For Cyclists & Transit Users
Victoria already leads the country: 95% of residents live within 500 metres of a safe cycling route — the highest share in Canada — and the country's highest bike-to-work rate. This framework finishes the job, and it does something rarer: it is honest about transit. Routes, frequency, and fares belong to BC Transit and the Transit Commission, not to city councils — which is why transit is where municipal candidates most often promise what they cannot deliver. We name what the City controls, fund it, and publish how Victoria votes on the rest.
This is the same framework as the full Program — same measures, same numbers, same jurisdictional caveats — read through a rider's eyes. Every measure named here is costed and sourced in the master, and every number links back to it.
← Back to the frameworkFinish the network
- Complete the All Ages & Abilities bike network (Measure 20) and put protected lanes on all major routes (Measure 41) — designed to work for adaptive cycles, hand cycles, and e-bikes, coordinated with the accessibility program (Measure 25b).
- A safety audit on every new road project (Measure 42) so the network never gets worse by accident.
Signals that see you
Adaptive traffic signal control on major corridors (Measure 19). The Pittsburgh Surtrac system cut travel times 25% — and this rollout carries transit signal priority on every corridor it reaches, at no incremental cost, plus pedestrian clearance timed to real walking speeds (1.0 m/s), leading pedestrian intervals downtown, and no beg buttons on primary downtown crossings (Measure 20b).
Honest transit, funded where the City can act
- A named annual transit-priority capital line (Measure 23b): bus lanes, queue jumps, boarding bulbs, and stop accessibility on City right-of-way, reported project by project — Douglas Street and the Trans-Canada approaches first. And the part nobody publishes today: how Victoria's representatives vote at the Transit Commission, on the record.
- RapidBus and dedicated lanes championed (Measure 23), Westshore rapid transit and the E&N corridor pressed at every table (Measure 22), and modern contactless fare payment (Measure 21).
Walking counts as transportation
Every transit trip starts and ends on foot. Measure 20b gives walking its own numbers: a published sidewalk gap inventory in Year 1 ranked by school routes and transit stops, a maximum spacing standard for protected crossings, a published response time for blocked sidewalks — and public bathrooms treated as transportation infrastructure (Measure 24b), mapped and open.
Trending toward zero
- All ten of the most dangerous intersections redesigned within the term (Measure 38) — today, no public collision inventory even names them. Scorecard row 10.
- 30 km/h on residential and downtown streets (Measure 39), evidence-led pressure for school-zone speed cameras within what BC law actually allows (Measure 40), and federal advocacy on vehicle hood-height standards (Measure 42b).
- The framework keeps the city's 60% sustainable-mode-share target for 2030 (Measure 62) — delivered by making the sustainable choice the convenient one, not by punishing anyone out of a car.
Paid for, and lit
Streets lit all night with warm LED lighting (Measures 30 and 37) make the 6 AM ride and the 11 PM walk home feel as safe as they should be. All of it is funded inside existing transportation envelopes and the framework's verified-savings engine (Measures 65 and 15) — with the tax glide path intact (Measure 66).
Also in the framework for you
- Smooth pavement is cycling infrastructure (Measure 25). Roads-first maintenance with 7-day pothole repair — a pothole is a cyclist hazard long before it is a driver's annoyance.
- More places to walk and roll (Measures 47 and 45b). Waterfront walkways extended, and pedestrianization piloted where it is earned — Bastion Square first, Government Street next, measured before expanded.
- The last 5%, honestly funded (Measure 20). The network target moves from 95% of residents within 500 metres to 100% within 400 metres by 2030, drawn from the existing active-transportation envelope with federal cost-share pursued — and if the cost-share does not materialize, the timeline extends and we say so, rather than quietly missing it.
Your Victoria in 2030
It is 8:10 on a wet November morning in 2030, and the ride downtown is the easiest part of your day. The signals see you coming and hold the green; the lane is protected the whole way; the last four hundred metres exist now, because the city closed the gaps instead of celebrating the 95%. On Douglas, the bus moves in its own lane past the queue — funded, built, and reported project by project, exactly as promised. Your fare is a tap. Blanshard and Hillside is rebuilt — all ten of the worst intersections are — and the collision count is published quarterly, so you can watch it fall instead of taking anyone's word. Nobody won a culture war to get here. The city just built the convenient option, counted honestly, and let the numbers do the arguing.
How you hold us to it
Quarterly public scorecard: ten dangerous intersections redesigned (row 10), permit and project reporting through the quarterly dashboard (Measure 67), and every transit-priority dollar reported by project. Numbers, not vibes.