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Welcome to the Ward 3 and 4 One-Way to Two-Way Street Conversion Virtual Public Information Centre

Welcome

Welcome to the virtual Public Information Centre (vPIC) for Windsor’s potential one-way to two-way street conversions in wards 3 and 4. The purpose of this vPIC is to:

Share information about possibly converting a selection of ward 3 and 4 streets from one-way to two-way traffic
Share which streets are being considered for conversion
Share information about the potential impacts of conversion
Gauge public interest and priorities in converting streets from one-way to two-way traffic

The vPIC will take approximately 10 minutes to complete. You can navigate to different sections by pressing “Next” at the bottom of each slide.

City of Windsor Land Acknowledgement

We would like to begin by acknowledging that the land on which we gather is the traditional territory of the Three Fires Confederacy of First Nations, which includes the Ojibwa, the Odawa, and the Potawatomie. The City of Windsor honours all First Nations, Inuit and Metis peoples and their valuable past and present contributions to this land.

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City of Windsor Privacy Statement

The information on this survey is collected under the authority of the Municipal Act. The information will only be used to improve the City of Windsor’s commitment to customer service and for the sole purpose of the one-way to two-way conversion stakeholder engagement project. Questions about this collection may be made to Clare Amicarelli, Road Safety Coordinator, at (519)-255-6100 ext.6463, email camicarelli@citywindsor.ca.

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Downtown Windsor One-Way to Two-Way Street Conversion

Background

On February 12, 2024, City Council requested a review of the possibility of converting some Downtown one-way streets back into two-way streets. City staff provided a report back to Council in November 2024 comparing one-way and two-way street systems for Downtown Windsor and presented a framework for considering two-way conversion. Overall, the goal of considering the conversion of some of Windsor’s one-way streets to two-way is to improve livability within the community, and to create a safer, more active Downtown.

History

In the late 1940’s, major north-south streets in Windsor (Victoria Avenue, Pelissier Street, etc.) were converted to one-way operations to improve network capacity and allow traffic to move more efficiently from the Downtown. As the city began to experience a decentralization movement in the mid-1960’s with an associated decrease in business in the Downtown area, a plan was developed that converted east-west Downtown streets (Chatham Street, Pitt Street, etc.) from two-way operations to one-way operations.

This trend of one-way street conversions was common in many cities throughout North America. In more recent years, there has been a return to two-way streets in many cities driven by a general desire in Downtown areas to improve business accessibility and visibility, improve the pedestrian environment and improve the quality of life in residential areas. Examples of one-way to two-way conversions within Canada include the City of Calgary (2006), the City of Hamilton (2005) and the City of Vancouver (2004).

Public Engagement

The November 2024 Council Report noted that public engagement is essential in making a decision that will have significant impacts on residents, businesses and other community partners. Any decision to convert from a one-way to two-way system will require trade-offs, and developing a better understanding of the priorities of the public and stakeholders ensures that any further study is focused on their priorities.

This engagement phase seeks feedback from Windsor residents, businesses, community partners and visitors related to a high-level analysis of the key impacts of street conversion.

Relevant Municipal Policies and Plans

Downtown Windsor Transportation Master Plan (2007)

As part of the 2007 Downtown Windsor Transportation Master Plan, an analysis of one-way to two-way street conversions was conducted with the following results:

From a traffic operations perspective, the conversion of streets from one-way to two-way operations neither significantly improves nor reduces the transportation system operations.
There is a general consensus by the DWBIA and City departments indicating support for two-way conversion on streets located in the Downtown area.
Potential benefits to the conversion are lower speeds on the roadways, improved pedestrian environments, improved access and exposure to local businesses, improved traffic circulation and wayfinding, and reduction of cut-through traffic.
Potential impacts of the conversion are increases to the number of vehicle to vehicle and vehicle to pedestrian conflicts, minor increases in collisions, reduction in on-street parking and slower moving traffic and increases to travel time.

The Study recommended converting the following streets from one-way to two-way operations:

Pitt Street (Caron Avenue to Goyeau Street)
Chatham Street (Caron Avenue to McDougall Avenue)
Victoria Avenue (Chatham Street to Pine Street)
Pelissier Street (Chatham Street to Erie Street)
Glengarry Avenue (Riverside Drive to Howard Avenue)
Aylmer Avenue (Riverside Drive to Howard Avenue)

Downtown Transportation Strategy (2016)

The 2016 Downtown Transportation Strategy aims to to support the City of Windsor Vision of Downtown Windsor as a vibrant and inviting place in which people want to work, play, and shop and have the opportunity to use various modes of active transportation. As part of the strategy, one-way/two-way conversions are discussed with the pros and cons articulated in section 3.4.4:

3.4.4 One-Way versus Two-Way Traffic Operations

There are arguments for and against one-way and two-way streets – safety, capacity, ability to cater to active transportation, speed, etc. Upon reviewing one-way streets in the Downtown Windsor study area, neither option was a clear winner from the perspective of improving active transportation.

For example, in a situation where there is a two lane one-way street, there is an opportunity (if volume is low) to remove a lane and use it for a bicycle lane / track. If it is converted to two-way operation, this possibility is gone.

In summary, every case has to be studied on its own merits; for this study, one way and two way options were considered for a number of streets and the most appropriate recommendation made on its merits.

Although the perceived low levels of traffic along one-way roadway corridors such as Pitt Street, Chatham Street, and Victoria Avenue may suggest that a conversion to a two-way traffic operation along such roads may be feasible. A change of this type was found to limit the opportunities for the provision and / or enhancement of infrastructure for other modes of transportation.

Active Transportation Master Plan (2019)

The Active Transportation Master Plan (ATMP), passed in 2019, outlines a number of policy goals for the City of Windsor that are relevant to the discussion of converting Downtown streets from one-way to two-way traffic.

As set out in the Official Plan, “the City of Windsor is committed to sustainability in all its forms, and recognizes the importance of active transportation to enhance both community health and safety, as well as quality of life. The City is also committed to contributing to the reduction of air pollution by increasing opportunities for active modes of transportation, including walking, cycling and transit.”

As part of the ATMP, an analysis was conducted to identify areas of Windsor where there are the greatest opportunity to increase the number of walking and cycling trips. Identifying the neighbourhoods with the highest potential was based on several factors including road network connectivity, road network density, land use mix, population and employment density, topography, and permeability. The analysis found that the Downtown was one the areas with the highest potential.

In public engagement sessions, many residents indicated that they would love to be able to ride their bicycles Downtown to shop and play, but did not feel safe riding on roads from their home to Downtown where they were forced to share space with large volumes of vehicles.

Streets Under Consideration

The following streets are under consideration for conversion from one-way to two-way traffic. Each street may be looked at on its own or together with nearby streets to see how two-way conversion may work. Public engagement will inform whether City Administration recommends conversion. If it proceeds, technical studies will be needed before conversions can be done to see if the changes are possible and effective, and to see how the changes may affect factors such as, but not limited to, safety, wait times for pedestrians and vehicles, and how many cars the road can handle.

The potential impacts of conversion are discussed in more detail in the next section of the vPIC.

Ward 3

Janette Avenue: Riverside Dr. W. to Tecumseh Rd. W.
Bruce Avenue: Riverside Dr. W. to Tecumseh Rd. W.
Dougall Avenue: Wyandotte St. W. to Tecumseh Rd. W.
Victoria Avenue: University Ave. E. to Pine St.
Pelissier Street: Chatham St. W. to Erie St. W.
Glengarry Avenue: Riverside Dr. E. to Cataraqui St.
Aylmer Avenue: Riverside Dr. E. to Cataraqui St.
Pitt Street: Caron Ave. to Goyeau St.
Chatham Street: Caron Ave. to McDougall St.

Ward 4

Lincoln Road: Riverside Dr. E. to Shepherd St. E.
Gladstone Avenue: Riverside Dr. E. to Shepherd St. E.

Map showing one-way streets in Windsor being considered for conversion to two-way traffic.

Impacts from One-Way to Two-Way Street Conversion

The City of Windsor reviewed various factors related to one-way and two-way street systems. Both systems have advantages and disadvantages, and depends heavily on local site conditions such as available road width. In order to better understand the public’s views on a possible street conversions, it is important that all potential impacts from a conversion are considered. City staff have identified through a Council report, the following key aspects to note when considering a potential one-way to two-way street conversion:

Vehicular Speed / Safety

Vehicular traffic may be able to flow more freely on one-way streets, however the length of vehicular trips through a one-way network tends to be longer.

One-way systems can accommodate more traffic and may lead to less congestion and traffic delays for all modes of transportation.

One-way streets have fewer conflicting turning movements at intersections.

One-way streets tend to have higher speeds compared to two-way streets since there is no opposite moving traffic, lowered risk of head-on collisions, and greater lane widths.

One-way streets tend to have reduced left turn accidents since drivers can turn left without a median and without interfering with oncoming traffic.

Pedestrian Safety / Friendliness

While one-way streets may offer pedestrians a more straightforward system to navigate, two-way streets may offer a more pedestrian friendly and safer environment.

One-way streets may lead to decreased levels of driver attention.

Pedestrian awareness may be greater in a two-way street system, as they are more likely to anticipate vehicular conflicts at an intersection.

Walking with traffic on one-way streets can feel less safe, since vehicles come from behind.

One-way streets tend to have fewer lanes and have simpler traffic signal phasing.

One-way streets tend to be narrower which contributes to less time that pedestrians are in the roadway due to the shorter pedestrian crossing lengths.

One-way street systems tend to have fewer vehicle movements at intersections, which may simplify decision-making for pedestrians, especially the elderly and those with accessibility needs.

One-way street systems have significantly more conflict points between a vehicle and a pedestrian compared to a two-way street system.

Business Vitality

Recent research suggests that two-way streets boost Downtown economic activity.

Two-way streets tend to make it easier for people to get around without detours. Better access means more visibility and foot traffic for local businesses and services.

The design of two-way streets means vehicles stop more frequently, giving drivers more exposure to local businesses.

The design of two-way streets slows vehicle travel speed, creating the potential for calmer communities.

One-way streets have the potential to become more economically viable if bike lanes are added.

Visitor / Tourism Readiness

Two-way streets make it easier for visitors and tourists to see and reach local businesses.

Two-way streets tend to be easier to navigate for visitors and tourists who are unfamiliar with Downtown.

Two-way streets allow for greater visibility for local businesses that depend heavily on pass-by traffic.

Livability and Crime Reduction

Recent studies show that two-way streets improve the livability and safety of Downtown areas.

One-way streets appear to have higher crime rates. The causes of this relationship are many, however it is important to note that one-way streets create “shadow zones” between buildings, which are areas with less visibility for passing traffic.

Slower traffic and less crime on two-way streets may raise property values.

Air Quality

Vehicular travel is linked to increases in greenhouse gas emissions, air, and noise pollution. Both one-way and two-way streets affect this differently, and more analysis is needed to determine the specific impacts for particular areas.

One-way streets often make vehicular trips longer with more turns, which may increase fuel use, emissions, and noise.

Two-way streets cause cars to stop more often at traffic lights, which may increase emissions and noise.

On-Street Parking

Two-way streets usually require more road space, which can reduce or eliminate the ability to have on-street parking.

In converting streets from one-way to two-way, particularly if a two-way street requires three lanes including a center turn lane, existing on-street parking spaces may need to be removed because the road isn’t wide enough to maintain both the parking spaces and the two-way street system.

In converting streets from one-way to two-way, sight lines at intersections must be reviewed and any sight line obstructions, such as on-street parking spaces, may need to be removed.

Cycling Infrastructure

Cycling infrastructure refers to all roads, lanes and facilities that make it easier and safer to ride a bike, including bike lanes, bike parking, dedicated signals and signs for cyclists.

One-way streets often allow for higher quality cycling infrastructure, while the speed of two-way streets tend to be slower and safer for all road users.

Compared with two-way streets, one-way streets tend to have more roadway width, making it easier to build better bike lanes or paths.

One-way streets reduce vehicle movements at intersections, which makes it easier for cyclists to navigate.

Two-way streets often lead to slower, safer driving speeds – making the roads safer for everyone.

Public Transit

For a two-way street conversion, transit operations will be largely unaffected on the one-way streets that are not an existing bus route. However, for one-way streets that are designated bus routes, there is the potential that the transit operations will require reevaluation due to the street converting to a two-way system.

Emergency Vehicles

Two-way streets tend to be better for responding to emergencies.

Two-way streets provide more direct routes to and from locations, making it easier for emergency vehicles to access locations.

When a collision or other incident closes a street, two-way streets allow for shorter detours, while one-way streets often require longer detours.

Narrower lanes on two-way streets can make it more difficult for cars to pull over for emergency vehicles.

Road Infrastructure

Changing a street from one-way to two-way requires changes to roadway signs, traffic signals, and pavement markings.

When converting a one-way system to a two-way street, some traffic lights may no longer be needed and could be replaced with all-way stop signs. The changes may also affect turn lanes, advance green left turn arrows, and how long cars wait at intersections.

When converting a one-way system to a two-way street, roadway signage will need to be added or removed, including stop signs, one-way signs, and turn lane signs.

When converting a one-way system to a two-way street, pavement markings will also require updates, such as stop lines, arrows for turns, and parking space lines, to accommodate the infrastructure changes.

For one-way streets that are designated truck routes, there is the potential that the truck operations will require rerouting due to the street converting to two-way.

Cost of Conversion

Conversion from one-way to two-way streets will have associated costs such as traffic control installations and removals, intersection upgrades to existing signals (converting existing signals from one-way operations to two-way operations), pavement markings and signage changes, reconfiguration of intersections, and other civil works (sewer work, or new concrete pads or passenger amenities for new bus stops).

Based on an early estimate from Council (Report S116/2024, Table 1), the total cost for all these changes could be between $2 million and $5.3 million dollars.

Overall Thoughts on One-Way to Two-Way Conversions of Ward 3 and 4 Study Streets

In general, do you support the conversion of Ward 3 and 4 Study Streets?*

Please move the blue dot below along the scale and place it at the number and statement that matches your opinion.

When considering one-way to two-way street conversions, how would prioritize the following impacts?*

Please click on the three lines

on the right of each statement and drag it to the position you would prefer, where the top is most important and the bottom is least important

Vehicular Speed / Safety

Pedestrian Safety / Friendliness

Business Vitality

Visitor / Tourism Readiness

Livability and Crime Reduction

Air Quality

On-Street Parking

Cycling Infrastructure

Public Transit

Emergency Vehicles

Road Infrastructure

Cost of Conversion

Are you finished ordering the list above?*

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Thank You

Thank you for completing the Virtual Public Information Centre. Your feedback will assist the City of Windsor in determining a recommendation for next steps.

If you have further thoughts, please share them here.

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For More Information

If you have further questions about this project, or require additional information, please contact:

Clare Amicarelli

Road Safety Coordinator

Transportation Services

City of Windsor

(519)-255-6100 ext.6463

camicarelli@citywindsor.ca

Welcome to the Ward 3 and 4 One-Way to Two-Way Street Conversion Virtual Public Information Centre

Welcome

City of Windsor Land Acknowledgement

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City of Windsor Privacy Statement

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Downtown Windsor One-Way to Two-Way Street Conversion

Background

Public Engagement

Relevant Municipal Policies and Plans

Downtown Windsor Transportation Master Plan (2007)

Downtown Transportation Strategy (2016)

Active Transportation Master Plan (2019)

Streets Under Consideration

Ward 3

Ward 4

Map showing one-way streets in Windsor being considered for conversion to two-way traffic.

Impacts from One-Way to Two-Way Street Conversion

Vehicular Speed / Safety

Pedestrian Safety / Friendliness

Business Vitality

Visitor / Tourism Readiness

Livability and Crime Reduction

Air Quality

On-Street Parking

Cycling Infrastructure

Public Transit

Emergency Vehicles

Road Infrastructure

Cost of Conversion

Overall Thoughts on One-Way to Two-Way Conversions of Ward 3 and 4 Study Streets

Vehicular Speed / Safety

Pedestrian Safety / Friendliness

Business Vitality

Visitor / Tourism Readiness

Livability and Crime Reduction

Air Quality

On-Street Parking

Cycling Infrastructure

Public Transit

Emergency Vehicles

Road Infrastructure

Cost of Conversion

Street Conversions

Janette Avenue: Riverside Dr. W. to Tecumseh Rd. W.

Bruce Avenue: Riverside Dr. W. to Tecumseh Rd. W.

Dougall Avenue: Wyandotte St. W. to Tecumseh Rd. W.

Victoria Avenue: University Ave. E. to Pine St.

Pelissier Street: Chatham St. W. to Erie St. W.

Glengarry Avenue: Riverside Dr. E. to Cataraqui St.

Aylmer Avenue: Riverside Dr. E. to Cataraqui St.

Pitt Street: Caron Ave. to Goyeau St.

Chatham Street: Caron Ave. to McDougall St.

Lincoln Road: Riverside Dr. E. to Shepherd St. E.

Gladstone Avenue: Riverside Dr. E. to Shepherd St. E.

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