CONFIRMATION OF MINUTES

1. WALKING SECURITY INDEX

- Co-ordinator, Transportation Committee report dated 3 Nov 98

The Acting Commissioner, Doug Brousseau, introduced Dr. Barry Wellar of the University of Ottawa, who was invited to do some research on the Region’s behalf to develop tools staff could use to measure the level of comfort and security of pedestrians at intersections. Staff will be providing a response to this report at a later date.

Dr. Wellar explained that the purpose of this study was to recognize the fact that pedestrians have a series of expectations and experiences about their walking security, but the two are not the same. The study examined safety, comfort and convenience as the three driving concepts. He referred to the Highway Capacity Manual in which convenience - not safety - was the primary concern, and stated that this document has driven the automobile industry and transportation in North America for over thirty years. He stressed that everyone should be treated equitably with regard to transportation and all are entitled to convenience, safety and comfort. Dr. Wellar provided a detailed overview of the variables used to determine the three concepts, as detailed in his report. He also highlighted the criteria developed to evaluate those variables.

Dr. Wellar remarked that the Walking Security Index builds on and draws from the Regional Official Plan and the Transportation Master Plan (TMP) and therefore, Council should have regard for that work when it makes recommendations that affect pedestrian security. During the study, many area residents complained about the Ontario Municipal Board’s (OMB) tendency to favour developments that generate more automobile traffic. However, if the Region’s priority is pedestrian, cyclist, transit, automobiles, this should be clear to the OMB when they are making such decisions. Further, he suggested a copy of the report be sent to the OMB for information purposes because there is a modal restructuring in Ottawa-Carleton of which the OMB should be apprised.

Dr. Wellar reminded committee that this is original research that has not been done before and therefore must be examined carefully. He emphasized that the indexes need to be tested with standard evaluation criteria i.e. effectiveness, efficiency, transparency, et cetera. He advised that the Region should test them to ensure the users and intended users who are ultimately affected by what the Region does, are comfortable with this index. With regard to the suggestion for pilot projects, he stressed that much of this research is exploratory and hoped others will examine it and provide feedback. He believed it was necessary to carry out some pilot studies because he did not know conclusively the affect of this study. He maintained that if the indexes are used correctly, the Region could very well get into a very logical, systematic and progressive modification program.

Councillor Cantin questioned whether he had reviewed the effectiveness of mid-block crossings and Dr. Wellar indicated that during their research they did uncover some information about these types of crossings and suggested there were areas in the Region where they would be successful. Unfortunately, their limited funding did not permit them to examine this further. The councillor made note of the various methods employed by different jurisdictions to address pedestrian crossing problems.

Councillor Davis asked whether his studies uncovered ways of improving pedestrian access at busy streets, particularly for children and seniors. Dr. Wellar indicated that one of the indexes is an audit form which would enable the Region to rank each intersection, based on specific variables. He advised that if the intersection cannot be modified for physical reasons, then it will be necessary to modify pedestrian and motorist behaviour. The councillor highlighted the difficulty experienced by pedestrians when signals are widely spaced along a busy stretch of road and the requests this has sparked from the community for pedestrian signals and she inquired whether he had alternative suggestions. Dr. Wellar explained that for decades decisions have been made on land use and when a problem is created as a result, the answer is usually sought through transportation means. He emphasized that land use must take into account the transportation-related consequences for all modes.

Councillor Doucet noted that at times the dangers are not caused by land use, but by the types of roads that are built. He questioned whether there is an answer to make roads safer and Dr. Wellar believed that one way that may influence drivers is to impose stricter fines. He agreed it entailed an attitude adjustment on the part of drivers and pedestrians.

Councillor Cantin agreed there was a requirement to provide more education for pedestrians. He questioned whether his research examined the possibility of stopping traffic in all directions and having just one pedestrian movement. Dr. Wellar indicated that one of the recommendations in the report is desire line walking which has been very successful in some U.S. cities. He explained the crossing is corner to corner and reduces the time a pedestrian is exposed. In his report, he proposed that the intersection of Laurier and Elgin would benefit from such a pilot project.

Councillor McGoldrick-Larsen questioned whether the Region should be submitting this document along with the Region’s Official Plan and its TMP to the OMB as suggested by Dr. Wellar and questioned whether the OMB take those factors into account when it is making decisions on land use. The Planning and Development Approvals Commissioner, Nick Tunnacliffe believed the Board would only be interested in the report as evidence in part of a case. He doubted that sending the material to them would have any influence, unless it had relevance to a particular issue they were hearing.

RECEIVED

PUBLIC HEARING

2. ELGIN STREET REHABILITATION (QUEEN TO LAURIER)

- Co-ordinator, Transportation Committee report dated 3 Nov 98

The Project Manager, Barry Townsend provided a brief overview of the item since the item was last discussed in October. Staff concur with Recommendation 4 i.e. to extend the medians through the pedestrian walkways to serve as pedestrian refuges; it is proposed that these be granite in keeping with the granite curbs proposed by the National Capital Commission (NCC). Since October, a few additional changes have been incorporated to the design including: modifying the radius of the southwest corner of Laurier and Elgin to shorten the pedestrian crossing distance; and, the entrance to the National Arts Centre at Queen/Elgin will be modified to be more like a private entrance rather than what appears to be a continuation of Queen Street.

He addressed each of the directions approved by committee last month. Because they were related, the following three were considered together:

Staff support the proposal recommended by the committee in October for a ‘full-depth’ bus lay-by in front of the Lord Elgin Hotel. Although its construction will require the removal of one mature tree in front of the hotel, another will be planted nearby. The design maintains the integrity of the NCC’s street light system which is an important component of the boulevard. Although the owner of the hotel is satisfied with this proposal and as a result, has indicated there is no longer a need for a ramp from Elgin onto Laurier to access their parking lot, they had expressed an interest in having a partial lay-by further north near Slater. Staff do not support this partial lay-by as it would produce a "pinch-point" similar to that which was a concern of committee in the first draft of the design discussed last month. Instead, it is proposed that the portion of the curb lane on Elgin between the north access lane to the hotel and Slater be used as an additional bus loading zone. He maintained that through traffic flow can be maintained in adjacent lanes on this particular portion of Elgin. If the full depth lay-by and the bus loading zone at the north end of the curb lane can be implemented, he advised that a compromise can be reached with the Lord Elgin Hotel, the NCC and the Region, whereby there will not be a ramp directly from Elgin into the parking area to the south of the Hotel. Instead, access to the parking area will be off Laurier Avenue.

With respect to the suggestion for using the curb lane for bus parking, Mr. Townsend advised that the basic requirement of the west curb lane is for storage capacity for turning and through movements on the approach to the intersection at Laurier. Buses and/or taxis could be parked in the full depth lay-by without jeopardizing the operation of the intersection of Laurier and Elgin. Further, OC Transpo have no concerns about this proposal, so long as the capacity and through capacity on Elgin Street are maintained.

In response to a question raised by Councillor Cantin, B. Townsend indicated that if a ramp was constructed in front of the Lord Elgin Hotel to access their side parking lot, it would mean large tour buses having to cross the sidewalk along Elgin Street, which is extremely difficult. To illustrate this, he produced a series of photographs depicting the movements necessary for a bus to access and egress in this fashion. And, while he agreed accessing the parking lot from Laurier was not ideal, it would provide a better opportunity for pedestrians through that area. Conversely, Councillor Cantin believed it would be safer for pedestrians if the buses were driven over the sidewalk and into the parking lot, rather than backing up from Laurier. He believed this would expose a lot of people to unnecessary danger if that is accepted.

With respect to the suggestion to use the curb lane for bus parking, B. Townsend indicated the lane is heavily used by traffic and the intersection would not function properly if it were dedicated solely for buses.

B. Townsend indicated a lunch-time meeting was held on 29 October at which time 26 people attended. Their comments were of a similar nature to those previously received.

Staff met with the Lord Elgin Hotel and received their compromise solution with respect to the bus bay in front of the hotel. A presentation was made jointly to the Centretown Citizens Community Association, Ottawalk, the FCA and Action Sandy Hill. Although they did raise some concerns, there were no new issues. There were no particular concerns from Lisgar Collegiate.

B. Townsend provided an illustration of several intersections which right-turn on red restrictions could be implemented. He advised that while a couple would be feasible, others would cause operational problems for traffic. The pedestrian representative on the Department’s Design Advisory Committee suggested a couple of locations at which pilot projects could be implemented for this initiative, but the ones proposed at Queen and at Slater were rejected by the Transit Priorities Task Force because of the detrimental affect they would have on buses travelling through those intersections.

A survey was conducted by Delta Media Inc. (copy on file with Department) and 589 pedestrians were interviewed at various times of the day at all of the crossings. The results show that people are concerned about traffic speed, timing of pedestrian lights and failure of motorists to yield the right-of-way. In addition, accessibility for people with mobility impairments and street lighting were a couple of other concerns raised. To improve the situation, some suggested that pedestrians be given more time to cross, there be increased surveillance and enforcement and right-hand turning movements should be prohibited.

B. Townsend illustrated how the median would look near the National Art Centre with raised planters. The NCC is not supportive of this design and if this proposal were approved, it would be at the Region’s cost.

Chris Bradshaw, Ottawalk reiterated some of the points he made in October. He maintained there was a need to restrict right-turning movements at Laurier and Slater on red lights in order to use the capacity provided by the double left-turns at Laurier and Albert. With respect to the width of the road he did not believe there was a need for seven lanes of traffic, particularly as this is a pedestrian route. With respect to the turning radii, he was concerned that 10 metres was too much, especially when the turning radius at Metcalfe is closer to 3 or 4 metres. Ottawalk is especially concerned about the turning radius on the section of sidewalk directly adjacent to the street between Albert and Slater where the sidewalk is pushed back to the curb. However, the other sections on that block benefit from being set back from the sidewalk. For the pedestrian refuge, Ottawalk recommend there be a pole or a bollard at the far end to ensure motorists do not drive over the island. He added that much of the speed through this area is due to the lack of adjustment by drivers who have just come off the Queensway. He stressed the importance of ensuring children, seniors and the disabled are comfortable travelling through this area. In closing, he reflected that the Centretown Area Transportation Study and the Regional Official Plan are very clear about stating that the pedestrian is the primary mode in this particular area and he believed the community had an opportunity to achieve a great savings that comes with the reduction of the automobile.

Councillor McGoldrick-Larsen made reference to squaring off the corners referred to by the delegation and questioned whether there was any reason that cannot be accommodated considering there will not be any right turns at those corners. Staff advised there is not a great advantage for pedestrians to do this. Gerry Lajeunesse from the NCC advised that squaring off the corners may also pose a problem for snow plows in the winter time. With respect to his suggestion for a bollard or pole at the end of the median, staff advised the end of this facility will be a large piece of granite which will be very visible to motorists.

Bruce Levine, City Centre Coalition highlighted the points made in a letter to committee from the association and the Centretown Citizen’s Community Association. He indicated that road improvements tend to satisfy peak demand for private automobile access to and from the core and this project is no exception. He believed that planning based on peak demand is futile because it simulates even greater demand for easy automobile access and discourages the use of public transit and other ways of transportation. He believed this rehabilitation may save motorists a few minutes in travel time, but it will be at considerable cost to the downtown environment. He stated that the former elegance of this road is being sacrificed for the sake of storage lanes for cars waiting to turn onto Laurier. This approach is totally opposite to the current RMOC policy which favours pedestrians, cyclists and transit users over the private automobile. He related the fact that the construction surrounding the Plaza Bridge has not caused any unbearable traffic problems and indeed, the bottleneck seems to have influenced more people onto public transit. He maintained that it was not necessary to have seven lanes and suggested a reduction would allow a reinstatement of the landscaped median, boulevards, wider sidewalks and the elimination of one northbound lane. He also stressed the need to reduce by one, the left-turn lanes onto Laurier Avenue.

Lois Smith distributed a map of the project area which contained her suggestion for a vertical bus-size elevator in the parking lot of the Lord Elgin Hotel, which would enable buses to access an underground parking garage. She believed this would solve the problem of buses parking along the road or posing a hazard to pedestrians as they drive across the sidewalk. She also suggested that surface parking be provided for buses around the Region immediately. She maintained the medians must be wide enough to allow someone pushing a wheelchair or a larger motorized wheelchair to be fully protected while on the median. As a temporary measure, she suggested pedestrians use the outer boulevard in front of the hotel and buses and taxis use the inner part where the sidewalk currently exists; she believed this would provide a free-flow to and from the parking lot on Laurier Avenue beside the hotel.

David Gladstone, Centretown Citizen’s Community Association distributed a handout which included comments from his organization as well as others in support of the City Centre Coalition position. In addition to the comments made by the representative of that organization, he stated the street was grossly over-designed, especially during the peak hours. The Official Plan has superseded the Highway Capacity Manual which was implemented approximately 30 years ago when this road was reconstructed, whereby it states that roads will not be sized to meet peak travel demands, but rather the overall modal split. Therefore, they would like the current 4-lane configuration followed through this area and the medians to be generously sized. He indicated their proposal is supported by many other associations and is a rare opportunity for the Region to rebuild Elgin Street as a majestic boulevard entrance-way to Parliament Hill and in a way that favours the modal split outlined in its Official Plan.

Councillor Davis inquired whether staff have determined the amount of traffic displacement that will occur during construction and which areas that traffic will be diverted to. The Acting Commissioner, Doug Brousseau advised they have not, adding that there is no science associated with the displacement of traffic. He advised it would depend on the destination of those motorists. Staff have seen some diversion as a result of the work on the Plaza Bridge, and suggested many people have turned to public transit as a preferred mode of travel. In response to further questions posed by the councillor about having those details during such projects, he advised that staff are managing traffic during construction and are making it as safe as possible for people to get through the site. He advised they were not using the work on the Plaza Bridge as a planning exercise, but staff could obtain the data if requested. Councillor Davis stated that during construction there will be a lot less traffic so if the downtown can survive with a single left-turn during construction why would it not operate following construction. The Acting Commissioner advised that it depends on what the desire is of Council, the community and businesses in the downtown i.e. would they want traffic to return to its previous levels, would merchants be happy with the displacement of traffic. He advised that staff are designing the roadway to accommodate the demand that exists today and if committee wants that demand to disappear somehow, he did not know how that would happen; the reality is if traffic comes back which is expected, there will be considerable congestion and impact on all users if the capacity is not there that is being proposed.

Councillor Davis was disappointed that the Planning Department was not working on this. She wanted to know if there would be an impact; she recognized that cars may be displaced permanently and businesses may be affected, but if more people start to use transit, she believed that should be determined in conjunction with OC Transpo. She suggested there be co-operation between the Planning Department so the committee could see this information. She believed this is a missed opportunity to gather data to help Council make decisions better. She noted the STO ridership has increased and questioned whether there is specific data from them in this regard. Staff advised the STO ridership increased between 8 and 10% but staff have to qualify that amount. The councillor proposed that planning staff from the Environment and Transportation Department and the Planning Department work together to examine this issue. D. Brousseau advised that staff can collect that data and he would alert the Planning Department to the councillor’s interest in looking at this issue as a pilot project.

Linda Hoad stated that Regional roads are more than movers of traffic; they are residential streets, are the commercial lifeblood of many communities and are public open spaces serving ceremonial and civic functions and Elgin and Laurier qualify in this respect. Ms. Hoad noted that the review of design guidelines mandated by the Region’s Official Plan has begun based on the policies outlined in that document and this study will look at the civic function of the land uses adjacent to the road, the public space role of roads in the Region and will suggest that a balance must be found between the transportation role and the other roles that Regional roads play. Since the 1980’s, she remarked that the Region has invested very heavily in its transitway system, but easy access to the Queensway from the downtown core competes directly with that investment. She emphasized that the Regional Official Plan attempts to shift people from their automobile to other modes and if they are displaced during construction, that capacity should not be replaced; the Region should be encouraging those people to stay out of their cars. In view of this, she suggested a construction project is an ideal opportunity to encourage a shift to the alternative modes and she felt it would be a missed opportunity not to take advantage of that fact. Ms. Hoad stated that there has been a lot of money spent in this Region with respect to the redevelopment of Confederation Park and the Festival Plaza to create a people-place in the downtown core, but there is a contradiction between that and the roads that surround. She suggested that if committee and Council does agree to reduce the paved surface by expanding the median, it still owns the right-of-way and could easily revert back to the proposed design if it was not successful. She urged committee to remember its commitment to the Official Plan and the Transportation Master Plan (TMP) and remove the double left-turns on Elgin Street.

Councillor Doucet questioned what the removal of that lane would do to the flow of traffic to other wards. Ms. Hoad responded by stating she had looked at the difference before and after the Mackenzie King Bridge reconstruction and the difference is almost negligible, although the pedestrian count increased. She was not convinced that removing pavement is the same as removing capacity, but suggested there are ways of keeping the cars moving more efficiently, without having to resort to double left-turn lanes. She felt the design without it would still move the same amount of traffic.

Tim Lane stated that if Elgin will be reduced to about half its capacity during the construction period, he did not see why the double-left turn lanes had to be maintained. He agreed there should only be a single left-turn lane at Elgin and Laurier and a wider median provided.

The Committee also received correspondence from the following individuals/ organizations which is held on file:

Councillor Byrne questioned what kind of analysis is done to ensure the philosophy of the TMP is maintained i.e. that no traffic be diverted as a result of roadway reconstruction. D. Brousseau indicated that in rehabilitation projects such as this, staff examine how to enhance pedestrian facilities, ensure transit operates well and provide bicycle lanes, while reinstating the existing capacity if possible. In this particular project, staff must address those concerns while at the same time serving the tour bus industry and the Lord Elgin Hotel and maintaining the appearance of Confederation Plaza, which is a big challenge. He emphasized the design is quite aggressive in terms of enhancing pedestrian facilities while trying to serve all other needs. The councillor questioned whether there was a method of monitoring the affect after the changes are in place and D. Brousseau advised if committee wanted to take such action, he would recommend that staff report back on that particular direction. He added that if the design does not service the demand, there is potential for significant congestion downtown and the impact will have an affect on pedestrians at the next intersection.

Councillor Bellemare noted the committee’s recommendation approved in October with respect to the pedestrian refuges and questioned whether the signal timing would still be changed in order to encourage pedestrians to cross without having to wait half way. D. Brousseau indicated that the situation that will exist will be similar to what is there now where there are refuges. He guaranteed that the signal timing is such that if a pedestrian crosses on the walk signal, they would have enough time to cross to the other side. In response to the public’s perception of signal time, staff advised this was identified during the survey and is an issue that staff will be addressing. Staff acknowledge it is a challenge to educate the public on the proper use of traffic signals i.e. the walk and flashing hand signals.

Councillor Holmes proposed the following Motions:

Councillor Doucet proposed the following:

In speaking to his Motion, Councillor Doucet remarked that despite the construction around the Plaza Bridge, merchants have had a very profitable summer because people are walking around the area instead of just driving by. He believed this example can be brought to this project, by reducing the lanes on Elgin Street from seven to five. He did not agree with the suggestion from some communities that this should be done by broadening the medians, because it would be better to just take in the curb lanes. He believed this boulevard should be more than just storage lanes for buses and should be a vibrant pedestrian place which it can never be the way it is now. He maintained that wider boulevards can mean having more street vendors. He recognized the danger along this roadway because of the amount of vehicular traffic and thought that if the lanes were reduced to match those on the more southerly portions of Elgin, there would be less accidents and it would provide more of a "civic square" environment that would make the centre area more desirable and more prosperous for merchants. He opined that this project recommends to simply repave the road and he believed the Region could do better than that.

Councillor Meilleur did not support the Motion to reduce the left-turning lanes by one from Elgin to Laurier. She explained that it has been horrendous in her ward since the reconstruction of the Plaza Bridge and other construction in the area because traffic has been diverted through her ward on residential streets and the area has become very dangerous for pedestrians - especially children. She maintained that removal of one of those turning lanes will make it so difficult for people to take the Queensway from Elgin to Laurier that people will drive through her ward looking for access. She emphasized that each ward must accept its share of the traffic and should not burden one ward by diverting more traffic.

Councillor Davis did not believe the elimination of the double right-turn was the answer but believed it was more a problem of dealing with motorists racing through the intersection, which is not being addressed. She believed that unrealistic accommodations have been made for the Lord Elgin Hotel for their tour bus parking, while there are other hotels that have dealt with this same issue. She was worried about gridlock that will occur and felt a reduction in lanes will only serve to increase accidents through this area. She could not support a Motion when there has been no proven data to show how traffic will be displaced and what impact that will have on other communities. She concluded that the committee must have that information before making a sound and informed decision.

Councillor McGoldrick-Larsen commended staff for coming back with the responses to the directions made by committee last month. With regards to the reduction in left-turn lanes at Elgin and Laurier, she believed it would create a road system that will not be able to keep up with transportation needs and would not provide a safe environment for pedestrians or motorists. She maintained that if the lanes are restricted, it will impact on transit service on Slater and Albert and traffic will be backed up on the cross streets as they wait to turn onto Elgin. With respect to the proposal to eliminate right-turns on red at various intersections, she felt this would also cause traffic to back up on other streets, impacting pedestrians and transit operations. While she appreciated and respected the desire of the ward councillor and the residents to make this area more pedestrian-friendly, she believed some requested changes have been implemented and will provide a safer environment for pedestrians.

Councillor Byrne believed the proposal suggested by Councillor Doucet is a somewhat radical modification and she preferred to have more information on the ramifications prior to making a decision. She also believed consultation was required. With regards to the left-turn lanes, she was inclined to support it if she had an idea of the affect of this, but without an option of an impact analysis, she could not support the Motion.

Councillor Cantin believed that reducing the left-turn capacity at Laurier will result in longer queues, thereby blocking the transit system at Slater and Albert. He agreed this would also create the diversion of traffic into other wards. In addition, there will probably be illegal left turns which will pose a significant safety hazard. With respect to the issue of bus parking at the Lord Elgin Hotel, he noted the establishment has been there since 1948 and has enjoyed the privilege of using its own land to park buses. He emphasized the amount of tourism generated by tour bus groups coming to the hotel and the benefits to the Region as a result. He feared that asking bus drivers to park at a location far away from the hotel (Lebreton Flats) will discourage those bus tours coming to Ottawa. The councillor also believed that any reduction in capacity will only serve to increase road rage and making it more difficult for motorists to turn will cause them to run red lights, causing motor vehicle collisions, or more importantly, striking a pedestrian in the crosswalk. He also expressed grave concern about the installation of bollards on the sidewalk and hoped staff would ensure there is a very different texture of pavement to alert a visually-impaired person approaching those devices. He urged committee to support the staff report.

Councillor Doucet confirmed that his Motion is supported by the ward councillor as well as the Centretown Citizens Community Association. He indicated he would withdraw the Motion because he had a sense the committee would not support it. He did not know if it would be worthwhile to have an impact study because that would examine the implications of traffic and it is bound to come out negative i.e. if the amount of lanes on Elgin are reduced there will be less traffic, which is the point of his Motion. At the request of the councillor, the Committee Chair reminded committee that in October when this item was initially considered, she had proposed an impact study following the elimination of one of the left-turn lanes, but this was not supported by committee.

Councillor Byrne questioned how complicated it would be to eliminate one of the left-turn lanes and if it is approved as a pilot project, how difficult it would be to reopen it again. The solicitor opined that it would be an operational change and therefore it could easily be changed back to its original design if the pilot were not successful. The councillor indicated her willingness to amend Councillor Holmes’ Motion that it be done as a pilot project for a certain amount of time with an impact analysis conducted to come back to the committee.

The Committee Chair expressed her appreciation for the staff work put into resolving some of the issues raised by the committee and others over the past month. With respect to the pedestrian survey, she noted that 55% of respondents considered the intersection of Laurier and Elgin safe, while 44% considered it unsafe and she stressed that the concerns of those who feel it is unsafe must be addressed. Although the radii will be modified to provide a shorter crossing distance for pedestrians, the double left-turn lane is still a major hazard for pedestrians. She believed that motorists treat Elgin as an extended on/off ramp for the Queensway, but noted it is a major ceremonial route and very much a part of the tourism in this area and is the main access to the Cenotaph and therefore needs to be pedestrian-friendly. She explained that pedestrians have difficulty at the intersection of Laurier and Elgin because while they are crossing, there are also motorists trying to turn right and motorists turning left through the intersection at the same time. She believed her Motion to eliminate two of the right-turn movements on red should be done as a pilot project for one year.

In response to the proposal for raised planters, G. Lajeunesse explained that the NCC reconstructed Elgin Street in 1985 as a key gateway into the main route from the Ottawa River Parkway. They feel strongly that the curb lines on both sides of Elgin be as straight as possible to provide a clear view north towards the Cenotaph. He agreed it was not possible to accomplish on the medians on Elgin Street what was done on University Avenue because that median is much broader. He explained the NCC use a lot of planters (not raised) throughout the year because that is the "element" they have chosen to use in Ottawa. He indicated that a wider median is a proper environment for raised planters, but salt spray would pose a danger to those shrubs in which case they would have to be wrapped in burlap or they would die from exposure. He added that a typical planter is approximately 1.5 feet high so as a pedestrian or vehicle goes by it can be seen; however, a raised planter has to be almost a metre high and with the shrubbery added, it would block the view of the Cenotaph for those south of that location. He believed that planters along the median would be best, provided the median is embellished with granite cobbles which provide a richness of colour and will raise the quality of experience for pedestrians passing by.

Councillor Cantin stated the biggest conflicts between pedestrians and motorists occur during the peak hours and he felt it would be best if the pedestrians are given the right-of-way to cross first before vehicles turn left from Elgin to Laurier. He did not feel it would eliminate any danger by removing the double-left-turn lane. With regards to the right-turns being eliminated on Elgin Street during the red cycle, he believed this would have to be monitored because motorists will not obey the signs, thereby giving a false sense of security to the pedestrian. He agreed there was a need to educate pedestrians on how to deal with traffic.

Councillor Davis questioned the impact of eliminating right-turns on red lights at the intersection of Laurier and Elgin. D. Brousseau indicated there would be a serious congestion impact, noting that the intersection is already at capacity. The councillor was worried that motorists would be forced to use Metcalfe Street instead, but recollected it is already very congested and she believed the suggestion to remove those turns would also shift the traffic coming off the Queensway immensely. D. Brousseau confirmed it would have an impact, but indicated he has not seen any analysis on what that impact might be. He believed there were already a significant number of right turns at that location, but advised that staff have not analyzed what alternate routes those motorists would take. The councillor questioned whether Councillor Byrne’s Motion, if approved, would take place during construction and D. Brousseau stated that if the Motion is approved, it would have to be done following the construction of the Confederation Square in order to provide a true analysis; this would mean waiting until the year 2000. He suggested that if committee decides to pursue this, the project should be approved as proposed and that temporary curbing be installed and in 2000 staff can assess the impact. If it is discovered that it is a problem, the temporary curbing can be removed and the final design can be reinstated. However, it was pointed out that the rehabilitation of the Laurier Bridge is planned for 2001, so it would mean an even later time before a true impact of this pilot can be determined.

In view of these comments, Councillor Byrne questioned whether staff are presuming that the traffic that has been displaced as a result of the Plaza Bridge reconstruction will be back on the road once that construction is complete and D. Brousseau advised that is the expectation. The councillor stated that that construction will have its own impact on diversion and she was concerned about delaying a pilot project until 2001 or later, when conditions are ideal. She felt it was a better measure to have it done at the same time as the rest of the construction along Elgin Street because in totality they will have an impact. In that situation, D. Brousseau cautioned that staff would be unable to provide definitive answers on what the impact will be of the traffic diversion.

Moved by D. Holmes

That the right hand turns on red be eliminated on the east side of Elgin Street westbound on Laurier Avenue turning north on Elgin Street and northbound on Elgin Street turning eastbound on Laurier Avenue for a period of one year as a pilot project.

That staff examine the support for an impact of converting curb lanes into vendor lanes for small businesses - such as book stalls, flower vendors, et cetera.

CARRIED

TRAFFIC CONTROL/PEDESTRIAN SIGNALS

3. TRAFFIC CONTROL SIGNAL WARRANTS - MAIN STREET AND CHURCH STREET/ WINTERGREEN DRIVE

DEFERRED

4. 1998 PEDESTRIAN SIGNAL AND TRAFFIC CONTROL SIGNAL PROGRAMME - PHASE 1

The Acting Commissioner, Doug Brousseau summarized each of the locations being recommended for traffic or pedestrian signal installation. He pointed out that a recommendation for a pedestrian signal takes priority over a traffic signal, but cautioned committee that this may result in not enough funds being available for intersections which require traffic signals.

With respect to the intersection of Merivale and Family Brown Lane, Councillor McGoldrick-Larsen noted there are at least three other traffic signals in proximity to that location and she stressed the importance of timing the lights immediately to the south and north since there is a steady flow of traffic. Staff confirmed they would be timed accordingly. The councillor made reference to the Merivale Secondary Plan being prepared by the City of Nepean and inquired that if, through this process, it is determined there is another way of managing the congestion and signals were not required, could they be removed if requested by the municipality. Staff confirmed it is always Council’s option to remove a signal. As a further comment, the councillor indicated she had not been apprised of this matter in advance and emphasized that timing the release of such information is critical in order for councillors to liaise with their communities.

Councillor Byrne spoke to the issue of the pedestrian signal proposed at Richmond and Dumaurier. She advised there had been a number of people who wished to speak to this issue, but had to leave because of the late hour. She indicated there are two foot paths leading up to this road and emphasized the fact that there is no other signalized crossing on this section of Richmond Road between Grenon and the Queensway off ramp at Bayshore Shopping Centre. She indicated that on 23 October of this year, three boys were crossing Richmond Road at this intersection and one was hit and critically injured by a passing vehicle. Although the report appears to suggest there have been no other accidents - the Addendum report does not include the number of vehicular collisions - she referred to the comments submitted by Pierre and Mary de Bassecourt which document two accidents over the last two years, one involving a school bus, as well as several near misses. She also indicated that one of the delegations who had wanted to speak and who was one of the first people on the scene of the most recent accident, has a neighbour who is a doctor and she has attended and assisted at numerous accidents at this location. As a result of these details, the councillor questioned the accuracy of the survey and the Acting Commissioner confirmed the survey only referred to the number of pedestrian accidents and not vehicular collisions. He acknowledged there were two other reported collisions last year.

The councillor echoed the concerns of the community about this location becoming more dangerous, especially with the high concentration of children and seniors in the area and the number of developments recently constructed and in progress. She indicated that the arcade in the new theatre complex on Carling Avenue attracts many children and there is a public school in the area which many children from the Dumaurier area attend and children must cross Richmond Road in order to attend the Boys and Girls Club located on the south side of that road.

She acknowledged that even though the pedestrian count was conducted on a day when children were not in school, it still met the warrants at 103%; however, she believed the whole area should have been surveyed because of the amount of pedestrians crossing throughout the area. She suggested that if the signal is approved, it should be monitored for six months in order to determine if it in fact meets the warrants for a traffic signal. Staff advised that a warrant analysis was done on a shorter section of the entire length but the status of that survey is not known. It was confirmed this location does not meet the warrants for traffic control signals. At the request of the councillor, staff explained that pedestrian signals are similar to traffic lights except they only face the main flow of traffic with a stop sign controlling movement from the local road; the light is always green except when activated by a pedestrian.

Councillor Byrne questioned how many outstanding traffic signal requests exist and at what level are they meeting the warrants. D. Brousseau advised there are nine locations that meet the warrants and approximately 50-60 locations that are less than 100% warranted. He added that staff only recommend the installation of signals when they are fully warranted. While he acknowledged that it has been Council’s policy to give priority to pedestrian signals over traffic control signals, the committee is confronted with the difficulty of solving the problem at this particular location or putting the money towards an intersection where there are a high number of vehicle collisions.

When questioned whether there is money in the budget to pay for the pedestrian signal, the Acting Commissioner reminded committee that there are already a number of outstanding warranted signals and no funds left in the 1998 budget. In view of budget constraints, he was not optimistic that committee and Council would approve the full amount of $2M for the 1999 budget, which staff are requesting for this program.

The committee received a brief presentation from Councillor Ron Kolbus of the City of Ottawa who spoke in favour of a pedestrian signal at Richmond and Dumaurier. He referred to his correspondence dated 10 and 18 November 1998 and reiterated some of the comments made by Councillor Byrne with respect to the issue of safety and the implications of future growth in the area. He was somewhat concerned however, that the signals could only be activated by a pedestrian and expressed a preference for a fully signalized intersection. He also suggested that better lighting would improve the situation, noting the pathways that exit onto Richmond Road are not visible to motorists.

With respect to the latter comment, Councillor Byrne questioned whose responsibility it is for lighting along Regional roads and staff advised it is installed by the Region and maintained by the municipality. In response to further questions, staff advised that if the municipality was interested in cost-sharing, the Region would match those funds.

Staff confirmed this was for research purposes only and if there was any action to be taken, they would report back to the committee as part of the Phase 1 report next year.

The committee also received the following correspondence in support of the signals at Richmond and Dumaurier:

Councillor Davis was extremely dismayed she had not been previously notified about the proposal for further review at Spencer and Holland. D. Brousseau indicated that staff discovered this location was warranted and notified the City accordingly. However, city staff advised that they are currently studying this area as part of its West Wellington Traffic Review and requested deferral of signal installation until that has been complete. The councillor explained that she needs to be kept informed of such proposals because businesses and community groups have to be consulted. The Acting Commissioner agreed she should have been made aware of this item in advance and assured her it would not happen again.

The councillor expressed further frustration about not knowing about the West Wellington Traffic Review study being undertaken by the city and questioned whether the Region had an obligation to consult the immediate area about the delay in installing the signal until that study is complete. D. Brousseau confirmed the signal is warranted and therefore, the committee can determine whether or not to recommend its installation. However, he added that staff always look for cost savings and therefore will examine other solutions to traffic problems which may be determined through the city’s traffic review.

The councillor emphasized the fact that there have been many accidents at this location and was convinced the community would want the signals installed. Staff advised they could erect signs to indicate to people that signals are being proposed, pending the outcome of the city’s traffic review, followed by a community meeting. The councillor noted however, that there are other communities to examine and suggested a flyer would be a more effective method of informing the public. Staff advised it is not their usual practice to distribute flyers when signals are being proposed; signage is more effective and neighbouring communities can be apprised of this issue through letters. Further, as city staff initiate their public consultation process, they would inform Regional staff who would then be part of that process.

She emphasized that there is no other signal on that road between Churchill and Kirkwood and hoped it could be installed during the sewer work that will be done on Richmond Road. Staff had previously informed her the installation cost would be lower if it was done at the same time as the other road work. When questioned what the pedestrian warrants were at this location, staff advised that when this intersection was last monitored a few years ago, it either met the warrants or was very close to it.

CARRIED, as amended

ROADWAY MODIFICATIONS

5. PROPOSED MODIFICATIONS TO FRANKTOWN ROAD FOR THE DEPARTMENT OF NATIONAL DEFENCE ACCESS/EGRESS REQUIREMENTS AT 8355 FRANKTOWN ROAD

CARRIED

6. WOODROFFE AVENUE AND MAIN STREET TRAFFIC STUDY TERMS OF REFERENCE

- Director, Mobility Services and Corporate Fleet Services report dated 2 Nov 98

Councillor Byrne understood that unexpected but necessary expenses were encountered which impacted on the budget for the traffic calming studies for Murray, Main, Woodroffe and the Glebe and asked how much was left in the 1998 budget for those studies. The Acting Commissioner advised there was almost no money remaining for 1998 for this purpose. In response to a further question posed by the councillor, he advised there was approximately $400,000 remaining in the Transportation Demand Management (TDM) budget; however, since the resources for that position will not be in place until 1999, those funds will not be used in 1998. He confirmed the cost to complete the above-mentioned studies would be approximately $280,000 and that it was possible to transfer that amount from the unused funds in the TDM account to the traffic calming account.

Moved by W. Byrne

CARRIED

(M. McGoldrick-Larsen

dissented)

Councillor McGoldrick-Larsen indicated that she did not support the Motion because her primary concern is that committee has not had an opportunity to look at this in a broader context. She opined there could be other financial pressures the Department has that may be considered a higher priority than doing traffic studies, and it is not known whether there will be available funds to act upon the results of those studies once they are completed. D. Brousseau clarified that these are projects that Council has already approved for 1998.

Councillor Davis noted a statement in the Terms of Reference for the Main Street Transportation Study was not duplicated in those for the Woodroffe Avenue Transportation Study and suggested the following:

Moved by L. Davis

That Annex A of the Woodroffe Avenue Transportation Study Terms of Reference be amended to include the statement: "Diversion of traffic to other roadways, particularly local roadways, is not an option.

CARRIED

Councillor Davis requested confirmation that the traffic calming initiatives for Kirkwood Avenue had been approved, but because of the water works to be done on that street, the project had been deferred but the money was safeguarded in the 1999 budget. The Acting Commissioner confirmed those funds have been reserved for that project.

CARRIED as amended

COUNCILLOR’S ITEMS

7. TIMING OF TRAFFIC CONTROL SIGNALS

- Chair, Transportation Committee report dated 22 Oct 98

DEFERRED

8. TRANSPORTATION TOMORROW SUMMIT PROCEEDINGS

- Chair, Transportation Committee report dated 3 Nov 98

The Committee Chair suggested the committee recommend to Council that the Regional Chair be requested to ask the Minister of Transportation to hold another summit proceeding on transportation within cities, rather than between cities, so there is actually an urban summit of transportation.

Moved by D. Holmes

CARRIED

- Chair, Transportation Committee report dated 22 Oct 98

The Committee Chair indicated she was seeking committee’s support of a request to the 9-1-1 Management Board to form a sub-committee of all interested parties to deal with the issue of the legal authority to perform civic addressing. In view of the late hour, she suggested this item be deferred to the next meeting.

With specific reference to civic addresses, Councillor Meilleur indicated that ambulance drivers have had some difficulty finding addresses on Old St. Patrick Street because of the existing St. Patrick Street. The community believe the answer would be to change the street name, but the city cannot afford the associated cost and is requesting the community pay. The councillor felt this issue should be brought to the attention of the 9-1-1 Management Board.

D. Brousseau indicated there is no excuse for an ambulance driver not to find those addresses and emphasized the difficulties associated with renaming the street because of all the addresses that would have to be changed. He agreed to bring this issue to the attention of the Director of the Region’s Land Ambulance Health Service and would also report back to the councillor, following consultation with the 9-1-1 Management Board.

Councillor Doucet explained that merchants in the Glebe are upset about the holding of parades on Bank Street on Saturdays because of the detrimental affect to their business. He brought forward a Motion that, if approved, would request staff to revisit the Special Events Policy and conduct further public consultation, if necessary, to take into account not only the needs of those groups wanting to hold parades, but also the needs of the communities through which these parades pass.

The Acting Commissioner explained that the earliest staff could respond to this request would be March 1999. He emphasized that extensive consultation had been conducted previously when staff were preparing the Special Events Policy (at a cost of approximately $5000) and he wondered whether committee and Council would support this process again.

In view of the fact that some businesses like the parades while others do not, Councillor Davis suggested that a rotating schedule be established to ensure fairness to all retail outlets. She also believed the Region should ensure that if organizations are given permission to use the Regional road, that they do so according to the policy so as not to restrict businesses unnecessarily. She questioned whether or not the businesses had a voice in saying if a road is closed for parade purposes and the Acting Commissioner indicated that although the Region does not decide which route the parade will use, they do make the decision with respect to closing roads and staff make every attempt to notify everyone involved.

Councillor Doucet recalled that when the committee considered the special events policy last year, there was representation from the parade organizers, but none from the business people. He therefore had no indication it was a serious problem for the merchants in his ward. And, with the closure of Rideau Street to parades, he did not realize there would be an escalating demand for the use of Bank Street. His Motion requests staff to revisit the policy and to talk to the business people in particular, but also to discuss this with the police so they can better enforce the policy.

D. Brousseau confirmed that staff do work with police in planning parade routes and that they do follow the policy. He further clarified that it is only the major parades that have been banned from using Rideau Street because of the impact to Highway 417 at the Nicholas Street exit; most parades still use Bank Street as they have always done.

On a related issue, Councillor Cantin believed that parking should be provided off the main arterial for motorists who want to shop at the businesses along this stretch of Bank Street; he opined that people from outside the Glebe avoid shopping in the area because of the parking restrictions. He asked that staff look at the possibility of either increasing enforcement of the no-stopping zones during peak periods, or implementing a complete ban of parking on Bank Street. He further suggested that staff examine the possibility of increasing fines to deter motorists from disobeying traffic laws

The Committee Chair indicated that OC Transpo have requested the City of Ottawa to provide stricter enforcement during peak hours, specifically in the central area, but also on all Regional roads where there is a need for the four-lane capacity. Also, the city once had a very strict tow-away policy and she thought this could perhaps be re-instituted.. The Acting Commissioner agreed to investigate the enforcement issues and would advise if there is any action that can be taken.

Speed Humps on Lyon Street

Councillor Davis expressed concern about the recent installation of these traffic calming devices because they are not what committee and Council were expecting i.e. flat-topped speed humps. D. Brousseau advised that staff use the Institute of Transportation Engineers (ITE) design standard. The councillor asked that staff work with her office to ensure the same design is not used for the speed humps to be constructed on Kirkwood Avenue next year; rather, they should be designed the way they were originally described to the community over the past several years.