On Hermitage Road, bike lanes, shared use paths, budget pressures, and WHY
Hopefully this answers some questions people are having about the new measures on Hermitage Road and 40 Street.
Putting Safety First: The Real Reason Behind the Changes
The changes on Hermitage Road are all about making the roadways safe for everyone. We’ve had some serious incidents here, like when an SUV crashed into a townhouse near 40 Street. Thankfully, no one was hurt, but speed was a factor. Stories like this remind us how much we need safer streets.
Here is a crash history on these roads between 2018 and 2022:
(228 crashes with 11 crashes involving pedestrians or cyclists)
56 per cent (128) of the crashes within the project area occurred at the signalized intersections at Hermitage Road & 50 Street and at Hermitage Road & Victoria Trail
Major causes of crashes included following too closely, turning left across the path of oncoming vehicles, and failing to observe the traffic signals
3 crashes resulted in major injuries at Hermitage Road & 50 Street
5 crashes resulted in injuries to pedestrians or cyclists
28 per cent (64) of crashes occurred at non-signalized intersections
The main causes of crashes included following too closely, traffic sign violations (failing to observe stop signs or yield signs), and running off the road
Hermitage Road and 40 Street had the highest number of crashes
4 crashes resulted in injuries to pedestrians or cyclists
16 per cent (36) of crashes occurred at mid-block locations
The main causes of mid-block crashes included striking parked vehicles, following too closely and changing lanes improperly.
The peak locations for mid-block crashes were along 40 Street approaching the intersection with Hermitage Road and along Hermitage Road between Hyndman Crescent and Victoria Trail
2 crashes resulted in injuries to pedestrians or cyclists
Collisions already cost our region around $800 million annually as of 2018, and it’s likely even higher now - closer to $1 billion per year. In comparison, the current bike lanes and traffic calming measures have an estimated cost of $88,000 for 40 Street and $339,000 for Hermitage Road.
That’s why the City Administration has narrowed the lanes, added bike lanes with buffers, and adjusted traffic flow on Hermitage Road. This is about slowing things down and making drivers more aware, which helps protect everyone — especially our kids and seniors.
Studies from the Transportation Association of Canada (TAC) say traffic-calming measures like these can cut crashes by up to 45%. This isn’t about making driving more frustrating; it’s about keeping people safe.
Why Narrow the Roads and Add Bike Lanes?
On 40 Street leading to Hermitage Road, you’ve probably seen the road get narrower to make room for bike lanes, which are built with enough space to keep cyclists safe, often with a buffer to separate them from cars. Research, from places like Portland, shows that protected bike lanes can reduce bike-related accidents by 65%. Other cities like Montreal and New York see similar results.
It takes a while for people to get used to new infrastructure. Right now, there are multi-use paths/bike lanes in segments throughout the city. Usage increases after these segments are built, but it often doubles and triples once they are connected, allowing people to travel safely from point A to point B. In other parts of Edmonton, where the City has installed bike lanes, there has been an increase in the number of cyclists, according to this report. You can also view how many Edmontonians are currently using our existing bike infrastructure everyday here.
The Issue with Barriers and Turn Lanes
I get it, the barriers and removal of right-turn lanes have been frustrating. But it was done because 91% of drivers on that road were found to be speeding.
The National Collaborating Centre for Healthy Public Policy (NCCHPP) found these measures can reduce collisions by 40%.
But if these barriers end up causing more confusion than safety, we need to rethink them. I’m keeping a close eye on this, and if it’s not working, I’ll push for changes.
What about an Emergency?
The bike lanes were designed to accommodate emergency vehicles. The Safe Mobility team used software to model fire truck turns at intersections and designed the barricades to accommodate their access.
The final designs were reviewed by representatives of Edmonton Fire Rescue Services. I have personally spoken to members of EFRS and they have no concerns.
What About Parking?
There has been some confusion regarding where people can and cannot park.
Parking will be maintained for those whose homes directly face Hermitage Road.
There is a smaller buffer space between the bike lane and the road way. Residents can park directly beside the bike lane and there is enough space to allow a vehicle to drive along the roadway. The same is true for access to the schools on Hermitage Road. Parents can park directly beside the bike lane to drop off and pick up their children in designated pick up and drop off zones.
Parking is not permitted in areas where buffer space between the bike lane and the roadway is larger and only permits for bicycle and vehicle traffic.
Concerns About the Extra Left Turn Lane
There’s been a lot of talk about the left-turn lane being blocked off at 50 Street and Hermitage Road. That’s a busy spot, and lots of cars need to turn left to get to Yellowhead Trail.
At a major intersection like this, traffic circles aren’t practical and there were collisions occurring due to lack of visibility with two lanes of cars attempting to turn at the same time, not clearly seeing oncoming traffic. Instead, the lane removal is supposed to help manage traffic flow more predictably and safely. Fewer lanes can sometimes mean smoother flow and fewer conflict points, especially for pedestrians crossing busy roads.
But I’m not just going to assume this change is perfect. I’m watching how it affects congestion. If it’s creating more problems than it solves, I’ll advocate for adjustments.
Winter is Coming — What About Snow and Ice?
We know Edmonton winters are harsh, and snow and ice bring their own challenges. The designs are based on models from other cold-weather cities like Minneapolis and Copenhagen, where similar setups work even in tough conditions.
According to the Administration, snow will be piled in the buffer space between the bike lane and the roadway. Here’s a video that shows how they expect it to look in the winter.
Snow removal plans prioritize bike lanes and pedestrian pathways for safety reasons. But if this doesn’t pan out during winter, we’ll need to adjust.
Providing a Full Picture: Why Decisions Like These Aren’t Made on a Whim
It’s easy to see changes on the road and wonder why they were made, but these decisions are based on a combination of safety data, research, fiscal realities, and long-term planning. We look at studies, community feedback, collision reports, and budget constraints before making a call. It’s never done on a whim, and there’s always a lot of thought and evidence behind these moves.
In the case of Hermitage Road, the data shows a real need to reduce speeding and improve safety. The aim is to create a more connected, safer network for all modes of transportation — not just cars. This kind of planning is especially important given our budget challenges.
Infrastructure Challenges, Funding Cuts, Population Growth, and Tax Implications
These changes are happening in the context of serious infrastructure challenges, rapid population growth, and cuts in provincial funding. Edmonton’s population is growing fast — imagine moving the entire population of Red Deer to Edmonton in just two years. While this growth brings vibrancy and opportunity, it also brings more cars on the road, more demand for public transit, and more pressure on our infrastructure and services.
However, while more people are moving in, that doesn’t automatically translate into more revenue for the city. Property taxes, which are the primary source of revenue for Edmonton, are based on the number of properties, not the number of people. So, while population growth adds pressure on infrastructure and services — like roads, transit, and public safety — the revenue doesn’t grow at the same rate. We’re left needing to stretch our dollars further to cover more ground.
Compounding this challenge is the reduction in provincial support. In 2024, the total provincial capital funding for municipalities is around $1.73 billion, significantly reduced from previous levels. The new Local Government Fiscal Framework (LGFF), which replaces the Municipal Sustainability Initiative (MSI), provides $722 million — far short of the $1.75 billion municipalities called for (source). This funding gap puts extra pressure on cities like Edmonton to find innovative ways to maintain and expand infrastructure.
Then there’s the impact of the provincial cuts. The loss of the $90 million in grants in lieu of property taxes for properties serviced by the City of Edmonton has had a cumulative impact. When looking at this year’s proposed tax rate, these ongoing provincial cuts add up to approximately 7.75%. This isn’t just a one-time hit; it’s part of a broader pattern where the province offloads costs onto cities, effectively inflating local taxes and creating financial pressure at the municipal level. It’s a kind of cost downloading that allows the province to appear fiscally responsible while passing the burden to local governments.
The Fiscal Case for Bike Lanes
Investing in bike lanes and shared-use paths is about making smart, cost-effective choices given our current budget constraints and the changing transportation habits of our residents. Traditional road expansions are costly and require significant maintenance over time. Bike lanes, on the other hand, are less expensive to build and maintain and provide a sustainable solution to traffic congestion and safety concerns.
A study by the Victoria Transport Policy Institute shows that bike lanes are much cheaper to construct than new car lanes and lead to lower maintenance costs over time because bikes cause far less wear and tear on roads. Every person who opts to bike instead of drive reduces road congestion, lowers emissions, and saves taxpayer money. With more residents, especially seniors and young people, choosing bikes, e-scooters, and other forms of active transportation, these investments make fiscal sense and support a more livable city.
Pros and Cons of Removing Slip Lanes
Removing slip lanes (those right-turn lanes that bypass intersections) has sparked some discussion, and it’s important to look at the pros and cons.
Pros:
Improved Pedestrian Safety: Slip lanes can be dangerous because they force pedestrians to cross more lanes where cars might be moving quickly. Without them, cars have to slow down and stop, making things safer.
Reduced Vehicle Speeds: Slip lanes encourage quick turns. Removing them slows traffic, reducing collisions.
Better for Cyclists: Slip lanes can lead to cars cutting across cyclists’ paths. More controlled intersections help all users navigate more safely.
Supports “Complete Streets”: Removing slip lanes aligns with efforts to make streets safer for everyone—pedestrians, cyclists, transit users, and drivers.
Cons:
Potential for Increased Congestion: Slip lanes help traffic flow smoothly for right turns. Without them, congestion can increase, especially during busy times.
Longer Travel Times for Vehicles: Cars turning right now have to wait their turn, potentially slowing things down.
Higher Emissions and Fuel Use: Stop-and-go traffic can increase fuel consumption and emissions.
Space Constraints: Removing slip lanes might require reconfiguring intersections, which can be tough where space is limited.
Mixed Safety Impacts: While they’re good for pedestrian safety, removing slip lanes might not always be best for vehicles in busy spots.
Open to Change Based on Feedback
I understand why these changes were made and the data supporting them, but my priority is to ensure that they actually work for all of us.
These changes aren’t set in stone. I’m gathering data, watching how things go, and listening to your feedback. If these changes aren’t delivering the safety and flow improvements we need, we have room to adjust. This is about making things work better for everyone.
