In a previous post I described how the University of Waterloo fails its pedestrians. But UW’s problems go deeper. It was built as a suburban campus on farmland in the 1960’s and 1970’s — when it seems planners and architects were intent on planning for the car, even when designing a pedestrian-dominated place. Now that the campus is surrounded by the city on all sides and there is growing recognition that spaces need to be designed for pedestrians, it is important that it integrate well into its environment. However the campus street plan essentially does the opposite.
Currently the main campus road, Ring Road, is accessed by vehicles only through two connector roads on the north and south. There are thus a high number of intersections for vehicles to contend with, and it is a roundabout trip to get in and out of the campus. My estimate is that most of the people travelling by motor vehicle on Ring Road are actually using transit. So the meandering is a waste of time particularly for bus riders and of money for Grand River Transit (as UW is a transit hub). But even though Ring Road is difficult to get to, it is wide open in many parts and even the few speed humps don’t suitably slow down car traffic.
UW can be a pain to get to on foot from some directions, and difficult to navigate once you do. There are barely any pedestrian thoroughfares, mostly just paved paths (if that). In many cases, vehicular access roads serve as makeshift pedestrian corridors. All parking is surface parking, and there are lots right inside the main campus (bounded by Columbia and University).
I propose a new University of Waterloo street plan. With contribution from Sylvan Mably, I’ve drawn what I think to be a much improved version of UW’s campus. The emphasis is on connectivity, navigability, and a street system that fits its use. This alternative street plan is ambitious but firmly rooted in what is actually feasible to do from the current situation.
There would no longer be a Ring Road, and its east and west segments would be through streets. Moreover, both of these streets would connect with Seagram Drive at the south end of the campus, and part of the current Seagram alignment would be turned into a pedestrian thoroughfare (as it would not be a useful vehicular connection). Other notable road changes are an extension of the current St. Jerome’s access road across Laurel Creek to the extended Seagram Drive, and a street connection for the west end of the student village. Good road connectivity would reduce the distance vehicles (including bicycles) need to travel to reach points of the campus.
The solid lines on the map would be streets with wide sidewalks and perhaps bike lanes. As the design of a road dictates how drivers use it, through streets inside the campus would be designed for low speeds (30 km/h). Where possible, they should have street parking with demand-responsive pricing; this would ensure that short-term parking is available when needed. The dashed lines are what I call pedestrian lanes. These are wide thoroughfares laid out with paving stones and designed for pedestrians, but shared with cyclists and the occasional intruding campus delivery van. These lanes should be named, especially the several that provide east-west routes and the north-south thoroughfare (which splits around the Grad House knoll and the Math & Computer building). With naming and a somewhat grid-like network of lanes and streets, the navigability of the campus would improve dramatically. Wayfinding and campus travel would become easier and more pleasant. Thanks to improved connectivity, the campus would be easier to access by walking, cycling, bus, and light rail (which will stop along the east side of campus).
Most of the lanes follow existing paths, but some would need to be graded first and others would need to be created through current parking lots. A connection would be made between Lester and Phillip Streets to make Hickory Street/Lane a useful corridor across UW, through the Northdale neighbourhood, and past King Street. Two buildings would have to be sacrificed to open up the north and south pedestrian gateways to the campus. The more pressing one is South Campus Hall at the south gateway, and the current campus master plan actually calls for it to be demolished for this very reason.
Endless construction has been steadily devouring what little open space UW’s main campus has left. There are currently grand plans afoot to develop distant parts of the University of Waterloo lands, possibly including academic buildings. My plan would allow well-located possibilities for street- and lane-facing campus buildings to accommodate growth, in particular at the parking wastelands in the north and south ends. UW is actually already haphazardly removing lots to put up new buildings. With my street plan there would be opportunities for well-located parking garages, e.g. by St. Jerome’s, off Seagram Drive, or by Columbia Street. It would also open up important possibilities for public space, such as around the south gateway to campus. Eventual demolition of some of the old three-story buildings in the center of campus (and replacement with taller, more compact ones) would allow for some much-needed central public space.
This is intended to be food for thought, and is neither exhaustive nor definitive. However, I strongly believe that a plan along these lines would dramatically improve the University of Waterloo’s walkability, connectivity, campus experience, and safety, and make it a better university overall.
I’ve written before about the complexities and uncertainties of bus systems. Here I outline one simple way to make transit networks more accessible to riders and would-be riders: guaranteed high-frequency routes. Creating such routes and marking them in bold on maps makes clear what portion of a system is accessible without a schedule, making possible spontaneous trips and more natural transit use.
Lines should be marked in bold on route maps if they run (for example):
- At least every 10 minutes Monday through Saturday from 6 am to 10 pm and Sundays and holidays from 8 am to 8 pm;
- At least every 30 minutes the rest of the time.
Express routes should be clearly delineated from other routes on the same corridor. Branching is okay, but only sections of a line meeting the frequency criteria may be marked in bold. Streetcar lines, if any, should meet bold line standards, perhaps being drawn in a separate color for clarity. Maps should list the service frequency for bold lines, and bus stops along bold routes should clearly indicate their status as such.
Currently there is not a single Grand River Transit route that qualifies. Route 7 mainline is pretty close to bold between King & Ottawa and King & University, but lacks night service. On University between Westmount and Weber, routes 8 and 12 could together be close as well.
Bus routes necessitating a schedule are only accessible to committed bus riders, and are unfriendly to casual users. A guaranteed high frequency on selected routes makes those lines easier and more pleasant to use for the choice rider as well as for the regular transit user. Minimum nightly service assures users that they will not be stranded, which encourages use during all hours.
Transit systems without bold lines should try implementing a small network of them. And systems that already have lines that qualify should be making a big deal of it. Simplified pocket-size maps ought to be freely available to show the transit-novice and the transit-averse which routes are easy to use.
It is difficult for low frequency service to spur enough ridership to “justify” high frequency service; it’s an uphill battle of incremental service increases in tandem with small ridership increases (and sporadic service cuts for good measure). Bold lines allow a transit network to pull itself up by the bootstraps through strategic allocation of resources into a network structure that is qualitatively different and more accessible to riders.
For a city to be open to pedestrians, there need to be paths between useful destinations, the paths need to be maintained, and pedestrians need to feel safe. Before you can run, you have to walk, and before you can walk, you need a place to do it. In Kitchener-Waterloo there are numerous roads that are missing sidewalks, often on both sides of the street. Sometimes the sidewalks are sporadic: they appear and disappear on a stretch of road. Occasionally one-sided sidewalks even switch sides at intersections. Suburban subdivisions are haphazard, sometimes having full sidewalk coverage, but just as often leaving them out. And sidewalks in industrial areas are simple: there just aren’t any.
I set out to document the state of missing sidewalks in Kitchener and Waterloo. Using Google Maps, I drew red lines for roads missing sidewalks on both sides and blue lines for those missing a sidewalk on just one. I tried to cover everything that is not a suburban subdivision, and I did Eastbridge as an example of a suburban area. There are undoubtedly missing sidewalks that I did not document, and probably some tiny sidewalks that I mistook for curbs. Click on the below map image to see it on Google Maps in more detail. [Update: This is based on 2006 satellite imagery, and a few sidewalks have been put in since then.] Read More…