Based on the feedback from SERT and the preliminary feedback to date from the BIAs, Administration recommends implementing a Temporary Parking Pick-up Zone Program, but not a Curb Lane Pedestrian Zone Program.

The following process is suggested for Council’s consideration:

Requests for temporary parking pick-up zones may be submitted by interested  BIAs and reviewed by SERT.

Only existing on-street parking spaces and commercial loading zones would be  eligible to be converted into temporary parking pick-up zones.

If SERT recommends that the temporary parking pick-up zone be approved, the  recommendation would be provided to the Chief of Police for approval (under the Chief of Police’s authority under Parking By-law 9023 to make orders regarding parking in an emergency).

On approval by the Chief of Police, City staff would install the appropriate signs  to identify the temporary parking pick-up zone.

Temporary parking pick-up zone signage would be removed when the  Corporation’s declared emergency ends, or earlier at the request of the BIA.

Permanent Lane Reallocation

Certain other municipalities in Ontario have either installed temporary cycling infrastructure or accelerated the construction of permanent cycling infrastructure in response to COVID-19. These projects generally have a number of goals:

To provide opportunities for physical activity that are compatible with physical  distancing;

To allow improved options for essential travel, and for commuting by essential  workers; and

To encourage physical distancing by providing alternatives to sidewalk cycling. 

The cost to provide temporary cycling infrastructure typically exceeds the cost to install permanent cycling infrastructure after a few months. Because of this, the City of Brampton is expediting the installation of permanent bicycle lanes to replace its 3.5 km temporary bikeway project on Vodden Street and Howden Avenue.

Council Resolution CR563/2019 directed Administration to review the feasibility of lane closures on Wyandotte Street East between St. Luke Road and Lauzon Road. The overall findings of the review to date are as follows:

In the 4-lane undivided sections, which make up the majority of both BIAs, a “4-  to-3” road diet may be feasible, as shown in Figure 6. This option provides similar capacity to the existing lane configuration. With the two-way left turn lane, through vehicles are not impeded by vehicles waiting to turn left.