning that a pedestrian is entering an area
with a potential conflict, such as crossing the roadway or crossing an active
transportation facility. Attention TWSIs are typically designed as metal plates with
raised domes.
• Directional TWSIs provide directional tactile guidance at complex intersections,
such as where the intersection is skewed, or in complex environments such as
transit stops or terminals. Directional TWSIs are typically designed as small
metal plates with raised lines in the direction of travel.
Where sidewalks are next to a dedicated active transportation facility, such as a cycle
track, tactile delineation is recommended between the facilities such that pedestrians
with low vision are made aware of the transition to avoid errantly traveling into the active
transportation facility. Guidelines on tactile delineation are changing throughout Ontario,
but best practices are moving towards providing a half-height curb, with a minimum
height of 50 millimeters to be cane-detectable. Increasing the separation between cycle
tracks and the sidewalk with a grass strip or plantings can also provide tactile guidance.
Intersections
Designing AAA intersections should include the following:
• Pedestrian walking phases should be long enough to accommodate a slower
walking speed.
• Accessible pedestrian signals at signalized intersections provide an audible tone
to help pedestrians with low vision locate the opposite side of the crosswalk.
o The Region of Durham’s Accessible Pedestrian Crossing Signals outlines
two sounds that are used to point out the direction of traffic and which light
is on, indicating the right of way a pedestrian has (ea st-west or north-
south).
• Intersections should be designed to avoid long crossing distances.
• Benches or sitting areas should be provided to allow pedestrians who may be
less mobile to rest after walking longer distances.
• TWSIs should also be used to indicate the presence of curb ramps, which assist
individuals with disabilities in safely and autonomously navigating changes in
elevation on public sidewalks and other pedestrian pathways. When pedestrians
Active Transportation Master Plan | 83
need to cross a road or access a roadway to board a vehicle, a curb ramp offers
a seamless transition for those who use mobility aids.
• A curb ramp, (AODA Integrated Accessibility Standards Section 80.26) and
depressed curb (AODA Integrated Accessibility Standards Section 80.27) should
both implemented at intersections.
• Continuous sidewalks may be considered as a new facility type through the
ATMP, to be used at intersections to provide clear guidance to drivers that
pedestrians have the right of way.
5.1.4 Inclusive Design
Designing inclusive transportation infrastructure involves acknowledging the
significance of safety, both in reality and perception, for people of all ages, abilities, and
backgrounds. Various factors impact the safety of travel for different user groups,
including:
• Snow and ice removal
• Extreme weather like high winds or sun
• High vehicle speeds and traffic volumes
• Lane quantity and separation from vehicles
When safety concerns constrain someone's travel options, their access to destinations
becomes limited. Inclusive design means accounting for diverse needs in infrastructure.
This considers individuals that:
• Need more space between vehicle traffic and the sidewalk/bike pathways for
safety based on their mobility device
• Require seating and shade
• Need presence of lighting and passive surveillance
Clarington’s ATMP will prioritize accessibility, meeting or exceeding AODA standards
and improving active transportation options for people of All Ages and Abilities.
Clarington will continue to consult with their Accessibility Advisory Committee prior to
redeveloping or constructing new public spaces, as outlined in their Multi -Year
Accessibility Plan. As Clarington continues to grow and change, its active transporta tion
network must adapt accordingly and prioritize the needs of underrepresented groups
that face barriers to travelling to/within/from the Municipality.
The recommended policies for accessibility and inclusion are shown in Table 5.1.
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Table 5.1: Accessibility and Inclusion Policies
Policy Statement Policy Objectives
1.1 Provide
Accessible
Sidewalks Widths
Consider updating the Clarington Accessible Design
Standards to include a minimum sidewalk width of 1.8
meters on all roads to allow for two people using
wheelchairs/mobility devices to pass each other, when
feasible. Consider a sidewalk width of 2 meters or more in
areas close to key destinations and with high pedestrian
traffic.
1.2 Provide
Accessible
Sidewalk Surfaces
Improve accessibility by replacing existing sidewalks where
they are deteriorating and in tandem with capital works and
road rehabilitation projects to allow for ease of use by
wheelchairs and other mobility devices.
1.3 Provide Tactile
Features and
Separation
Review the Clarington Accessible Design Standards to
recommend a guidelines to provide a bevelled curb at a
minimum height of 50 mm to be cane detectable (half-height
curb) when sidewalks are immediately adjacent to in-
boulevard dedicated active transportation facilities.
Install attention tactile walking surface indicators (TWSIs) in
accordance with CADS specifications.
Provide directional tactile guidance at complex intersections,
such as where the intersection is skewed, or in complex
environments such as transit stops or terminals.
1.4 Make
Intersections Safe
for Pedestrians
Ensure compliance with the Region of Durham’s guidance
on Accessible Pedestrian Crossings.
Ensure that appropriate timing is used for pedestrian phases
at signalized intersections.
• Use a walking speed of 1.0 m/s to calculate the
pedestrian clearance interval.
Active Transportation Master Plan | 85
Policy Statement Policy Objectives
• Consider using a slower walking speed in areas with
high volumes of pedestrians or crossings frequently
used by young children or seniors.
Consider people living with neurodivergence by testing APS
tones through consultation with Clarington’s Accessibility
Advisory Committee (CAAC)
1.5 Develop
Pedestrian
Crossing program
Develop a program for the review and installation of new
pedestrian crossovers (PXOs) or mid-block pedestrian
signals in school areas, areas with seniors’ residences, and
high-density areas. The installation of new pedestrian
crossings is subject to demand and engineering analysis.
While the identified locations are appropriate candidates,
implementation is to be based on established warrant
criteria, including pedestrian volumes, traffic volumes, sight
distance, roadway classification, and overall safety
considerations.
1.6 Make
Intersections Safe
for Cycling and
Micromobility
Adopt current best practices to inform the development of
municipal guidelines and engineering standards for
improved intersection cycling and micromobility treatments,
including setback crossings, adjacent crossings, and
protected intersections. The selection and application of
these treatments will be subject to feasibility considerations,
including available right-of-way, existing intersection
geometry, sightlines, utilities, and operational requirements
for all road users.
Where appropriate and feasible, consider signal-based
measures such as No Right Turn on Red (NRTOR), Leading
Pedestrian and Bicycle Intervals (LPI/LBI), and protected
signal phasing at intersections along the cycling network
where there is a higher potential for conflicts with turning
motor vehicles. Signal-related treatments are subject to
coordination with the Region of Durham, which operates and
Active Transportation Master Plan | 86
Policy Statement Policy Objectives
maintains traffic signals within the Municipality of Clarington,
and will require review and approval through applicable
regional processes.
1.7 Incorporate
Accessible Transit
Stops
Work with Durham Region Transit to implement approved
standards for accessible transit stops at active
transportation facilities
1.8 Incorporate
Inclusive Design
into Active
Transportation
Facilities
Provide active transportation infrastructure that is
appropriately lit and maintained, with consistent lighting
prioritized in urban areas, town centres, and along routes
serving key destinations such as schools, transit stops,
community facilities, and commercial areas. Lighting
expectations are to reflect context, recognizing that full
network lighting is not feasible or appropriate on all rural
routes due to right-of-way, environmental, implementation,
and long-term maintenance considerations.
This policy works in conjunction with the enhanced
maintenance standards outlined in Policy #3: Maintaining
the Active Transportation Network, and supports the
collaborative development of a monitoring program with
equity-deserving groups identified in Chapter 4. Ongoing
engagement and monitoring will help ensure that inclusive
design measures respond to the needs of different
communities and inform future improvements over time.
Active Transportation Master Plan | 87
5.2 Policy #2: Enhancing Supportive Amenities throughout
the Active Transportation Network
Supporting Active Transportation uptake goes beyond simply building physical
infrastructure and increasing the supply of the All Ages and Abilities network. A culture
of active transportation must be fostered, encouraging people to take up and feel
comfortable using active transportation as a transportation mode. One way of
incentivizing this change is by rolling out Transportation Demand Management (TDM)
measures. TDM measures include incentives, promotional initiatives, education, and
various measures to influence the who, when, why, where, and how of people's travel
decisions. TDM policies in this Plan will be focused on the scope of active transportation
supportive TDM measures and policies, which will include amenities and end-of trip
facilities.
5.2.1 Bicycle Parking and End of Trip Facilities
Bicycle parking and end of trip facilities provide essential facilities for active
transportation users at their destinations. End of trip facilities typically include showers,
lockers, change rooms, repair stations, and bicycle cleaning stations. Bicycle parking
consists of two categories based on user types:
• Long-term: should be a secure and sheltered place to store a bicycle. Long-term
bicycle parking is usually located within buildings and should be easy to access
for cyclists. Users of long-term parking often value security and weather
protection as their bicycles can be left for several hours or more. Common user
types consist of employees, transit users and residents. Common types of
parking include a dedicated room within a building, secure enclosures within a
parking garage, and bike lockers. Long-term bicycle parking within multi-storey
buildings should be located on the ground floor or as close to the ground floor as
possible.
• Short-term: should be in a convenient location and easy for visitors to secure
their bicycle, typically near building entrance. Users of short-term parking are
usually people visiting businesses and institutions, typically lasting up to two
hours. Common types of short-term bicycle parking include the inverted U and
post & ring style.
Recommended bicycle parking rates are provided in Table 5.2. The bicycle parking
rates presented are intended to serve as recommended target ranges to inform future
updates to the Zoning By-law and to guide development review through the Site Plan
Active Transportation Master Plan | 88
Control process. Implementation of these rates may be phased and refined over time,
with consideration given to land use context, development scale, and surrounding active
transportation and transit infrastructure.
Table 5.2: Typical Bicycle Parking Rates
Use Suggested Bicycle Parking Rate
Multi-residential uses • 0.7 – 0.8 long-term spaces per unit
• 0.1 short-term spaces per unit
Commercial Uses • 1.0 – 2.0 long-term spaces per 1,000 m2 (GFA)
• 2.0 short-term spaces per 1,000 m2 (GFA)
Office Uses • 1.0 – 2.0 long-term spaces per 1,000 m2 (GFA)
• 1.0 – 2.0 short-term spaces per 1,000 m2 (GFA)
Industrial Uses • 0.5 – 1.0 long-term spaces per 1,000 m2 (GFA)
Institutional Uses • 1.0 – 1.5 long-term spaces per 1,000 m2 (GFA)
• 1.0 – 1.5 short-term spaces per 1,000 m2 (GFA)
Elementary/Secondary
Schools
• 0.6 – 1.0 long-term spaces per 1,000 m2 (GFA)
• 0.6 – 1.0 short-term spaces per 1,000 m2 (GFA)
Post-Secondary
Schools
• 6.0 – 10.0 long-term spaces per 1,000 m2 (GFA of
offices & classrooms)
• 2.0 – 3.0 short-term spaces per 1,000 m2 (GFA of
offices & classrooms)
Note: Recommended target ranges to inform future Zoning By-law updates and Site
Plan review based on rates from the Town of Ajax, City of Mississauga, City of Ottawa,
and City of Toronto
A minimum of 5% of long-term bicycle parking spaces should be designed to
accommodate larger or accessible bicycles, including cargo bicycles, adaptive bicycles,
or tricycles (including e-bicycles). Bicycle parking spaces for these larger bicycles
Active Transportation Master Plan | 89
should be horizontal and located on the ground (not stacked) with a space at least 1.5
meters wide and 2.4 meters long.
End of trip facilities are typically provided where five (5) or more long-term bicycle
parking spaces are required. Showers and changerooms are typically recommended
when non-residential uses are present in a building. Bicycle repair and cleaning stations
are recommended for all uses with five or more long-term bicycle parking spaces.
5.2.2 Network Amenities
Network amenities are elements that can be incorporated throughout a network to
provide convenience and comfort to users. They can generally improve users’ overall
experience using the active transportation network. The location of network amenities
should be placed strategically throughout Clarington to enable users to engage with the
active transportation networks safely and securely. The implementation of network
amenities could enhance connectivity throughout the Municipality and the surrounding
areas, as well as draw in more users from the surrounding areas to support Clarington's
local economy.
Table 5.3 provides a summary of recommended amenities, their spacing/placement and
general location throughout the network. Amenities along the active transportation
network should be provided in a context-sensitive manner that reflects surrounding land
use, user volumes, accessibility needs, and long-term maintenance considerations. The
guidance below provides recommended placement frequency and priority locations to
support consistent application across the Municipality.
Table 5.3: Amenity Types
Amenity
Description
Priority
Locations
Typical
Spacing
Wayfinding
Wayfinding can be incorporated
throughout the network to offer
navigation guidance to users.
Guidelines on wayfinding placement
will be provided through the
Wayfinding System Strategy.
Decision
points,
trailheads,
network
intersections,
major
destinations,
and
Urban areas:
at all major
intersections
and key
nodes
Trails / rural
routes: at
Active Transportation Master Plan | 90
Amenity
Description
Priority
Locations
Typical
Spacing
transitions
between
facility types
trailheads,
junctions,
and key
access
points
Washrooms
Washrooms can be portable or
permanent structures. Providing
gender neutral washrooms with floor
to ceiling stall coverage is
recommended to allow for all users to
feel comfortable. Provision of
permanent washroom infrastructure is
subject to operational constraints,
including servicing, maintenance
responsibilities, seasonal use, and
capital costs, and is to be evaluated
based on site-specific context.
Major
destinations,
trailheads,
community
facilities,
parks,
waterfronts,
and town
centres
Urban /
high-use
areas: every
1–2 km,
where
feasible
Trails / rural
routes: at
trailheads
and major
rest areas
only
Potable
Water
Potable water access along the active
transportation network may be
provided through a combination of
municipally installed infrastructure
(such as hose bibs or bottle-filling
stations at parks, trailheads, and
community facilities) and voluntary
participation by local businesses
through established refill programs.
Bottle-filling stations are
recommended over traditional drinking
fountains based on current sanitary
and maintenance practices.
Encouraging local businesses to
provide free tap-water refills is
Trailheads,
parks,
community
hubs,
schools,
recreation
facilities, and
key
destinations
Urban areas:
every 1–2
km along
high-use
routes
Trails / rural
routes: at
trailheads
and major
rest areas
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Amenity
Description
Priority
Locations
Typical
Spacing
intended as guidance rather than a
formal municipal program and may be
supported through participation in
recognized third-party initiatives that
promote public access to potable
water (such as the Blue W program).
Under this approach, businesses
voluntarily agree to allow members of
the public to refill reusable water
bottles during regular business hours,
typically identified through window
decals and online mapping tools.
Municipal involvement is limited to
promotion and awareness, with no
responsibility for operation,
maintenance, or water quality at
participating locations.
This combined approach has been
successfully implemented in other
Ontario municipalities, including the
Region of Waterloo and the City of
Guelph, where public bottle-filling
stations are complemented by
business-based refill networks to
expand access while minimizing
municipal infrastructure and
maintenance requirements.
Waste and
Recycling
Bins
The containers provided can range
from standard barrel bins to more
innovate models with restricted lids
and sensors to indicate when
emptying is required. Typically
provided at the start of infrastructure
and rest stops. At least 1 meter of
Trailheads,
rest areas,
major
destinations,
and high-use
urban
corridors
Urban areas:
every 400–
800 m
Trails / rural
routes:
trailheads
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Amenity
Description
Priority
Locations
Typical
Spacing
space should be provided both
horizontally and laterally from the bin
to allow for standing room. Both bins
should be placed in periphery to and
facing the route, mounted on hard
surfaces that are cane-detectable and
on visually contrasting material. They
should only be placed in areas where
Municipal staff that are responsible for
emptying them can access them.
and
designated
rest areas
only
Bicycle
parking (e-
bikes, e-
scooters)
E-bikes and e-scooters are generally
allowed and can be accommodated
where conventional bicycles can park.
E-bikes that fall outside of the
Highway Traffic Act definition of
‘power-assisted’ bicycle must park on
the street like motorcycles do. These
areas are usually designated with
paint and parking symbols.
Electric kick-style e-scooters are
governed under Ontario’s provincial
pilot program, which requires
municipalities to pass a by-law to
permit their operation and regulate
where they may operate and park.
The accommodation and parking of
e-scooters within Clarington is
therefore subject to current and future
municipal and regional by-laws, and
may include designated parking areas
identified through pavement markings
or signage where permitted.
Commercial
areas,
community
facilities,
transit stops,
schools,
parks, and
trailheads
Urban areas:
at
destinations
and every
300–500 m
along
commercial
or mixed-use
corridors
Trails / rural
routes:
trailheads
and major
nodes
Active Transportation Master Plan | 93
Amenity
Description
Priority
Locations
Typical
Spacing
Bicycle
Repair
Stands
Bicycle repair stands commonly
include tools for conducting basic
maintenance and minor repairs, such
as fixing a flat tire. Key elements to
consider include:
• Allowing for the bike to be hung
for ease of use
• Using durable construction and
providing weather protection
• Securely attaching tools and air
pump to prevent theft
Trailheads,
major
destinations,
transit hubs,
and high-use
cycling
corridors
Urban areas:
every 3–5
km on
primary
cycling
routes
Trails: at
major
trailheads
and rest
areas only
Micromobility
Charging
Stations
Standard charging outlets are
appropriate for e-bikes, e-scooters
and compatible mobility devices.
Adequate, even and smooth space
should be provided adjacent to the
outlets to allow for at least two devices
to charge at the same time.
Community
facilities,
transit hubs,
major
destinations,
and
accessible
rest areas
Urban areas:
every 2–5
km on
high-use
routes
Trails / rural
routes:
select hubs
only
Mobility
Device
Charging
Station
In 2021, Clarington committed to
enhancing accessibility by installing
public mobility device charging
stations, which can charge specific
devices such as mobility scooters and
powered wheelchairs. These charging
stations differ from standard outlets
that can charge micromobility devices
such as e-bikes and e-scooters.
Adequate, even and smooth space
should be provided adjacent to the
Community
facilities,
transit hubs,
major
destinations,
and
accessible
rest areas
Urban areas:
every 2–5
km on
high-use
routes
Trails / rural
routes:
select hubs
only
Active Transportation Master Plan | 94
Amenity
Description
Priority
Locations
Typical
Spacing
outlets to allow for at least two devices
to charge at the same time.
Public Art
Can exist in a wide variety of forms.
Furniture at minor and major hubs can
provide opportunities for public art.
Using shelters, benches, other
furniture, and wayfinding posts. Public
art should not compromise
functionality or safety of the active
transportation infrastructure.
Major hubs,
trailheads,
town
centres, and
gateways
Lighting
Lighting should be provided
throughout the network as it offers a
level of safety and comfort to minimize
potential hazards due to obscured
visibility. Appropriate illumination
levels for cycling and pedestrian
facilities are based on the level of
pedestrian or cyclist activity as
outlined by TAC Guide for Design of
Roadway Lighting and OTM Book 18
guidance on amenities such as
lighting.
If a path cannot be entirely lit, then
focus on illumination of only the
entrances, exits, and intersections
should be considered If possible,
signage should be present indicating if
a route is or isn’t fully lit in areas with
low volume and out of sight lines
(such as trails through parks, rural
areas, back streets etc.)
Urban
routes, town
centres,
intersections,
trailheads,
and key
destinations
Urban areas:
continuous
lighting
along
primary
routes
Trails / rural
routes:
lighting
focused at
entrances,
exits,
crossings,
and nodes
Active Transportation Master Plan | 95
Amenity
Description
Priority
Locations
Typical
Spacing
Rest and
Refuge Area
Formal bench seating or seating areas
that include elements like tables are
preferred, especially within settlement
areas and in areas where accessibility
is of greater need. In areas with a
lower density of destinations,
providing less formal seating options
is possible. Using natural material,
such as flat-topped stones or grass
seating areas with trees for shade.
It is preferred that benches or seats
remains even on both sides of the
path to eliminate crossing over. In
exterior locations providing a concrete
pad directly adjacent to a bench is
crucial to allow for mobility users to sit
beside the bench and or use the
bench if it is accessible. In this
scenario, no arm rest should be
provided to allow transferring to and
from a mobility device to the bench.
Implementation is subject to site-
specific constraints, including
available space, environmental
conditions, and maintenance
considerations.
Urban
corridors,
near
destinations,
trailheads,
and areas
with higher
accessibility
needs
Urban areas:
every 200–
400 m
Trails / rural
routes: every
500–1,000
m,
depending
on use and
context
Climate
Protection
Climate protection can include shared
shelters and tree planting, which
should both be outside of the lateral
clearance area of an active
transportation facility.
The lateral clearance area is defined
as the unobstructed horizontal space
Active Transportation Master Plan | 96
Amenity
Description
Priority
Locations
Typical
Spacing
adjacent to the travelled portion of an
active transportation facility that is
required to provide safe operating
width, recovery space, and
maintenance access. Where
applicable, trees, shelters, and other
fixed elements should be placed
beyond the minimum lateral clearance
identified in OTM Book 18, with
additional setbacks provided where
required to account for mature tree
canopy, shelter overhangs, snow
storage, and maintenance operations.
*Amenities should only be placed in areas that are accessible to municipal staff
responsible for their maintenance.
Active Transportation Master Plan | 97
Amenity Locations
Throughout the Clarington Active Transportation Network, there are three (3) general
locations in which amenities should be placed, as described in Table 5.4.
Table 5.4: Amenity Locations
Location Description Amenities
Along Routes This includes all routes
within the AT Network,
such as neighborhood
greenways, connector,
spine and regional routes.
As outlined above, the
presence of amenities is
mainly along connector and
spine routes (including
regional routes) and with
greenways being
considered in contextual
cases.
Minimum recommended:
• Wayfinding (per Wayfinding
System Strategy
recommendations)
• Amenity group of Rest Areas,
Lighting, and Climate protection
should be provided at regular
intervals appropriate to the
surrounding context, with closer
spacing prioritized in high-demand
urban locations, such as town
centres, main streets,
transit-oriented areas, and
locations with a high concentration
of people with disabilities or
mobility challenges. In these
high-volume pedestrian
environments, amenity group
spacing of approximately 75-150
metres is recommended where
feasible.
In lower-density or lower-use
contexts, amenities should be
focused at key destinations,
nodes, trailheads, and rest areas,
Active Transportation Master Plan | 98
Location Description Amenities
rather than applied at uniform
intervals
Additional considerations:
• Public Art
• Dedicated Mobility Device
charging stations (at popular rest
locations)
Minor Hubs Located at/as close as
possible to where two
Spine Routes meet, as they
are excellent locations for
amenities due to high
volumes of active
transportation users. To not
interfere with ideal sightline
zones, minor hubs should
be kept along the edge of
the intersection.
Minimum recommended:
• Bike parking (short-term)
• Waste and recycling bins
• Rest Areas
• Lighting
• Public Art
• Climate protection
• Dedicated Mobility Device
charging stations
Additional considerations:
• Washrooms and potable water
(where utilities and space allows)
• Bicycle repair stands
• Micromobility Device charging
stations
Major Hubs Strategically located at
existing municipal facilities
where servicing is provided
for potable water and
Minimum recommended:
• Bike Parking (short and long-term)
• Wayfinding
Active Transportation Master Plan | 99
Location Description Amenities
charging or where servicing
could be provided. Major
hub locations should
include parks, major trail
heads, libraries, community
centres, schools and higher
order transit stations.
• Washrooms and potable water
• Waste and recycling bins
• Rest Areas
• Bicycle repair stands
• Lighting
• Public Art
• Climate protection
• Dedicated Mobility Device
charging stations
• Micromobility Device charging
stations
Active Transportation Master Plan | 100
The policies below are based on current standards and best practices regarding
amenities for on and off-road active transportation routes. In order to enhance the
existing and proposed AT network, recommendations in Table 5.5 have been
established to help guide the Municipality’s amenity placement, supporting the active
transportation network within Clarington.
Table 5.5: Amenity Policies
Policy Statement Policy Objectives
2.1 Adopt
recommended
guidelines for
amenity spacing
and placement
Adopt the recommendations for the placement of amenities
along routes and at minor and major hubs as defined in
Table 5.3. Placement and spacing should be refined
through detailed design, capital planning, and coordination
with other agencies, particularly at major hubs and
transit-adjacent locations.
2.2 Bicycle Parking
Provide safe and secure bicycle parking at key destinations
through a combination of municipal investment within the
public realm and developer-led provision on private lands,
consistent with the Clarington Official Plan and Zoning
By-law.
In most cases, bicycle parking at commercial, institutional,
employment, and private destinations is to be provided by
developers and landowners through the development
approvals process, in accordance with the requirements of
the Clarington Official Plan (Sections 5.4.13 and 19.5) and
Zoning By-law 84-63 (Subsection 3.16(l)). This Plan does
not propose changes to those requirements, but reinforces
their application in support of active transportation.
The Municipality will focus its role on providing bicycle
parking within the municipal public realm, including along
on-street corridors, at public facilities, parks, trailheads, and
transit-adjacent locations, and will coordinate with partner
agencies such as Metrolinx, Durham Region, and Durham
Active Transportation Master Plan | 101
Region Transit to support bicycle parking at major
transportation hubs where appropriate.
2.3 Review Bicycle
Parking Minimums
Update the Zoning By-law with minimum recommended
bicycle parking rates and end-of-trip facilities. Clarington’s
Zoning By-law 84-63 includes limited bicycle parking
requirements, and only for certain high-density residential
zones. Bicycle parking for non-residential uses is not
explicitly regulated and is only occasionally addressed
through Site Plan Control discretion, not enforceable
standards.
The bicycle parking rates presented in Table 5.2 are
intended to serve as recommended target ranges to inform
future updates to the Zoning By-law and to guide
development review through the Site Plan Control process.
Implementation of these rates may be phased and refined
over time, with consideration given to land use context,
development scale, and surrounding active transportation
and transit infrastructure.
2.4 Bike Parking at
Municipal
Facilities
Support active transportation use and improve the user
experience by providing appropriate bicycle parking and
end-of-trip facilities at municipal facilities, where feasible.
This policy applies to:
• New municipal buildings and facilities, where
end-of-trip considerations should be incorporated at
the design stage; and
• Existing municipal buildings, where opportunities to
enhance bicycle parking and end-of-trip facilities may
be pursued through renovations, retrofits, or capital
improvement projects, subject to feasibility, building
constraints, and available resources.
The type, scale, and location of bicycle parking and
end-of-trip facilities should be determined on a case-by-case
Active Transportation Master Plan | 102
basis, taking into account building function, anticipated
demand, accessibility considerations, retrofit feasibility, and
operational capacity. Facilities may include, but are not
limited to, secure bicycle parking, weather protection, repair
amenities, or other features that support active
transportation use.
Active Transportation Master Plan | 103
5.3 Policy #3: Maintaining the Active Transportation Network
Maintenance is imperative to supporting high quality routes and facilities, and
encouraging and promoting comfortable, safe and convenient use of an active
transportation network all year-round. The maintenance of active transportation facilities
help leverage capital investments, mitigate a user’s exposure to risk, minimize potential
conflict between users, mitigate liability exposure for the Municipality, and maximize the
lifespan of the facility. Maintenance of the active transportation network requires both
frequent maintenance, including sweeping and snow clearing, and annual inspections
and monitoring for damage. Policies for maintenance management are discussed
below.
5.3.1 Minimum Maintenance Standards
Minimum maintenance standards for active transportation facilities may be developed
from the Ontario Minimum Maintenance Standards (MMS) for Municipal Highways. The
same maintenance activities that apply to roads will be applied to on-road active
transportation facilities. In-boulevard separated active transportation facilities, including
cycle tracks and multi-use paths, should be held to higher standards to create a
consistently comfortable cycling facility for those who rely on active transportation
facilities.
The MMS establishes the applicable maintenance requirements for sidewalks and may
be applied, where appropriate, to in-boulevard active transportation facilities. Under the
MMS, a sidewalk is considered to be in a state of repair where vertical surface
discontinuities are less than two centimetres.
Accessibility requirements for active transportation facilities in Ontario are governed by
the Accessibility for Ontarians with Disabilities Act (AODA) and its associated
standards, which establish requirements related to barrier-free access and the
identification and removal of accessibility barriers. While the MMS provide a provincially
regulated maintenance benchmark, it is recognized that surface discontinuities can still
present accessibility challenges for some users.
Accordingly, maintenance and rehabilitation of sidewalks and in-boulevard active
transportation facilities should be undertaken in a manner that is consistent with MMS
requirements and supports the intent of AODA, without establishing service levels that
exceed current provincial standards unless directed through future policy, Council
approval, or capital programming.
Active Transportation Master Plan | 104
The recommended maintenance standards for in boulevard facilities (multi -use paths
and cycle tracks) are included in Table 5.6.
Table 5.6: Recommended Maintenance Service Levels for In-boulevard Active Transportation Facilities
Activity Service Level
Patrol
Conduct visual inspections on a periodic basis,
typically monthly to seasonally, and in response to
complaints, service requests, or observed issues.
Patrol frequency may increase in higher-use urban
areas or following major weather events.
Sweeping
Seasonal sweeping (typically spring and fall), with
additional spot sweeping following major construction
activities, storm events, or where debris accumulation
is identified through inspection or public reporting.
Surface Discontinuities
Consistent with Ontario MMS, surfaces are
considered to be in a state of repair where vertical
discontinuities are less than 2 cm. Identified
deficiencies should be addressed as part of routine
maintenance or scheduled rehabilitation, subject to
prioritization and available resources.
Signage and Pavement
Markings
Maintained and refreshed as required based on
condition, visibility, and operational need, typically
coordinated with roadway or corridor maintenance
programs.
Cracking
Cracks are monitored through routine inspections.
Progressive or safety-related cracking is addressed
through scheduled maintenance or rehabilitation,
rather than reactive thresholds.
Potholes
Potholes that present a safety concern are addressed
within a reasonable timeframe after identification,
consistent with municipal maintenance response
practices and resource availability.
Active Transportation Master Plan | 105
Surface Drop-off at
Shoulders
Edge drop-offs are monitored and corrected where
they present a safety risk, typically through grading,
asphalt wedging, or surface repair during routine
maintenance cycles.
Vegetation Management
Routine mowing and vegetation control to maintain
clear widths, sightlines, and accessibility, including
daylight triangles at intersections. Tree and shrub
trimming conducted on a cyclical or as-needed basis.
Ontario Minimum Maintenance Standards require sidewalks to be cleared to a
maximum snow depth of 8 cm within 48 hours after a snowfall and to be treated for ice
where practicable.
Winter maintenance of in-boulevard active transportation facilities is not currently
required under Ontario MMS and represents an enhanced service level. Expansion of
winter maintenance activities should therefore be phased and prioritized, taking into
account:
• available staffing, equipment, and storage capacity;
• coordination with roadway winter maintenance operations;
• environmental considerations related to salt and material use; and
• user demand, safety, and accessibility needs.
The Municipality may consider expanding winter maintenance over time by focusing first
on spine routes, transit connections, and urban areas, with any changes subject to
Council direction, budget approval, and ongoing monitoring. The service levels in Table
5.7 are intended to guide priority routes where year-round use is desired, subject to
available resources and operational capacity.
Table 5.7: Enhanced Winter Maintenance Service Levels for In-boulevard Active Transportation Facilities
Activity Spine Network Connector Network
Snow Clearing
Snow clearing targeted to
support year-round use, with a
response goal of within 48
hours following the end of a
snowfall event, where feasible.
Snow clearing considered on a
case-by-case basis, with
priority given to key
connections, transit-adjacent
Active Transportation Master Plan | 106
segments, and areas with
higher pedestrian activity.
Ice Treatment
Spot ice treatment applied as
part of routine winter operations,
with priority to hills, curves,
intersections, and
accessibility-sensitive locations.
Ice treatment undertaken as
resources permit, focusing on
known problem areas and
safety-related concerns.
Ice Prevention
Proactive anti-icing may be
applied on select priority
segments where operationally
feasible and where it aligns with
municipal winter control
practices.
Generally not applied, except
in limited, high-risk locations.
The policies in Table 5.8 are based on current standards and best practices regarding
maintenance of on and off-road active transportation routes. In order to enhance
maintenance of the existing and proposed active transportation network,
recommendations have been established to help guide the Municipality in maintaining
and operating active transportation infrastructure within Clarington.
Table 5.8: Maintenance Policies
Policy Statement Policy Objective
3.1 Adopt the
Recommended
Minimum Maintenance
Standards for the
Active Transportation
Network
Ontario Minimum Maintenance Standards (MMS) are the
baseline for maintenance service levels across the Active
Transportation Network.
Maintenance activities for active transportation facilities
shall be undertaken in a manner that is consistent with
MMS requirements and current municipal maintenance
practices, recognizing variations by facility type, location,
Active Transportation Master Plan | 107
and use. This policy does not establish enhanced or
year-round maintenance service levels beyond MMS, nor
does it imply continuous winter maintenance of all active
transportation facilities.
Any consideration of maintenance practices beyond MMS
requirements may be evaluated separately through future
policy direction, operational planning, or capital
programming, subject to Council approval and available
resources.
3.2 Accessible Sidewalk
Maintenance Standards
Maintain sidewalks in a manner that is consistent with the
Ontario Minimum Maintenance Standards (MMS) and
supports the objectives of the Accessibility for Ontarians
with Disabilities Act (AODA).
For the purposes of maintenance, sidewalks shall be
considered to be in a state of repair where surface
discontinuities meet MMS requirements, including the
MMS threshold for vertical surface discontinuities.
Accessibility considerations for sidewalks and pedestrian
facilities shall be addressed in accordance with AODA
requirements and applicable municipal accessibility
policies, without establishing maintenance service levels
that exceed provincially legislated standards.
This policy does not introduce enhanced or alternative
maintenance thresholds beyond MMS. Any future
consideration of accessibility-related enhancements
beyond MMS requirements would be subject to separate
policy direction, operational review, and Council approval.
3.3 Implement Sidewalk
Winter Maintenance for
Residential Properties
Maintain the current approach of providing winter
maintenance on selected municipal sidewalks, and
consider phased expansion to additional priority locations
where winter sidewalk maintenance provides the greatest
public benefit. Priority locations may include:
• school routes and sidewalks adjacent to schools;
Active Transportation Master Plan | 108
• sidewalks serving key community destinations
such as transit stops, community centres, libraries,
and commercial areas; and
• high pedestrian volume areas, particularly where
sidewalks support vulnerable users.
Any expansion of sidewalk winter maintenance beyond
current service levels shall be implemented on a phased
and prioritized basis and is subject to operational review,
available staffing and equipment, financial capacity, and
Council approval. This policy does not establish or imply
network-wide winter maintenance of all municipal
sidewalks.
3.4 Develop Monitoring
Program for Winter
Maintenance
Support the Municipality’s broader monitoring framework
by using existing municipal data sources to inform winter
maintenance prioritization for active transportation
facilities.
Monitoring related to winter maintenance should be
undertaken as part of the network-wide monitoring and
reporting program described in Chapter 4, and may
include the use of:
• existing pedestrian and active transportation
counts, where available;
• service requests and complaints related to winter
conditions; and
• winter maintenance records, including response
activities and operational constraints.
This information should be used to periodically review
and refine winter maintenance priorities, particularly for
high-use locations and priority routes, without
establishing new or standalone monitoring programs
within the maintenance framework.
Active Transportation Master Plan | 109
5.4 Policy #4: Supporting Micromobility
Active transportation includes a range of travel modes that support short-distance,
low-speed trips and provide alternatives to private automobile use. Micromobility refers
to small, lightweight vehicles operated by an individual user, generally at lower speeds,
and intended for use on active transportation and street networks where permitted by
legislation and municipal by-laws.
For the purposes of this Plan, micromobility devices include:
• Conventional bicycles;
• Power-assisted bicycles (e-bikes), as defined under the Ontario Highway Traffic
Act (HTA); and
• Electric scooters (e-scooters), where permitted through provincial pilot programs
and municipal by-laws.
Other devices, such as electric skateboards or self-balancing devices, are not currently
regulated or widely permitted for use on municipal infrastructure in Ontario and are
therefore not included within the scope of this policy.
Sales and use of e-bikes, including cargo and pedal-assist models, have increased
significantly across Ontario, reflecting growing interest in alternatives that support longer
trips, goods movement, and mobility for a broader range of users. Research and
municipal experience indicate that e-bikes can expand participation in cycling,
particularly for older adults, people with mobility limitations, and medium -distance
commuters. Cargo bikes, in particular, offer households and businesses new options for
transporting people and goods, with potential benefits for congestion and emissions
reduction.
E-scooters have also emerged as a first- and last-mile travel option in many
jurisdictions, typically through time-limited pilot programs that allow municipalities to
determine appropriate operating conditions, locations, and safety requirements. Their
use and regulation vary across Ontario and are subject to municipal discretion.
While micromobility devices can provide important mobility benefits, their use,
particularly on shared facilities such as multi-use trails and paths, has raised concerns
related to speed differentials, user comfort, and safety, including for people with
Active Transportation Master Plan | 110
disabilities. These considerations underscore the importance of context-sensitive
design, appropriate operating rules, and clear communication regarding permitted
devices and behaviours.
This Plan supports the development of active transportation infrastructure that can
safely accommodate permitted micromobility devices, while recognizing that:
• device types, operating rules, and permitted locations are governed by provincial
legislation and municipal by-laws; and
• any expansion of micromobility permissions or infrastructure design responses
should be informed by pilot programs, monitoring, and public and stakeholder
consultation, including with accessibility advocates.
It is important to consider that these e-bikes are typically less expensive than a pedal-
assist e-bikes (those that are often permitted on MUTs and MUPs). Completely
restricting their access on shared trails can be limiting for people who cannot pedal the
entire time, or for those who are looking for a more affordable option.
What is clear is the objective of planning and designing active transportation
infrastructure that can, where feasible, better accommodate a range of permitted
micromobility options while safely serving the community’s diverse needs. The ability to
support additional micromobility devices is subject to available right-of-way, cost,
competing priorities, and operational considerations.
Where opportunities exist, infrastructure design can play a supporting role in managing
speed and user interactions; however, effective management of user behaviour requires
a combination of design, regulation, education, and enforcement . Design approaches—
such as providing adequate space for passing or addressing uphill and downhill
operating conditions—may help influence behaviour in certain contexts, but should be
applied selectively and in conjunction with appropriate operating rules and enforcement,
rather than relied upon as a standalone solution.
As active transportation infrastructure is improved over time, and where supported by
clear regulations and enforcement practices, some facilities may be better positioned to
safely accommodate a wider range of permitted micromobility devices. This should be
pursued in a context-sensitive manner, recognizing practical limitations related to facility
type, user mix, and municipal capacity.
Active Transportation Master Plan | 111
5.4.1 E-Bikes and E-Scooters in Ontario
Transport Canada transferred responsibility for defining e ‑bikes, referred to in Ontario
as power‑assisted bicycles, to provinces and territories in February 2021. In Ontario, the
existing definition of power‑assisted bicycles remains in effect; however, the Province
has since established regulation‑making authority under the Highway Traffic Act to
redefine e‑bikes through future regulations, following the decision not to proceed with
earlier proposed e‑bike classifications.
In parallel, Ontario has implemented pilot programs for specific micromobility devices,
including cargo power‑assisted bicycles, to better understand where and how they may
operate. The provincial cargo e‑bike pilot program has been extended to March 1, 2031,
with participating municipalities responsible for determining local operating conditions
through municipal by‑laws.
Currently, there is no unified Federal law in Canada that directly addresses e -scooter
use, and they are not classified as motorized vehicles under Ontario’s Highway Traffic
Act (HTA). They are expected to adhere to the HTA rules of the road such as where
pedestrians or bicycles are prohibited, and general safety standards that apply to
bicycles such as having lights, reflectors etc. Like that of specific e -bike regulations, it is
provinces and territories, and further municipalities, that dictate what is l egally allowed
and or required for e-scooter use.
Based on a review of applicable provincial legislation and local regulations, the
operation of e-bikes and e-scooters in Clarington is governed by a combination of
Ontario regulations, Region of Durham by-laws, and local municipal policies.
Electric kick-scooters (e-scooters) are currently permitted in Ontario only through a
provincial pilot program under the Highway Traffic Act, which has been extended to
November 27, 2029. Within Durham Region, the use of e-scooters is regulated through
the Region of Durham Electric Kick-Scooter By-law, which has been amended to remain
in effect for the duration of the provincial pilot program. The Regional by-law establishes
where and how e-scooters may operate on Regional roads and properties, while local
municipalities retain authority over infrastructure and facilities under their jurisdiction.
Accordingly, any discussion in this Plan regarding micromobility reflects:
• current legal permissions and restrictions established by the Province and the
Region of Durham; and
Active Transportation Master Plan | 112
• proposed policy directions for Clarington, which are advisory in nature and
intended to guide future decision-making, subject to Council approval and
alignment with applicable legislation.
This Plan does not establish new regulatory permissions for micromobility devices.
Table 5.9: E-bike and E-Scooter Classifications
Classification Minimum
User Age
Helmet
Requirement
Typical
Assisted
Speed
Typical
Maximum
Weight
Typical
Maximum
Power
Type 1 E-
Bike:
Bicycle-style
e-bike (pedal-
assist or
‘pedelecs’)
14* Yes Up to 32
km/h
55 kg 500 Watts
Type 2 E-
Bike: Motor
scooter-style
e-bike (with a
throttle)
16* Yes Up to 32
km/h
120 kg 500 Watts
Type 3 E-
Bike:
Motorcycle-
style e-bike
16* Yes Up to 32
km/h
120 kg 500 Watts
Electric Kick
E-Scooter
16* Yes (under 18) Up to 24
km/h
45 kg 500 Watts
* Ages and requirements shown reflect typical Ontario rules or pilot conditions and may vary by device type,
regulation, or by-law. They are provided for contextual planning purposes only.
The categories identified as Type 1, Type 2, and Type 3 are proposed municipal
planning classifications only and do not represent legal classes established under
Ontario legislation. Ontario did not proceed with the 2024 proposal to redefine e -bikes
into subclasses. The Province has instead established regulation -making authority to
redefine e-bikes through future regulations.
Active Transportation Master Plan | 113
All legal definitions, permissions, and operating requirements for e-bikes and electric
kick-scooters are governed by the Highway Traffic Act, applicable provincial pilot
programs, and municipal or regional by-laws, as applicable. This table is intended to
support policy discussion and infrastructure planning and does not create or imply
regulatory permission.
Table 5.10: E-bike and E-scooter Permitted Use
Classification Permitted Not Permitted
Type 1: Bicycle-style e-
bike (pedal-assist or
‘pedelecs’) *
On all facilities where
standard bicycles are
permitted. Including
conventional bicycle lanes,
cycle tracks, multi-use
paths and paved trails.
On provincial
controlled-access
highways (e.g., 400-series
highways and other
highways where bicycles
are prohibited).
On sidewalks, boardwalks,
beaches, and waterfront
promenades where
bicycles are prohibited
under municipal or regional
by-laws.
On park pathways,
multi-use trails, or off-road
paths where bicycles are
prohibited by municipal
by-law or restricted by
posted signage.
Type 2: Motor scooter-
style e-bike (with a
throttle) *
Conventional bicycle lanes
and multi-use paved paths
adjacent to the roadway
with a minimum width of
2.4 m.
The shoulder of a highway
(where speeds are under
In all locations where
Type 1 e-bikes and
bicycles are prohibited,
including sidewalks,
boardwalks, beaches, and
park pathways subject to
bicycle bans.
Active Transportation Master Plan | 114
Classification Permitted Not Permitted
60 km/h), within the
roadway if no shoulder or
facilities present and the
speed is under 60 km/h
following the same rules of
the road as bicycles.
On cycle tracks or
multi-use paths within
parks or open spaces
unless explicitly permitted
by municipal signage or
by-law.
On narrow multi-use paths
or facilities where
throttle-equipped devices
are restricted through
municipal regulation or
posted rules.
Type 3: Motorcycle-style
e-bike*
Conventional bicycle
lanes.
The shoulder of a highway
(where speeds are under
60 km/h), within the
roadway if no shoulder or
facilities present and the
speed is under 60 km/h
following the same rules of
the road as bicycles.
In all locations where
bicycles and Type 1 or
Type 2 e-bikes are
prohibited.
On all multi-use trails, park
pathways, boardwalks,
waterfront trails, and
off-road paths, regardless
of width or surface.
On sidewalks or other
pedestrian-only facilities
under any circumstances.
E-scooter**
Conventional bicycle lanes
and multi-use paved paths
adjacent to the roadway
with a minimum width of
2.4 m.
The shoulder of a highway
(where speeds are under
On sidewalks, boardwalks,
beaches, park pathways,
and waterfront
promenades where
bicycles are prohibited
under municipal or regional
by-laws.
Active Transportation Master Plan | 115
Classification Permitted Not Permitted
60 km/h), within the
roadway if no shoulder or
facilities present and the
speed is under 60 km/h
following the same rules of
the road as bicycles.
On trails, paths, or park
facilities unless explicitly
permitted through
applicable provincial pilot
regulations and municipal
or regional by-laws.
On facilities or roads
where e-scooters are
restricted or prohibited by
posted signage or local
regulation.
*Based on current definitions and operational permittance outlined by the province of
Ontario, The Moving Ontarians Safely (MOMS) Act, The Region of Durham, City of
Guelph, the Town of Ajax, the City of Mississauga, the City of Ottawa, the Province of
Nova Scotia, Halifax Regional Municipality and the City of Calgary.
**Based on current definitions and operational permittance outlined by the Ontario
electric kick-scooter pilot, The Region of Durham, City of Guelph, the Town of Ajax, the
City of Mississauga, the City of Ottawa, the Province of Nova Scotia, Halifax Regional
Municipality and the City of Calgary.
Permissions and prohibitions shown in this table reflect existing provincial legislation,
Regional by-laws, and municipal by-laws governing bicycle use. Where micromobility
devices are referenced, they are intended to follow the same location-based
permissions and prohibitions that apply to bicycles, unless otherwise authorized through
a specific provincial pilot or municipal by-law. This table does not establish new
regulatory permissions.
Adjacency to the roadway is used as a distinguishing criterion because facilities that are
immediately adjacent to the roadway typically:
• support a more consistent user mix aligned with cycling and vehicular traffic;
• provide greater visibility and predictability for all users, including motorists;
• are subject to existing traffic controls, signage, and enforcement practices; and
Active Transportation Master Plan | 116
• are designed to accommodate higher operating speeds and interactions
consistent with on-road cycling.
In contrast, non-road-adjacent paths, such as park trails, waterfront pathways,
boardwalks, and recreational multi-use paths, generally serve a higher proportion of
pedestrians and vulnerable users, have more variable sightlines and operating
conditions, and are not designed for higher-speed or motor-assisted devices. As a
result, more restrictive permissions are applied to these facilities to support safety,
comfort, and accessibility.
Active Transportation Master Plan | 117
The following policies are recommended for Clarington to adopt in order to address E-
bike and E-scooter use, such as where they should be permitted and how they should
be operated.
Table 5.11: Micromobility Policies
Policy Statement Policy Objectives
4.1 Adopt the
recommended
classification
system
Adhere to all terms defined in the Highway Traffic Act and
Region of Durham guidelines on permitted e-bike (‘power-
assisted’ bicycle) travel and classification.
Adopt the recommended e-bike and e-scooter classification
system.
4.2 Participate in
the Cargo E-bike
Pilot
Subject to Council direction, consider participation in the
Ontario Cargo E-Bike Pilot Program, which has been
extended to March 1, 2031, to support data-driven
decision-making regarding the safe and appropriate use of
cargo e-bikes within Clarington.
Participation in the pilot requires the enactment of a
municipal by-law or other formal municipal authorization,
consistent with provincial regulations. Where participation is
authorized, the Municipality would be responsible for
determining local operating conditions, including:
• permitted routes and facility types;
• vehicle weight and size considerations appropriate to
local infrastructure;
Active Transportation Master Plan | 118
• restrictions on use within parks, trails, and other
sensitive or pedestrian-oriented environments; and
• monitoring and reporting requirements, as applicable
under the provincial pilot.
This policy does not establish permission for cargo e -bikes
to operate within the Municipality. Any participation in the
pilot would be limited in scope, subject to operational
feasibility, and implemented in accordance with applicable
provincial requirements and municipal by-laws.
4.3 Participate in
the Electric Kick-
style Scooter Pilot
Recognize and align with Durham Region’s participation in
the Provincial Electric Kick-Scooter Pilot Program, which
has been extended to November 27th, 2029, and the Region
of Durham Electric Kick-Scooter By-law, which governs the
operation of electric kick-style scooters on Regional roads
and properties for the duration of the provincial pilot.
Subject to Council direction, develop a Clarington-specific
micromobility framework and/or municipal by-law to address
the operation of electric kick-style scooters on municipal
roads, trails, and multi-use paths, consistent with applicable
Provincial regulations and Regional by-laws.
The Clarington framework should:
• clearly define where electric kick-style scooters are
permitted or prohibited on municipal infrastructure;
• establish local operating conditions, including facility
type, speed management, and restrictions in
pedestrian-oriented or sensitive environments;
• align with Provincial pilot requirements and Regional
regulations, without duplicating or conflicting with
them; and
• be informed by best-practice guidance, jurisdictional
experience, and local context, recognizing that any
recommended classifications or operating rules are
Active Transportation Master Plan | 119
advisory and non-regulatory unless adopted through
a municipal by-law.
This policy does not establish permission for electric
kick-style scooters to operate on municipal infrastructure.
Any authorization would require formal municipal approval
and be implemented in accordance with Provincial and
Regional regulations.
Attachment 2 to Report PDS-038-26
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r
St
r
e
e
t
Concession Rd 3
To
w
n
l
i
n
e
R
o
a
d
N
Tooley
Road
Pebblestone Road
La
m
b
s
Ro
a
d
Ha
n
c
o
c
k
Ro
a
d
Concession Rd 7
Baseline
Road
Pr
o
v
i
d
e
n
c
e
Ro
a
d
Li
b
e
r
t
y
St
r
e
e
t
N
9 9
3 3
22
58
14
59
55
2
19
4 44
2 2
2
34
57
57
57
42
34
18
18
20
20
M U N I C I P A L I T Y O F C L A R I N G T O N
A C T I V E
T R A N S P O R T A T I O N
M A S T E R P L A N
A P R I L 2 0 2 6
MAP 2.2
OTM Book 18
Compliance
0 4 82 Kilometers
±
Legend
Railway
Municipal Trails
Compliant with OTM Book 18
Non-compliant with OTM Book 18
Data retrieved from the Municipality of Clarington,
Durham Region Open Data, and Ontario Geohub.
Bowmanville
Refer to Map 2.2a
Courtice
Refer to Map 2.2a
Orono
Refer to Map 2.2b
Newcastle
Refer to Map 2.2b
Destinations
Schools
Musuems
Healthcare
Facilities
Community
Services
Libraries
401
401
401
401
418
Li
b
e
r
t
y
S
t
r
e
e
t
N
Regional Highway 2
To
w
n
l
i
n
e
R
o
a
d
N
To
w
n
l
i
n
e
R
o
a
d
S
Li
b
e
r
t
y
S
t
r
e
e
t
S
Adelaide
Avenue E
OliveAvenue
RegionalHighway 2
Co
u
r
t
i
c
e
R
o
a
d
Bloor Street E
Bow
m
a
n
v
i
l
l
e
Ave
n
u
e
Co
u
r
t
i
c
e
R
o
a
d
Bo
w
m
a
n
v
i
l
l
e
A
v
e
n
u
e
RegionalHighway
2
Region
a
lHighw
a
y
2
Bloor Street
Be
n
n
e
t
t
R
o
a
d
Ho
l
t
R
o
a
d
Prestonvale
Road
Prince William
Boulevard
Scugog
Street
Bloor Street
Energy Drive
King Street E
Sandringham
Drive
Va
r
c
o
e
R
o
a
d
To
w
n
l
i
n
e
R
o
a
d
S
Northglen Boulevard
Nash Road
Fenning
Drive
Si
m
p
s
o
n
A
v
e
n
u
e
Moyse Drive
Meadowglade Road
Wa
v
e
r
l
e
y
R
o
a
d
BrookhillBoulevard
West
ScugogLane
So
l
i
n
a
R
o
a
d
Longw
o
r
t
h
A
v
e
n
u
e
Concession Street W
Baseline Road
Cl
a
r
i
n
g
t
o
n
B
o
u
l
e
v
a
r
d
Bons Avenue
AspenSpringsDrive
Mi
d
d
l
e
R
o
a
d
Rustwood
Street
Edwin
Carr
Street
Rob
e
r
t
Ada
m
s
D
r
i
v
e
George
Reynolds Drive
Port Darlington Road
Strathallan Drive
Southfield Avenue
Quee
n
S
t
r
e
e
t
Green
Road
SprucewoodCrescent
AvondaleDrive
Mcbride
Avenue
Bingham
Gate
Rosswell
Drive
West
SideDrive
Ni
d
d
e
r
y
St
r
e
e
t
AppleBlossom Boulevard
Courtice
Road
Hayman
Street
Gi
m
b
l
e
t
t
St
r
e
e
t
Ce
n
t
e
r
f
i
e
l
d
Dr
i
v
e
Concession Street E
Harry
Gay
Drive
King Street W
Guildwood
Drive
ChurchStreet
Boswell
Drive
Freeland Avenue
Concession Rd 3
Me
a
r
n
s
A
v
e
n
u
e
Glenabbey Drive
Trulls
Road
Adelaide Avenue
Ea
s
t
S
h
o
r
e
Dr
i
v
e
To
o
l
e
y
Ro
a
d
LakeRoad
Stevens Road
Roenigk
Drive
La
m
b
s
R
o
a
d
Ha
n
c
o
c
k
R
o
a
d
Ha
i
n
e
s
S
t
r
e
e
t
Pr
o
v
i
d
e
n
c
e
R
o
a
d
2
14
2
2
55
55
14
58 14
59
2
2
57
34
22
57
22
34
34
57
2
22
M U N I C I P A L I T Y O F C L A R I N G T O N
A C T I V E
T R A N S P O R T A T I O N
M A S T E R P L A N
A P R I L 2 0 2 6
MAP 2.2a
OTM Book 18 Compliance
Courtice & Bowmanville
0 1 20.5 Kilometers
±
Data retrieved from the Municipality of Clarington,
Durham Region Open Data, and Ontario Geohub.
Legend
Railway
Municipal Trails
Compliant with
OTM Book 18
Non-compliant
with OTM Book
18
Destinations
Schools
Musuems
Healthcare
Facilities
Community
Services
Libraries
35
35
115
115
401
401
401
Man
v
e
r
s
R
o
a
d
Mi
l
l
St
r
e
e
t
S
Mi
l
l
St
r
e
e
t
N
King
Avenue EKing
Avenue W
No
r
t
h
St
r
e
e
t
Regional High
w
a
y
2 Regional Highway 2
Re
g
i
o
n
a
l
R
d
1
7
Da
r
l
i
n
g
t
o
n
-
C
l
a
r
k
e
To
w
n
l
i
n
e
R
o
a
d
Mi
l
l
S
t
r
e
e
t
S
LakebreezeDrive
Grady Drive
Pe
d
w
e
l
l
S
t
r
e
e
t
Port
OfNewcastleDrive
Brookhouse
Drive
Concession Rd 3
Edward Street W
To
r
o
n
t
o
S
t
r
e
e
t
Edward Street E
Ru
d
e
l
l
R
o
a
d
Ar
t
h
u
r
S
t
r
e
e
t
Concession
Street E
17
17
17
2
2
2 2 2
42
42
35
35
35
115
115
115
Ma
i
n
S
t
r
e
e
t
Taunton Road
Ma
i
n
S
t
r
e
e
t
StationStreet
Mil
l
S
t
r
e
e
t
ConcessionRd 5
17
4 4
17
M U N I C I P A L I T Y O F C L A R I N G T O N
A C T I V E
T R A N S P O R T A T I O N
M A S T E R P L A N
A P R I L 2 0 2 6
MAP 2.2b
OTM Book 18 Compliance
Newcastle & Orono
0 1 20.5 Kilometers
±
Data retrieved from the Municipality of Clarington,
Durham Region Open Data, and Ontario Geohub.
Legend
Railway
Municipal Trails
Compliant with
OTM Book 18
Non-compliant
with OTM Book
18
Destinations
Schools
Musuems
Healthcare
Facilities
Community
Services
Libraries
401
401
401
401
418
Bo
w
m
a
n
v
i
l
l
e
A
v
e
n
u
e
Li
b
e
r
t
y
S
t
r
e
e
t
S
Olive Avenue
Li
b
e
r
t
y
S
t
r
e
e
t
N
Co
u
r
t
i
c
e
Ro
a
d
Bloor Street
RegionalHighway2
To
w
n
l
i
n
e
R
o
a
d
S
To
w
n
l
i
n
e
R
o
a
d
N
Regional Highway 2
Regional
Highway 2
Co
u
r
t
i
c
e
R
o
a
d
Adelaide Avenue E
Co
u
r
t
i
c
e
R
o
a
d
Bloor Street E
Regional Highway2
Be
n
n
e
t
t
R
o
a
d
Ho
l
t
R
o
a
d
Prestonvale
Road
Prince William Boulevard
Scugog
Street
Energy Drive
King Street E
Sandringham
Drive
Va
r
c
o
e
R
o
a
d
NorthglenBoulevard
Nash Road
FenningDrive
Si
m
p
s
o
n
A
v
e
n
u
e
Moyse Drive
Meadowglade Road
Wa
v
e
r
l
e
y
R
o
a
d
Brookhill Boulevard
WestScugogLane
So
l
i
n
a
R
o
a
d
Longw
o
r
t
h
A
v
e
n
u
e
Concession Street W
Baseline Road
Cl
a
r
i
n
g
t
o
n
B
o
u
l
e
v
a
r
d
Bons Avenue
AspenSpringsDrive
Mi
d
d
l
e
R
o
a
d
Edwin
Carr
Street
RobertAdams
Drive
Boswell
Drive
George Reynolds Drive
PortDarlington Road
Strathallan Drive
Southfield Avenue
Quee
n
S
t
r
e
e
t
Green
Road
Sprucewood
Crescent
AvondaleDrive
Mcbride Avenue
Bingham Gate
Rosswell
Drive
West
SideDrive
Ni
d
d
e
r
y
S
t
r
e
e
t
Apple
BlossomBoulevard
HaymanStreet
Centerfield
Drive
Concession Street E
Harry
Gay
Drive
King Street W
GuildwoodDrive
ChurchStreet
Freeland Avenue
Concession Rd 3
Me
a
r
n
s
A
v
e
n
u
e
GlenabbeyDrive
Tr
u
l
l
s
R
o
a
d
Adelaide Avenue
EastShore Drive
LakeRoad
Stevens Road
RoenigkDrive
La
m
b
s
R
o
a
d
Ha
n
c
o
c
k
R
o
a
d
Ha
i
n
e
s
S
t
r
e
e
t
Pr
o
v
i
d
e
n
c
e
R
o
a
d
14
57
57
57
22
22
55
55
14
14
34
2
58
59
14
2
34
34
2
2
2
2
M U N I C I P A L I T Y O F C L A R I N G T O N
A C T I V E
T R A N S P O R T A T I O N
M A S T E R P L A N
A P R I L 2 0 2 6
MAP 3.1a
Active Transportation
Network Hierarchy
Courtice & Bowmanville
0 1 20.5 Kilometers
±
Data retrieved from the Municipality of Clarington,
Durham Region Open Data, and Ontario Geohub.
Candidate Active
Transportation Network
Spine Route
Connector Route
Greenway
Rural Route
Regional Spine
Future Active
Transportation
Protected Corridor
Major Projects
(Additional Feasibility
Study Required)
Existing Road and Trail Network
Provincial
Highway
Regional Road
Local Road
Railway
Future Trails
Existing Trails
BowmanvilleCourtice
35
35
115
115
401
401 401
RegionalHighway2
Mi
l
l
St
r
e
e
t
N
Man
v
e
r
s
R
o
a
d
Mi
l
l
S
t
r
e
e
t
S
King Avenue W
No
r
t
h
S
t
r
e
e
t
Regional
Highway 2
King Avenue E
Da
r
l
i
n
g
t
o
n
-
C
l
a
r
k
e
T
o
w
n
l
i
n
e
R
o
a
d
Re
g
i
o
n
a
l
R
d
1
7
Be
n
n
e
t
t
R
o
a
d
LakebreezeDrive
Concession Street E
Grady Drive
Pedwell
Street
PortOfNewcastleDrive
Concession Rd 3
Edward Street W
Toronto
Street
Edward Street E
Ru
d
e
l
l
R
o
a
d
Ar
t
h
u
r
S
t
r
e
e
t
Pr
o
v
i
d
e
n
c
e
R
o
a
d
2
2
2
17
17
2
42
42
35
35
35
115
115
115
Taunton Road
Ma
i
n
S
t
r
e
e
t
StationStreet
Mil
l
S
t
r
e
e
t
ConcessionRd 5
17
17
4 4 4
M U N I C I P A L I T Y O F C L A R I N G T O N
A C T I V E
T R A N S P O R T A T I O N
M A S T E R P L A N
A P R I L 2 0 2 6
MAP 3.1b
Active Transportation
Network Hierarchy
Newcastle & Orono
0 1 20.5 Kilometers
±
Data retrieved from the Municipality of Clarington,
Durham Region Open Data, and Ontario Geohub.
Existing Road and Trail Network
Provincial
Highway
Regional Road
Local Road
Railway
Future Trails
Existing Trails
Candidate Active
Transportation Network
Spine Route
Connector Route
Greenway
Rural Route
Regional Spine
Future Active
Transportation
Protected Corridor
Major Projects
(Additional Feasibility
Study Required)
Orono
Newcastle
0 1 20.5 Kilometers
401
401
401
401
418
Bo
w
m
a
n
v
i
l
l
e
A
v
e
n
u
e
Li
b
e
r
t
y
S
t
r
e
e
t
S
Olive Avenue
Li
b
e
r
t
y
S
t
r
e
e
t
N
Co
u
r
t
i
c
e
R
o
a
d
Bloor Street
RegionalHighway2
To
w
n
l
i
n
e
R
o
a
d
S
To
w
n
l
i
n
e
R
o
a
d
N
Regional Highway 2
Co
u
r
t
i
c
e
R
o
a
d
Adelaide Avenue E
Ramp
Co
u
r
t
i
c
e
R
o
a
d
Bloor Street E
Regional Highway2
Be
n
n
e
t
t
R
o
a
d
Ho
l
t
R
o
a
d
Prestonvale
Road
Prince William Boulevard
Scugog
Street
Energy Drive
King Street E
Sandringham
Drive
Va
r
c
o
e
R
o
a
d
NorthglenBoulevard
Nash Road
FenningDrive
Si
m
p
s
o
n
A
v
e
n
u
e
Moyse Drive
Meadowglade Road
Wa
v
e
r
l
e
y
R
o
a
d
Brookhill Boulevard
WestScugogLane
So
l
i
n
a
R
o
a
d
Longw
o
r
t
h
A
v
e
n
u
e
Concession Street W
Baseline Road
Cl
a
r
i
n
g
t
o
n
B
o
u
l
e
v
a
r
d
Bons Avenue
AspenSpringsDrive
Mi
d
d
l
e
R
o
a
d
Edwin
Carr
Street
RobertAdams
Drive
Boswell
Drive
George Reynolds Drive
PortDarlington Road
Strathallan Drive
Southfield Avenue
Quee
n
S
t
r
e
e
t
Green
Road
Sprucewood
Crescent
AvondaleDrive
Mcbride Avenue
Bingham Gate
Rosswell
Drive
West
SideDrive
Ni
d
d
e
r
y
S
t
r
e
e
t
Apple
BlossomBoulevard
HaymanStreet
Centerfield
Drive
Concession Street E
Harry
Gay
Drive
King Street W
GuildwoodDrive
ChurchStreet
Freeland Avenue
Concession Rd 3
Me
a
r
n
s
A
v
e
n
u
e
GlenabbeyDrive
Tr
u
l
l
s
R
o
a
d
Adelaide Avenue
EastShore Drive
LakeRoad
Stevens Road
RoenigkDrive
La
m
b
s
R
o
a
d
Ha
n
c
o
c
k
R
o
a
d
Ha
i
n
e
s
S
t
r
e
e
t
Pr
o
v
i
d
e
n
c
e
R
o
a
d
14
57
57
57
22
22
55
55
14
14
34
2
58
59
14
2
34
34
2
2
2
2
M U N I C I P A L I T Y O F C L A R I N G T O N
A C T I V E
T R A N S P O R T A T I O N
M A S T E R P L A N
A P R I L 2 0 2 6
MAP 4.1a
Proposed Active
Transportation Facilities
Courtice & Bowmanville
0 1 20.5 Kilometers
±
Data retrieved from the Municipality of Clarington,
Durham Region Open Data, and Ontario Geohub.
Active Transportation Facilities
Bicycle Lane
Multi-use Path
Separated Bicycle
Lane
Cycle Track
Greenway
Signed
Paved Shoulder
Paved Shoulder with
Buffer
Future Active
Transportation
Protected Corridor
Existing Road and Trail Network
Local Road
Railway
Future Trails
Existing Trails
BowmanvilleCourtice
35
35
115
115
401
401 401
RegionalHighway2
MillStreet
N
Man
v
e
r
s
R
o
a
d
Mi
l
l
S
t
r
e
e
t
S
King Avenue W
No
r
t
h
S
t
r
e
e
t
King Avenue E
Da
r
l
i
n
g
t
o
n
-
C
l
a
r
k
e
T
o
w
n
l
i
n
e
R
o
a
d
Re
g
i
o
n
a
l
R
d
1
7
Be
n
n
e
t
t
R
o
a
d
LakebreezeDrive
Concession Street E
Grady Drive
Pedwell
Street
PortOfNewcastleDrive
Concession Rd 3
Edward Street W
Toronto
Street
Edward Street E
Ru
d
e
l
l
R
o
a
d
Ar
t
h
u
r
S
t
r
e
e
t
Pr
o
v
i
d
e
n
c
e
R
o
a
d
2
2
2
17
17
2
42
42
35
35
35
115
115
115
Taunton Road
Ma
i
n
S
t
r
e
e
t
StationStreet
Mil
l
S
t
r
e
e
t
ConcessionRd 5
17
17
4 4 4
M U N I C I P A L I T Y O F C L A R I N G T O N
A C T I V E
T R A N S P O R T A T I O N
M A S T E R P L A N
A P R I L 2 0 2 6
MAP 4.1b
Proposed Active
Transportation Facilities
Newcastle & Orono
0 1 20.5 Kilometers
±
Data retrieved from the Municipality of Clarington,
Durham Region Open Data, and Ontario Geohub.
Active Transportation Facilities
Bicycle Lane
Multi-use Path
Separated Bicycle
Lane
Cycle Track
Greenway
Signed
Paved Shoulder
Paved Shoulder with
Buffer
Future Active
Transportation
Protected Corridor
Existing Road and Trail Network
Local Road
Railway
Future Trails
Existing Trails
Orono
Newcastle
0 1 20.5 Kilometers