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Hilldale Avenue is included for a bike lane as defined in the Active Transportation Master Plan. Installation of this bike lane wouldn't contravene Provincial Bill 60 as it would not involve removal of a traffic lane. The bike lane would provide AT access to Hilldale Public School and access from the Hilldale neighbourhood to the Chinguacousy Trail.

Councillor Fortini is questioning the need for this bike lane.

Howden Boulevard forms part of the East West Cycling Corridor as identified in the Active Transportation Master Plan. The East West Cycling corridor forms a critical part of the AT network that connects the majority of the north-south pathways in the City is the only contiguous barrier protected bike lane in the city.

Currently there are approximately 3.5M cycling trips taken in the City of Brampton annually. The City's transportation plans indicate that this number must grow substantially and at the expense of car travel, to avoid untenable increases in traffic congestion. The most effective way to accomplish this "mode share shift" is to provide a  cycling network that is perceived as safe, convenient, and connected, one that makes it easier for people to choose to travel by bike to destinations instead of using their personal automobile. The City has committed to implement this network as part of its transportation and strategic plans that were unanimously endorsed by Council.

In the spring of 2025 staff was directed to evaluate four options for the Howden section including public consultation. Options 1,2, and 3 included different configurations of multi-use pathways to replace the bike lane. Option 4 proposed a different intersection treatment that would help alleviate congestion, while leaving the majority of the infrastructure intact. Staff and bicycle advocates supported Option 4. The public feedback supported Option 1 even though it was 5X more expensive. Sharrows are not safe bicycle infrastructure and are not appropriate for Howden due to traffic volume and speed.

Instead of choosing any of the staff options, Council instead voted to remove the bike lanes entirely , using money allocated for active transportation improvements and without plan for replacement. Removing a key part of the network through this motion, reverses much of the progress that has been made in the past 5 years and makes a mockery of the planning process which is a waste of staff time and tax-payer money.

This report relates to the Heritage Heights Secondary Plan (HHSP) area, located west of Mississauga Road, east of Winston Churchill Boulevard, north of the Credit River and south of Mayfield Road.

After revisions imposed by the Ontario Land Tribunal, the Revised Heritage Heights Secondary Plan accommodates the Highway 413 transportation corridor and includes schedules identifying the road network, road right-of-way width, and active transportation and trail networks (Attachment 1). The OLT-approved HHSP is grounded in eight guiding principles and includes mobility policies that emphasize balancing transportation and land use, while leveraging investment in transit and active transportation to provide a range of travel choices and encourage sustainable travel behaviors. There are several transportation-related objectives in the HHSP including 3 that inform the key objectives of the HHTMP including: 15-minute walk, a connected system of natural heritage areas, parks and amenity spaces, and promoting mobility.

Supports an active transportation bridge across the CN tracks

The delegation from David Laing, Chair, BikeBrampton, to the Active Transportation Advisory Committee Meeting of December 9, 2025, re: The Impact of Provincial Legislation, Specifically Bill 60 on the Implementation of the City's Active Transportation Strategy outlined that the passing of Ontario Bill 60 banning bike lanes on existing roads would have serious implications for the Brampton Mobility Plan. Achieving the mode share targets outlined in the plan implies a safe, convenient cycling network exists. That network cannot be built in a timely and cost-effective manner without implementing on-street bicycle lanes on key streets that would complete connectivity between origins and destinations. 

The ATAC proposed the following motion in response to Mr. Laing's delegation. 

Whereas the success of Brampton’s Mobility Plan is highly dependent on increasing the mode share for sustainable transportation options including walking, cycling and micromobility,

Whereas failure to increase active transportation mode share will likely result in growing rates of traffic congestion leading to economic harm, increased health related risks and higher carbon emissions,

Whereas increasing the percentage of trips taken by pedestrians, cyclists or micromobility device users is dependent on the city providing a transportation network that meets high design and maintenance standards for safety, convenience, comfort, and connectedness,

Whereas the current Mobility Plan calls for a variety of bike lane types to be installed on many roads, and that this strategy represents the most expeditious and most cost-effective approach to completing the active transportation network while achieving the standards noted above,

Whereas the Ontario government’s Bill 60 now bans Brampton from removing vehicle traffic lanes to install bike lanes,

Whereas the City of Toronto proposes to reconfigure roads allowing bike and traffic lanes to coexist by making efficient use of available road space,

Therefore be it resolved that it is the position of the Active Transportation Advisory Committee, that:

1. Council direct staff to reevaluate the Brampton Mobility Plan in light of Bill 60; and,
2. Staff report back to the Active Transportation Advisory Committee on which streets in Brampton could receive similar treatment to that being proposed in Toronto as part of the Active Transportation Master Plan update and to prioritize Active Transportation network infrastructure projects; and,
3. Sufficient funds be included in the city’s budget each year to build prioritized projects such that the network can be completed within the planning period.

The motion be referred to the mayor’s budget process. This motion was approved by Council but then ignored during the budget process!

Committee discussion took place regarding provincial legislation passed banning automated speed enforcement (ASE) cameras, and included the following:

• Development of a strategy for alternate uses for the cameras, including shared access with Peel Regional Police
• Continued use of the cameras to collect data
• Resident concerns and disappointment regarding the ASE program ban
• Provincial support for alternate uses of the cameras

Brampton had enacted speed enforcement cameras and the Province was looking to make them illegal.  Brampton Council is to show that they are effective.

OVERVIEW:
 Staff use the Neighbourhood Traffic Management Guide (NTMG) to determine hotspots in the City where traffic calming efforts are required.
 Staff work closely with Peel Regional Police to share data to validate concerns raised so enforcement efforts are conducted where they are mos tneeded. This occurs in an ongoing manner.

 Staff proposed a two-pronged approach that first restricted driver trainers from utilizing the area for training purposes and the second was to collaborate with the MTO to encourage their adoption of a more dynamic selection of testing routes.
 The MTO has subsequently chosen alternative test routes and, while these test routes have been identified via YouTube, and other social media platforms, the more dynamic utilization of alternative routes has not resulted in increased traffic on any singular route within the City of Brampton.
 It can be concluded, anecdotally, that driving instructors have adapted by training to the test requirements as opposed to the test route. In this, the goals of the foundational bylaw have been achieved.
 There is no financial impact resulting from the adoption of the recommendations in this report.

A motion, moved by Regional Councillor Santos and seconded by Regional Councillor Vicente, was introduced to redesignate the bike lanes on Royal West Drive and Elbern Markell Drive as urban shoulders.

A Point of Order was raised by Regional Councillor Palleschi, for which Mayor Brown gave leave. Councillor Palleschi indicated he had not been informed of the motion.

The motion was considered as follows.

• C223-2024

  Moved byRegional Councillor Santos

  Seconded byRegional Councillor Vicente

  That staff redesignate the bike lanes on Royal West Drive and Elbern Markell Drive as urban shoulders.

Discussion in response to Ontario Bill 212 and resident push-back to rethink active transportation master plan.

Look at in-boulevard infrastructure for 4 lane streets 

Look at installing urban shoulders instead of bike lanes on 2-lane streets with driveways

In-boulevard infrastructure costs 3X on-street bike lane.

Councillor Brar brought up safety issue on roads like Brisdale at Bovaird where there are lots of commercial driveways, Receiving complaints from residents. Want the bike lane installation to stop in Wards 2 & 6 until the major part of the network is built so that residents are more accepting. Councillor Power asked friendly ammendment to halt bike lanes in 7&8 as well. Just roads.

Councillor Fortini, brought up the issue of all the planted trees, infrastructure, and lack of space in many areas of constraint.

Related to RM21/2023, on March 8, 2023 Committee of Council directed staff to report back on a plan for painting/colouring the active transportation footprint in the City.

Subsequently, through the budget approval process for 2024, funds were allocated through the capital budget for the implementation of green pavement markings in bike lanes.

This report supports Brampton’s Transit & Connectivity by focusing on transportation and a connected infrastructure by incorporation of the Vision Zero framework to prevent fatal and serious injury from motor vehicle collisions.

By Increasing the fines for cars parked in bike lanes City Staff expect that fewer cars would park in them, thus increasing the safety of cyclists.

Barry had positioned his drone camera along North Park and documented many instances where cars were parked illegally in the bike lanes or interfering with bus stops. The video also shows how cyclists are forced into traffic to go around parked cars impacting safety. 

In the City of Brampton, Route 4/4A Chinguacousy is one of the busiest conventionalbus routes. As a result of increased ridership along the Chinguacousy Road corridor, it 
is recommended that a Züm service be implemented to accommodate this demand. Moreover, a Züm service along the Chinguacousy Road corridor is recommended in Brampton Transit's  latest five-year business plan (2023-2027) and was also identified in the City of Brampton’s Transportation Master Plan (2015).

Züm infrastructure including bus bays, upgraded bus pads, transit signal priority (Transit Signal Priority/Emergency Vehicle Priority) and upgraded shelters are scheduled to be installed along Chinguacousy Road between Sandalwood Parkway and Steeles Avenue. Chinguacousy Züm is planned to be launched following the start of service of the Hurontario Hazell McCallion Light Rail Transit line. Metrolinx has stated that the Hazell McCallion LRT will launch no earlier than late 2024. Chinguacousy Züm will connect Cassie Campbell Recreation Centre at Sandalwood Parkway to the Bramalea GO Station on Steeles Avenue via Chinguacousy Road and Steeles Avenue.

Additionally, signalized intersections along the Chinguacousy Road corridor between Sandalwood Parkway and Chinguacousy Road will be upgraded with active transportation infrastructure such as new bicycle signal heads, bike boxes and improved intersection geometry for cyclists. These improvements are being installed to enhance the rideability of the existing multi use path along the Chinguacousy Road corridor.

Presentation given regarding the benefits of cycling for a healthy community