REPORT TO COMMITTEE(S) OF COUNCIL

INTERNAL ROUTING CHECKLIST

 

ORIGINATING DEPARTMENT: 

Public Works and Services

DIVISION:  Mobility & Area Traffic Management

BRANCH: Traffic & Parking Operations

REPORT AUTHOR: Mohammad Tayyaran

PHONE No.  613-580-2424 ext. 28540

REPORT TITLE: Technical Evaluation of Albion Road at Lester Road Through Movements Prohibitions

REFERENCE No.  ACS2007-PWS-TRF-0017

DOCUMENT FILE NAME/PATH:  ACS2007-PWS-TRF-0017 - Technical Evaluation of Albion Road at Lester Road Through Movements Prohibitions

APPLICANT:  

APPLICANT’S ADDRESS:  

WARD:   Gloucester-Southgate (10)

CONTROVERSIAL:    Yes    No

 

To Be Presented To

Date of Meeting

Committees 

1.  Transportation

 Next or 3 October 2007

2. 

 Next or

3. 

 Next or

Council

 Next or 24 October 2007

Other Divisions/Branches Consulted

Forwarded To

Financial Services Unit or Financial Planning

 YES  NO

Supply

 YES  NO

Legal

 YES  NO

Others

 YES  NO

Contacted / Consulted / Advised by Department

Elected Official(s) / Ward(s)

Councillor Deans, Ward 10 - Gloucester-Southgate

Councillor Thompson, Ward 20 - Osgoode

Public Groups /Individual(s)

 

Advertising/Notice

 

Regular Advertising Required

 NO   YES Date:

Municipal Act Notice Required

 NO   YES Date: 

For Originating Department’s Use

Approved

Date

1.

Originating Division Director or Delegate - - Report is acceptable

Michael J. Flainek, M.Eng., P.Eng.

10 September 2007

2.

Financial Services Unit Manager, Financial Planning or Delegate (if applicable) – Report Recommended to Deputy City Manager

Jim Raycroft

11 September 2007

3.

Supply (if applicable) – Report Recommended to Deputy City Manager

 

 

4.

Other

 

 

5.

Program Manager

Mohammad Tayyaran

10 September 2007

6.

Manager

Bob Streicher

10 September 2007

7.

Deputy City Manager or Delegate – Report approved to leave Department

 

 

 

 

3.             Technical Evaluation of Albion Road at Lester Road THROUGH Movements PROHIBITIONS

 

ÉVALUATION TECHNIQUE DES INTERDICTIONS DE CIRCULATION DE TRANSIT À L’INTERSECTION DES CHEMINS ALBION ET LESTER

 

 

Committee recommendation

 

That Council receive the “Technical Evaluation of Albion Road and Lester Road through Movements Prohibitions Report” for information, which confirms the appropriateness of maintaining the north-south through movement prohibitions at the intersection of Albion Road and Lester Road

 

 

Recommandation dU ComitÉ

 

Que le Conseil prenne connaissance du rapport intitulé « Évaluation technique des interdictions de circulation de transit à l’intersection des chemins Albion et Lester », qui confirme le bien-fondé du maintien des interdictions de circulation de transit en direction nord-sud à l’intersection des chemins Albion et Lester.  

 

 

Documentation

 

1.                  Deputy City Manager, Public Works and Services report dated 26 September 2007 (ACS2007-PWS-TRF-0017)

2.                  Councillor Doug Thompson’s report dated 17 September 2007 (ACS2007-CCS-TRC-0006)

3.                  Extract of Draft Minutes 12, Transportation Committee, 3 October 2007



Report to/Rapport au :

 

Transportation Committee

Comité des transports

 

260 September 2007 / le 260 septembre 2007

 

and Council / et au Conseil

 

Submitted by/Soumis par :

R.G. Hewitt, Deputy City Manager/Directeur municipal adjoint

Public Works and Services/Services et Travaux publics 

 

Contact Person/Personne ressource : Michael J. Flainek, M.Eng., P.Eng., Director/directeur

Traffic and Parking Operations/Circulation de stationnement

(613) 580-2424 x 26882, Michael.Flainek@ottawa.ca

 

Gloucester-Southgate (10)

Ref N°: ACS2007-PWS-TRF-0017

 

 

SUBJECT:     

 

Technical Evaluation of Albion Road at Lester Road THROUGH Movements PROHIBITIONS

 

OBJET :

ÉVALUATION TECHNIQUE DES INTERDICTIONS DE CIRCULATION DE TRANSIT À L’INTERSECTION DES CHEMINS ALBION ET LESTER

 

REPORT RECOMMENDATION

 

That the Transportation Committee and Council receive the “Technical Evaluation of Albion Road and Lester Road through Movements Prohibitions Report” for information, which confirms the appropriateness of maintaining the north-south through movement prohibitions at the intersection of Albion Road and Lester Road.

 

 

RECOMMANDATION DU RAPPORT

 

Que le Comité des transports et le Conseil prennent connaissance du rapport intitulé « Évaluation technique des interdictions de circulation de transit à l’intersection des chemins Albion et Lester », qui confirme le bien-fondé du maintien des interdictions de circulation de transit en direction nord-sud à l’intersection des chemins Albion et Lester.  

 

REPORT RECOMMENDATION

 

That the Transportation Committee and Council:

 

Receive the “Technical Evaluation of Albion Road and Lester Road through Movements Prohibitions” report for information.

 

 

RECOMMANDATION DU RAPPORT

 

Que le Comité des transports et le Conseil :

 

Prennent connaissance de le rapport  « Évaluation technique des interdictions de circulation de transit à l’intersection des chemins Albion et Lester ».

 

BACKGROUND

 

As directed by Council, in report ACS2002-TUP-TRF-0038 (18 December 2002), staff are reporting back on the impacts of the approval of the north-south straight through prohibitions at the intersection of Albion Road and Lester Road.  This report provides the final assessment of the implementation of the prohibition over the last three years.

 

This report:

 

Assumptions and Analysis:

 

In July 2002, City Council directed staff to undertake a focused Corridor Traffic Study for the collector road section of Albion Road in the Blossom Park Community between Lester Road and Bank Street, as a result of concerns brought forward by the Blossom Park Community.

 

The study concluded that measures to reduce traffic levels along Albion Road through the Blossom Park community were justified in order to reduce traffic levels and to improve community safety.  After an evaluation of the various alternatives for reducing traffic volumes, the prohibition of northbound and southbound through traffic at the Albion Road at Lester Road intersection was found to be the most appropriate action.  These prohibitions, as approved by Council, were implemented on 29 June 2004.

 

At the time of approval, Council directed staff to monitor the impacts of the prohibitions.  This report details the final evaluation of the prohibitions approximately three years following the implementation. 

 

The evaluation shows that the prohibitions have resulted in:

 

·        The reduction of traffic volumes on Albion Road through the Blossom Park Community;

·        Traffic levels that are more consistent with the intended function of Albion Road as a residential collector roadway;  

·        High compliance levels with the current restrictions (and improved, when compared with the one year evaluation);

l         Traffic diversions to arterial streets without significantly affecting other community streets;

l         No substantial impact on speeds along Albion Road (additional 1-1.5 minutes of travel time);

l         No significant impact on travel times along the available alternative arterial routes;

l         No significant safety or operational concerns for City of Ottawa service providers; and;

l         Considerable reduction in the overall number of collisions on roadways within the Blossom Park Community since the implementation of the straight through prohibitions (a 23% reduction in the number of collisions)

 

Although there have been secondary impacts of the north-south prohibitions these are weighed against the increased benefits described above.

 

Secondary impacts include:

 

l         Reduced Level of Service at the Albion Road at Lester Road intersection,

l         A significant number of complaints by the general public with respect to the prohibitions;

l         Additional 1-1.5 minutes of travel time for commuters during peak periods; and;

l         Increased collisions on the surrounding arterial road network (however, further analysis shows no discernable patterns for these collisions).

 

The Police Service have indicated that the safety and security of the community, including road users, is of the utmost importance to them and they work in partnership with the City of Ottawa on several traffic safety initiatives throughout the city.  The role of the Ottawa Police Service is to conduct education and enforcement activities for the purpose of gaining compliance for new traffic measures.

 

In the case of the implementation of straight-through prohibitions at Albion and Lester Roads the education and enforcement activities conducted by the police service have contributed to a very high rate of compliance with the prohibitions of over 99%.  Officers attending this location have also noticed a change in driver behaviour, which has resulted in fewer requirements for the police service to conduct education and enforcement activities at the intersection.

 

As expected, the number of traffic violations issued increased significantly after the implementation of straight-through prohibitions at Albion and Lester Roads.  For example, the number of Provincial Offence Notices (PONs) increased in 2004 to 186 (offences that can be attributable to the new prohibitions).  The number of PON has decreased every year since the implementation of the straight-through prohibition and currently sits at 35 for the first six months of 2007.

 

In November 2004, Council approved the Area Traffic Management Guidelines after extensive consultation.  The Guidelines suggest that turning movement and through movement prohibitions are appropriate tools in the overall plan in ensuring that community streets operate as intended; that is, in this case, for a collector road such as Albion Road to collect traffic from adjacent local roads in the community and direct them to/from arterial road network. 

 

It should be noted that there are over 400 prohibited movements at various intersections currently listed in the City’s Traffic and Parking By-Law.

Prohibited movements are instituted to:

·        Minimize through traffic on neighbourhood streets;

·        Address intersection operational deficiencies; and/or,

·        Improve safety.

 


Examples of prohibitions include:

 

Straight through Prohibitions

Turn Prohibitions

 

 

Jeanne D’Arc and Beausejour (East/West)

Kimberley and Richmond (Westbound Left-turn)

March and Teron (East)

Innes and Pagé (Eastbound Left-turn)

Corkstown and Moodie (East)

Donald and North River Road  (Southbound Left-turn)

Moodie and Hunt Club West (North)

Booth and Primrose (Eastbound Left-turn)

Woodfield and Merivale (East/West)

Westmount and Beverley (Westbound Right-turn)

Bank and Cahill (East/West)

Centrepointe and Baseline (North/South)

Bank Street and Kitchener Avenue (Northbound Right-turn)

 

This report provides a technical evaluation of how effective the approved traffic management measures have been in terms of fulfilling the recommendations of the Albion Road Corridor Study.  This report is not intended to re-evaluate the appropriateness of the Albion Road Corridor Study recommendations. 

 

The attached Document 1: ‘Final Technical Evaluation: Albion Road at Lester Road Northbound and Southbound Through Movements Prohibitions’, summarizes the findings of the final technical evaluation of the traffic management measures that were implemented at the Albion Road and Lester Road intersection on 29 June 2004.  This is the second of the two assessment reports that were prepared.

 

The initial technical evaluation report, undertaken approximately one year following implementation, evaluated changes in traffic patterns (and other factors as applicable) to gauge the degree to which the project goals had been met, including the nature and extent of any secondary impacts as a result of the project.

 

The final technical evaluation report, undertaken approximately three years following implementation, focuses on changes in collision patterns, frequency, and severity.  It also evaluates changes in traffic patterns and considers operational or safety concerns with regard to Emergency Services, Transit Services, or Surface Operations activities.

 

Documents 2, 3, 4 and 5 provide further background on the Albion Road Corridor Study process and the reasons behind the north-south through movement prohibitions and Council’s previous considerations of these prohibitions.

 

Document 2 is a copy of the Albion Road Corridor Study.  The Study concluded that:

 

 “…to address the issue of current and potential future “through” traffic volumes on Albion Road through Blossom Park, it is recommended that the northbound and southbound through movements at the Lester/Albion intersection be permanently restricted.  This alternative most effectively minimizes non-local through traffic, while maintaining community accessibility to the extent possible.  While the implementation of the preferred alternative results in pushing forward improvements to the area road network that might otherwise be deferred, unless through traffic is restricted, the subject section of Albion Road will not be able to function as its Official Plan designation and as the adjacent land uses imply it should.” 

 

Document 3 is a copy of the staff report presented to the Transportation and Transit Committee on 4 December 2002 and approved by Council as amended on 18 December 2002. 

 

Document 4 is a copy of a motion tabled by Osgoode Ward Councillor Doug Thompson.  The motion was considered at the Transportation and Transit Committee on 2 June 2004 and again at Council on 9 June 2004.  The motion requested that the implementation of the redesign of the Albion Road/Lester Road intersection to restrict north/north traffic movement on Albion Road not be initiated.  This motion was not carried.  Document 4 also contains the disposition by Council, the memorandum sent from the Deputy City Manager, Department of Public Works and Services, describing the project in detail and providing a complete chronology leading up to the Committee and Council approval of the straight through prohibitions. 

 

Document 5 is a copy of an informational package that was distributed to the public in the Spring of 2003, informing them of the approved north-south straight through prohibitions as well as a synopsis of the Albion Road Corridor Study.

 

TRANSPORTATION MASTER PLAN

 

The recommendation to maintain the through movement prohibitions at the intersection Albion Road and Lester Road is consistent with Transportation Master Plan, as stated in Section 9.6:

 

 

·        Consider a wide range of area traffic management tools for application, including road network modifications, traffic control devices, traffic calming measures, streetscaping, enforcement, transportation demand management and public education.

 

FINANCIAL IMPLICATIONS:

 

There are no financial implications as a result of this report.

Of note, the original estimated cost of implementing the Albion/Lester straight through prohibition was $200,000, of which the actual cost to complete the works was $65,000.  The remaining funding of $135,000 was transferred, with Council approval, to a separate project (904060) for the eastbound right turn lane on Lester Road at Albion Road.  Further, an additional $150,000 was approved as part of the 2007 Capital Budget Network Modification Program for a total budget envelope of $285,000 to complete the eastbound right turn lane.

 


CONSULTATION:

 

No specific public consultations were undertaken in the preparation of this report.  However, as part of the Final Technical Evaluation report a review of the impacts of the northbound and southbound through prohibitions on service providers was conducted for fire, police, emergency medical, public transit and surface operations.

 

In addition, the Final Technical Evaluation also reviewed communications received from the public since 29 June 2004.  Although the vast majority of the communications were received within the first 2 to 3 months following implementation City staff and Councillors continue to receive communications from the public both in support and in opposition to the north-south straight through prohibition.

 

SUPPORTING DOCUMENTATION

 

Document 1      Final Technical Evaluation: Albion Road at Lester Road Northbound and Southbound Through Movements Prohibitions

 

Document 2      - Albion Road Corridor Study, Delcan Corporation, February 2003

 

Document 3      Transportation and Transit Committee Report 33 on 4 December 2002 and Minutes of and Council Meeting of 18 December 2002

http://ottawa.ca/cgi-bin/docs.pl?Elist=2642&lang=en

 

Document  4     Transportation Committee Report 8 on 2 June 2004 and Minutes of Council Meeting of 9 June 2004 (Including the Memo T08-01-ALBI from Deputy City Manager, Department of Public Works and Services to the Chair and Members, Transportation Committee)

http://ottawa.ca/cgi-bin/docs.pl?Elist=3874&lang=en

 

Document 5      Information Package distributed to the Public in the Spring of 2003

 


Document 1

 

Final Technical Evaluation: Albion Road at Lester Road Northbound and Southbound Through Movements Prohibitions

 

Executive Summary

 

In July 2002, City Council directed staff to undertake a focused Corridor Traffic Study for the section of Albion Road in the Blossom Park Community between Lester Road and Bank Street, as a result of concerns brought forward by the Blossom Park Community.  The study concluded that the combination of: the relatively high traffic levels using Albion Road through Blossom Park; the significant increase in these levels over the past few years; the relatively high percentage of this traffic that is through traffic; and the presence of arterial street alternatives to Albion Road provided justification for considering measures to reduce traffic levels along Albion Road through Blossom Park, and the redirecting of through traffic onto the surrounding arterial network.  Of the various alternatives for reducing volumes that were evaluated, prohibiting northbound and southbound through movements at the Albion Road at Lester Road intersection was found to be the most appropriate.  These prohibitions, as approved by Council, were implemented on 29 June 2004.

 

The prohibitions have been effective in meeting the primary goal of the Albion Road Corridor Study, which was to address concerns regarding the volume of traffic along Albion Road between Bank Street and Lester Road.  Albion Road through the Blossom Park Community has experienced significant reductions in traffic volumes, resulting in traffic levels more consistent with its intended function as a collector roadway.  Other positive conclusions of this evaluation include: very high compliance levels with the current restrictions (and improved, when compared with the one year report); traffic diversions to arterial streets without significantly affecting other community streets; no significant impacts on speeds along Albion Road; and no significant impact on travel times along the available alternative arterial routes. In addition, the through movement prohibitions at the Albion Road and Lester Road intersection have not produced any significant safety or operational concerns for City of Ottawa service providers.  With respect to the safety issue, overall, the number of collisions on roadways within the Blossom Park Community has decreased considerably since the implementation of the straight through prohibitions.

 

In terms of secondary impacts of the north-south prohibitions, those of note include: a reduced level of service at the Albion Road at Lester Road intersection; the significant number of complaints that have been raised by the general public with respect to the restrictions; and longer routes for commuters.  In addition, there are a higher number of collisions on the surrounding arterial road network; however, a more detailed analysis of these collisions found that there is no identified trend or pattern for these collisions.

 

1.0  INTRODUCTION

 

This report provides a 3-year assessment of the northbound and southbound straight-through movement restrictions that were implemented along Albion Road at the Lester Road intersection on 29 June 2004.  This is the second of two assessment reports, as described below:

l         The initial technical evaluation report undertaken approximately one year following implementation evaluated changes in traffic patterns (and other factors as applicable) to gauge the degree to which the project goals have been met, including the nature and extent of any secondary impacts as a result of the project. 

 

l         This final technical evaluation report undertaken approximately three years following implementation focuses on changes in collision patterns and frequency.  It also considers whether or not the traffic management measures have created unacceptable operational or safety concerns with regard to Emergency Services, Transit Services, or Surface Operations activities.

 

This report represents the final technical evaluation of the measures that were implemented on 29 June 2004. 

 

2.0 BACKGROUND

 

2.1 History

 

In July 2002, while considering a report on the potential relocation of the Central Canada Exhibition to a new site near the intersection of Albion Road at Rideau Road, Council approved a motion that included a requirement for a focused Corridor Traffic Study to be undertaken immediately for the section of Albion Road in the Blossom Park Community, between Lester Road and Bank Street.  Residents of the area had raised a number of concerns, including:

 

l         Significant growth in both peak hour and daily traffic volumes;

l         High proportions of through traffic;

l         The speed of traffic along Albion Road;

l         Safety concerns for pedestrians, cyclists and motor vehicles travelling on or crossing Albion Road; and,

l         The potential for further increases due to continued urban growth of lands to the south.

 

Following both a technical review and a public consultation process the study concluded that the combination of:

 

l         The relatively high traffic levels using Albion Road through Blossom Park;

l         The significant increase in these levels over the past few years;

l         The relatively high percentage of this traffic being through traffic; and,

l         The presence of arterial street alternatives to Albion Road.

 

These conclusions provided the rationale for considering measures to reduce traffic levels along Albion Road through Blossom Park, and the redirecting of through traffic onto the surrounding arterial network. This conclusion is also in line with the City’s Area Traffic Management (ATM) Guidelines.

 

The project consultant evaluated a number of mitigation alternatives through the study process that could potentially limit through traffic within Blossom Park.  Since both traffic volumes and through traffic were found to be at issue, each of the mitigation alternatives considered involved restrictions to entering or exiting the Blossom Park Community, and in particular to alternatives that were likely to be effective in reducing through traffic while at the same time minimizing impacts to community residents or to those who had specific destinations within the community.  Of the alternatives evaluated, prohibiting northbound and southbound through movements at the Albion Road at Lester Road intersection was determined to be the most appropriate as these two movements made up between 85% and 95% of the total through traffic activity, and was found to have the least impact with respect to maintaining overall community accessibility.  As per the ATM Guidelines, in addressing through traffic concerns, measures are considered if the proportion of through traffic exceeds 20% of the total traffic (with a minimum of 20 through vehicles per hour) and the solution is not expected to divert traffic to other streets of similar or lower classification.

 

Given the magnitude of the traffic affected by the proposed prohibitions, the concept plan developed for the recommended alternative included realignment and channelization of traffic lanes to prevent north-south through movements and the construction of an eastbound right-turn lane to accommodate traffic diverted to Lester Road.  A preliminary cost estimate for these modifications totalled approximately $1.7M.  In light of these substantial costs, a lower cost, short-term derivative of the recommended alternative was brought forward for consideration, which involved traffic control signal, signage and pavement marking changes only, with funding for physical changes being deferred for future budget consideration.  This derivative was approved for implementation by City Council in December 2002.

 

2.2 Street Characteristics

 

Albion Road and Lester Road have the following characteristics (see also Figure 1):

l         In the City of Ottawa’s Official Plan, Albion Road is classified as a collector road north of Lester Road and an arterial road south of Lester Road.  Lester Road is classified as an arterial road;.

l         Both approaches along Lester Road and the northbound approach along Albion Road are two-lane roadways, built to rural standards (i.e. gravel shoulders, no-curbs, no sidewalks).  Albion Road north of the intersection (leading to/from the Blossom Park Community) is also a two-lane roadway but with curbs and sidewalks.  One additional turn lane is provided along each approach to the intersection;

l         There are no separate bike lanes on any of the approaches to the intersection;

l         Albion Road has a posted speed limit of 50 km/h north of the intersection and a posted speed limit of 80 km/h south of the intersection.  Lester Road has a posted speed limit of 80 km/h both east and west of the intersection;

l         Parking is restricted north of the intersection along the east side of Albion Road, and within 15 m of the intersection for all other approaches;

l         All approaches to the intersection currently have street lighting;

l         Lands on three of the four adjacent quadrants (northwest, southwest and southeast) form part of the NCC Greenbelt.  Lands to the northeast are currently being developed as residential; and,

l         An additional eastbound right-turn lane along Lester Road is scheduled for construction during the Summer of 2007.


 

 
 


2.3 Description of Measures

 

On 29 June 2004, the following actions were taken:

 

l         At the intersection of Albion Road and Lester Road northbound and southbound straight-through vehicle movements were prohibited at all times of the day – all other movements at the intersection continued to be permitted;

l         Authorized vehicles were exempted from these prohibitions, including transit vehicles and emergency services vehicles;

l         The prohibitions were put into effect through the use of traffic control signals, signs and pavement markings; and,

l         No physical changes to these roadways were undertaken.

 

On 3 September 2004, “No U-Turn” signs were installed on Lester Road (to a point 150 m either side of Albion Road), in an effort to address safety concerns and respond to public concerns associated with drivers performing U-Turns on Lester Road.  This action coincided with enhanced police monitoring and enforcement.

                 

On 14 September 2004, a temporary variable message sign was installed adjacent to 2496 Bank Street indicating “No Through Traffic Albion at Lester ”.  This sign was in place for approximately three (3) weeks.

 

On 17 September 2004, additional No U-Turn signs were installed (to a point 500 m either side of Albion Road), based on continued concerns regarding both safety and drivers circumventing the intention of the through movement prohibitions. 

 

On 3 December 2004 an advanced westbound left-turn arrow was added to the existing signal cycle, to reduce delays for this movement.

 

In 2006, a road closure was implemented by Carleton Condominium Corporation 164 on Aladdin Lane (private road), immediately north of Lester Road, as a result of concerns of increased through traffic using Aladdin Lane.

 

In August 2007 a new right-hand turn lane is scheduled for construction on Lester Road, at Albion Road, for eastbound traffic. 

 

3.0 BEFORE AND AFTER” TECHNICAL ANALYSIS

 

3.1 Traffic Volumes

 

Monitoring of the traffic volumes was carried out to ascertain changes to traffic patterns in the surrounding area as a result of the measures implemented at Albion Road and Lester Road.  Figures 2 through 5 summarize the results of the comparative “before and after” volume surveys.  The “Before” information in these figures represents an average of 2002 and 2003 information collected during the spring period of these years; the “1 Year After” information represents information collected during the spring of 2005; and the “3 Year After” information represents data collected during the Spring of 2007.

 

Figure 2 provides details of changes to link volumes along each of the four approach legs of the Albion Road at Lester Road intersection.  As expected, volumes along both legs of Lester Road have increased since the implementation of the north/south through movement restrictions.  Also as expected, volumes along Albion Road immediately north of Lester Road were reduced to approximately one-third of previous levels in 2005 (1,500 vehicles over the 8-hour count period, compared to 4,550 vehicles previously), and in 2007 are at approximately 40% of the 2004 levels (currently 1,850 vehicles over the 8-hour count period).  Along Albion Road to the south of the intersection, changes in volumes have been relatively minor.

 

Figures 3, 4 and 5, provide details on how turning movements at the Albion Road at Lester Road intersection have been affected for the AM commuter peak hour, the PM commuter peak hour and for the 8 hour total survey period, respectively.  Over the total 8-hour turning movement count survey period, 75 vehicles in 2005, and 55 in 2007, were recorded traveling either northbound or southbound straight through the intersection.  These include authorized vehicles such as the 13 in-service OC Transpo buses, which are exempted from the restrictions.  This represents in the range of 99 % compliance (42 vehicles currently—excluding OC Transpo buses vs. 3,350 vehicles previously).  This level of compliance is considered to be high given the lack of physical measures at the intersection to restrict through movements.

 

Figure 6 provides “Before” and “After” traffic volume details along other community streets in the general area that could potentially have been impacted by the prohibitions at the Albion Road at Lester Road intersection.  There does not appear to have been any significant negative impacts along any of the alternative community streets.  Volumes along Rosebella Avenue, Kingsdale Avenue, Queensdale Avenue, and D’Aoust Avenue between Bank Street and Albion Road, have remained essentially unchanged.

 

3.2 Traffic Speeds

 

Table 1 provides details of before and after speed surveys along Albion Road through Blossom Park.  Travel speeds of traffic along Albion Road have not changed significantly as a result of the northbound and southbound through movement restrictions at the Albion Road at Lester intersection.

Table 1 – Albion Road Speed Analysis

Location

Average (km/h)

85th percentile* (km/h)

Before (2002)

After

(2005)

After

(2007)

Before (2002)

After

(2005)

After

(2007)

Albion Road between Lester Road and Aladdin Lane

60

58

55

68

67

63

Albion Road between McMahon Avenue and Goth Avenue Avenue

59

58

57

67

66

64

Albion Road between Des Mesanges Drive and Forge Street

59

62

61

66

70

68

Note:

* – The 85th percentile is the speed at or below which 85 % of the vehicles travel.


3.3 Levels of Service

 

Table 2 provides Level of Service (LOS) and volume to capacity ratio (v/c) summaries of the major intersections in the area both before and after the implementation of through movement restrictions.

Table 2 – “Before and After” Levels of Service

 

Intersection

AM Peak Hour

PM Peak Hour

Before

1 Year After

3 Years After

Before

1 Year After

3 Years After

LoS

v/c

LoS

v/c

LoS

v/c

LoS

v/c

LoS

v/c

LoS

v/c

Albion Road at Lester Road

C

0.75

E

0.95

E

0.96

D

0.86

E

0.99

F*

1.05

Bank Street at Lester Road

B

0.68

B

0.60

A

0.47

C

0.78

A

0.59

A

0.48

Note:

The Transportation Master Plan indicates that intersections outside the Core area should operate at LOS D or better during peak hours.

* The LOS is expected to improve to C as a result of the implementation of an eastbound right-turn lane on Lester Road at Albion Road.

 

The two Lester Road/Uplands Drive intersections with the Airport Parkway ramps were All-Way STOP controlled intersections until late 2005; both of these intersections met warrants for conversion to traffic control signals in 2003 (i.e. previous to the through movement restrictions).  Installation of traffic control signals at both of these intersections occurred in the Fall of 2005/Spring of 2006 and these intersections currently operate at the Level of Service A and C during the morning and afternoon peak period, respectively.

 

The intersection of Albion Road and Lester Road is in an area where increased traffic pressures have been occurring, and will continue to occur as a result of development growth (the impact of this growth on the Blossom Park Community was one of the reasons the through movement prohibitions on Albion Road at the Lester Road intersection were seen as being justified).  The Albion Road and Lester Road intersection had previously been identified as potentially requiring an eastbound right-turn lane due to growth, even before the through traffic restrictions were approved.  This right-turn lane on Lester Road is scheduled for construction starting in August 2007.  Upon completion, the intersection operation is expected to improve to a volume to capacity ratio of 0.77 (LOS C), for the PM peak hour; while the AM peak hour volume to capacity ratio would not change, as the eastbound right-turn movement is not one of the critical movements during the morning peak period.  Of particular note, during the AM peak hour, volumes heading westbound along Lester Road, west of the Albion Road intersection, are currently in the range of 1,300 vehicles per hour, which is approaching the lane capacity of a two-lane arterial road. 

 

3.4 Travel Times

 

Figure 7 provides a comparison of travel time runs of the two primary alternatives routes (the Airport Parkway and Bank Street) with travel times associated with using Albion Road through the Blossom Park Community.  Each of the times that are shown represent an average of three separate travel runs during the commuter peak travel period in the peak travel direction.  The common start and end points for each run were the Albion Road at Lester Road intersection to the south, and the Bank Street and Hunt Club Road intersection to the north.  A comparison of before and 1 year after travel times suggests little to no additional delays along the two alternative arterial road routes than what existed previous to the prohibitions being in place. 

 

Table 3 illustrates the additional time that commuters in the morning and afternoon peak hours experience by using the Lester Road/Bank Street link as opposed to Albion Road.

 

Table 3 – Travel Time Comparison

Route

Travel time (minutes)

AM peak northbound

PM peak southbound

Via Albion Road (before)

3.7

3.8

Via Lester Road/Bank Street (after)

4.6

5.2

 

The additional travel times are:

AM peak northbound: 4.6-3.7 minutes = 54 seconds   

PM peak southbound: 5.2 – 3.8 minutes = 84 seconds

 

3.5 Traffic Violations

 

The Police Service have indicated that the safety and security of the community, including road users, is of the utmost importance to them and they work in partnership with the City of Ottawa on several traffic safety initiatives throughout the city.  The role of the Ottawa Police Service is to conduct education and enforcement activities for the purpose of gaining compliance for new traffic measures.

 

As expected, the number of issued infractions increased significantly after the implementation of straight-through prohibitions at Albion and Lester Roads. In 2003, before the measures were implemented, there was a total of 16 Provincial Offence Notices (PONs) issued by the Police at this intersection, none of which were issued for violation of the new restrictions, as they did not exist. This figure jumped to 427 PONs in 2004, 186 (44%) of those attributable to the new prohibitions under a Municipal By-Law or the Ontario Highway Traffic Act; in 2005 they decreased to 213, 74 (35%) of those attributable to the new prohibitions and in 2006 they further dropped to 189 PON, 66 (35%) of those attributable to the new prohibitions. For the first 6 months of 2007, a total of 85 PON’s have been issued, 35 (41%) of those attributable to the new prohibitions.  The balance of the PONs not attributable to the new prohibitions have been issued for other offences such as speeding, driving without permit and/or insurance card, driving without proper headlights, etc.

 

The education and enforcement activities conducted by the police service have contributed to a very high rate of compliance with the prohibitions of over 99% (42 vehicles currently vs. 3350 previously, as per the 8-hour tuning movements counts).  Officers attending this location have also noticed a change in driver behaviour, which has resulted in fewer requirements for the police service to conduct education and enforcement activities at the intersection.

 

A number of vehicles have been noted making use of the former Aladdin Lane access from Lester Road as a turn-around area when travelling along Lester road (60 vehicles over a 5 hour period in 2007).  Based on these observations, and as this movement presents a safety risk, City staff have recently issued a work order for a “No Left-Turn” sign at this location, which will make such movements illegal.

 

3.6 Collisions

 

A full assessment of changes in collisions patterns normally includes 3 years of before and after collision data.  Due to constraints on data availability, collisions were collected for both the 2½ year period immediately preceding and immediately following the implementation of the through movement restrictions (see Table 4).  All of the noted collisions were reported as involving property damage only, or non-fatal injuries.

 

As one of the objectives of the through movement restrictions had been to improve safety for residents within the Blossom Park Community, a comparison of the total number of collisions that has occurred within this Community is an appropriate indicator of the overall effectiveness of these restrictions.  For the 2½ year period immediately preceding the implementation of the through movement prohibitions, there were 70 reported collisions within the Blossom Park Community.  This figure has been reduced considerably, to 54 collisions, during the 2½ year after period (a reduction of 23%).  Along the section of Albion Road between Lester Road and Bank Street, the number of collisions during the same time period has also reduced, but to a lesser degree, from 27 before to 23 after.

 

While the number of collisions within the Blossom Park Community has decreased, the number of collisions on the surrounding arterial network has increased.  Due to this increase, further analysis was carried out to determine if there is a discernable pattern observed for these collisions.

 

l         Albion Road and Lester Road intersection:

 

Of the 7 reported collisions during the 2.5 years before the implementation of the through movement, three (3) involved rear-end collisions, three (3) involved angle collisions, and one involved a left-turn movement collision. Of the 10 reported collisions during the 2.5 years following the implementation of the through movement, one involved a U-turn manoeuvre, five (5) involved a rear-end, three (3) involved turning movements, and one involved a single vehicle losing control.  Of the seven (7) ‘before’ collisions, three (3) were attributed to weather-related conditions (i.e., road surface being wet/icy/snow-covered).  For the ‘after’ period, six (6) out of the 10 collisions were weather-related (four (4) out of these six (6) weather-related collisions resulted in rear-end collisions). An assessment of the collisions at this location has revealed no specific pattern to suggest any particular safety issue at this intersection.

 


Table 4 – “Before and After” Collision Data

Location

Date/Durative

Total

Collisions

U-Turn Collisions

Pedestrian Collisions

Cyclist Collisions

Albion Road and Lester Road

Intersection

Before (2.5 years)

7

0

0

0

After (2.5 years)

10

1

0

0

Lester Road and Bank Street

Intersection

Before (2.5 years)

2

0

0

0

After (2.5 years)

16

0

0

0

Albion Road and Bank Street

Intersection

Before (2.5 years)

16

0

0

0

After (2.5 years)

13

0

0

0

Albion Road between

Lester Road and Bank Street*

Before (2.5 years)

27

0

2

1

After (2.5 years)

23

0

0

2

Lester Road between

Albion Road and Bank Street**

Before (2.5 years)

1

0

0

0

After (2.5 years)

6

2

0

0

Lester Road between Albion Road and Airport  Pkwy***

Before (2.5 years)

8

0

0

0

After (2.5 years)

12

4

0

0

Roadways within Blossom Park Community****

Before (2.5 years)

70

N/A

5

4

After (2.5 years)

54

N/A

4

3

Note:

“Before” represents collision data collected, for 2.5 years, between the dates 01 January 2002 to 28 June 2004.

“After” represents collision data collected, for 2.5 years, between the dates 29 June 2004 to 01 January 2007.

*Excludes collision data from the intersections of: Albion Road and Lester Road, and Albion Road and Bank Street.

**Excludes collision data from the intersections of: Lester Road and Albion Road, and Lester Road and Bank Street.

***Excludes collision data from the intersections of: Lester Road and Albion Road, and Lester Road and Airport Pkwy.

****Excludes collision data from all intersections along:  Lester Road, Bank Street, and Hunt Club Road.

 

l         Bank Street and Lester Road intersection:

 

Of the 16 reported collisions during the 2.5 years following the implementation of the through movement prohibitions at the Albion Road and Lester Road intersection, only three (3) collisions involved eastbound left turns from Lester Road or southbound right turns from Bank Street.  These are the movements that one expects to be attributable to the diverted traffic from the Albion Road and Lester Road intersection.  The remaining collisions at this intersection included primarily sideswipe, rear-end, and angle collisions.  One of the major contributory factors to the increase in collisions at this intersection could be the significant growth in traffic along Bank Street in recent years.  Turning movement counts from this intersection indicate that the 8-hour daytime volumes along the south leg of the Bank Street have increased 33% between 2001 and 2007.  In fact, when considering the additional evening activities associated with the recent expansion of the Rideau Carleton Raceway, the growth in daily volumes is likely even higher, particularly at the end of the week and during weekends. An assessment of the collisions at this location has revealed no specific pattern to suggest any particular safety issue at this intersection.

 

l         Lester Road: Albion Road to Bank Street:

 

In the 2.5 year period preceding the implementation of the through movement prohibitions, the section of Lester Road between Albion Road and Bank Street experienced one (1) collision.  This collision involved a vehicle and a deer.  In the same period of time after the implementation of the through movement prohibitions there were six (6) collisions.  Two (2) of these collisions involved vehicles striking a deer, two (2) collisions involved eastbound vehicles making U-turns (one with charges laid, and the other turning left onto Aladdin Lane to complete a U-turn), and two collisions involved a single vehicle losing control due in part to pavement conditions. 

 

l         Lester Road: Albion Road to Airport Parkway:

 

In the 2.5 year period preceding the implementation of the through movement prohibitions, the section of Lester Road between Albion Road and the Airport Parkway experienced eight (8) collisions.  Two (2) of these collisions involved vehicles striking a deer, four (4) involved single vehicle collisions, and two (2) others involved rear end and sideswipe contacts.  In the same period of time after the implementation of the through movement prohibitions there were 12 collisions.  Two (2) of these collisions involved vehicles striking a deer, four (4) involved vehicles executing U-turns (two with charges laid), four (4) involved rear end or side-swipe contact, and two (2) involved a single vehicle.

 

When these additional factors are considered while reviewing the collision statistics, the before and after numbers along the surrounding arterial streets can be more readily justified.  In each case, although the total number of collisions was higher than the previous 2.5 year period, staff were unable to identify a specific reason for the increases, or to determine a correlation between the increased number of collisions and the through movement prohibitions installed in June 2004, other than those relating to U-turn movements along Lester Road.

 

It is the City’s practice that a detailed analysis/study be undertaken when a particular pattern of collisions (i.e., rear-end, right angle, etc.) is observed to occur six (6) times or more at an intersection or a link over a three (3) year period.  While the number of collisions has increased over the past 2.5 years, given there is no identified collision pattern, no further evaluation is deemed to be warranted. 

 

4.0 CONSULTATIONS WITH SERVICE PROVIDERS

 

A review of the impacts of the northbound and southbound through prohibitions on service providers was conducted for fire, police, emergency medical, public transit, and surface operations.  The various services were consulted as to whether they had any safety or operational concerns, and if they had any additional comments regarding effects of these traffic management measures on their operations.

 

4.1 Fire Services

 

Fire Services did not have operational concerns regarding the intersection.  Safety concerns were limited to having to use extra caution at intersections where motorists might not expect a Fire Services’ vehicle to proceed straight through.  It was their opinion, however, that this safety concern would be mitigated by the use of lights and sirens to alert other drivers as to their intension to cross the intersection.  Fire Services had no other comments regarding the effectiveness of the measure.

 

4.2 Police Services

 

The Ottawa Police Service works closely with the City of Ottawa on achieving the goals outlined in the Integrated Road Safety Program and they strongly support the approach taken under the three “E” model (Education, Enforcement and Engineering) relating to road safety.  The Ottawa Police Service does not have any safety or operational concerns and the prohibitions at the intersection have had no effect on their ability to deliver their services. 

 

Police officers conduct traffic enforcement activities at various locations throughout the City as a result of complaints received, high accident locations and officer observations.  In addition, the role of the Police Service is to support new traffic measures put into place by the City in order to gain compliance for the purpose of achieving the objectives set out by the new measures (new speed limit, new stop signs etc.)

 

Based on information reviewed, the Ottawa Police Service supports the continuance of the measures put into place at this intersection.

 

4.3 Emergency Medical Services

 

Emergency Medical Services did not have any safety or operational concerns.  The prohibitions at the intersection have had no effect on their ability to deliver their services.

 

4.4 Transit Services

 

Transit Services (OC Transpo) did not have any operational problems with the prohibition of auto through traffic at the intersection, nor the traffic signal arrangement.  Transit buses are permitted to travel directly through the intersection with the aid of a transit priority signal indicator (dedicated bus signal).  Currently, OC Transpo Route 197 is the only route to operate through this intersection, however, there may be a need for increased service through this intersection when transit service begins to the new Park and Ride lot at Leitrim Road, which has been approved by Council and scheduled for opening in 2008 or 2009.

 

4.5 Surface Operations

 

Surface Operations did not have any maintenance or operational concerns.  The prohibitions at the intersection have had minimal impact on the maintenance and operation of the road network in the area.

 

5.0 CONCERNS BROUGHT FORWARD BY THE PUBLIC

 

Since the 29 June 2004, implementation of these through movement prohibitions City staff have received a significant number of communications from the public.  As of October 2005, the Traffic and Parking Operations Branch received approximately 300 emails and/or letters and 40 telephone calls in opposition to these restrictions and approximately 10 letters and/or emails in support of these measures (the vast majority of these were received within the first 2 to 3 months following implementation).  The concerns that were raised by the public could be generally grouped into the following areas:

 

l         The prohibitions result in more circuitous routes for people living on Albion Road, or with local destinations;

l         Albion Road has been opened for many years and has always been used as a commuter route to and from the south. People to the south used Albion Road to patronize businesses on Albion Road, and at the intersection of Albion Road and Bank Street;

l         The intersection configuration is confusing and unsafe;

l          A few people are receiving preferential treatment at the expense of many others (urban vs. rural);

l         People living to the south of the Albion Road and Lester Road intersection are being forced to drive further and burn more fuel, and this is contrary to guidelines in the City’s Official Plan regarding reducing CO2 emissions;

l         Delays traveling through this intersection have increased causing vehicle queuing in both the morning and afternoon peak hours;

l         The prohibitions have resulted in traffic diverting to nearby local roads such as: Queensdale, Kingsdale, Rosebella, and D’Aoust Avenues; and;

l         Residents from Carleton Condominium Corporation 164, located just northeast of the intersection had contacted staff, through their Property Management Director, with concerns over increased through traffic along Aladdin Lane, which is a private road.  (In 2006 a road closure was implemented along Aladdin Lane; immediately north of Lester Road, by Carleton Condominium Corporation 164).

 

City staff, as well as area Councillors, continue to receive communications from the public both in support and opposition to the north-south straight through prohibitions.

 

6.0 CONCLUSIONS

 

The prohibitions have been effective in meeting the primary goal of the Albion Road Corridor Study, which was to address concerns regarding the volume of traffic along Albion Road between Bank Street and Lester Road.  Albion Road through the Blossom Park Community has experienced significant reductions in traffic volumes, resulting in traffic levels more consistent with its intended function as a collector roadway.  Other positive conclusions of this evaluation include:

 

l         High compliance levels with the current restrictions (and improved, when compared with the one year evaluation);

l         Traffic diversions to arterial streets without significantly affecting other community streets;

l         No significant impacts on speeds along Albion Road;

l         No significant impact on travel times along the available alternative arterial routes;

l         No significant safety or operational concerns for City of Ottawa service providers; and,

l         Considerable reduction in the overall number of collisions on roadways within the Blossom Park Community since the implementation of the straight through prohibitions.

 

In terms of secondary impacts of the north-south prohibitions, those of note include:

 

l         Reduced Level of Service at the Albion Road and Lester Road intersection (the construction of an eastbound right-turn lane on Lester Road at Albion Road is expected to be completed in Fall 2007, which will improve the LoS during the afternoon peak);

l         Significant number of complaints that have been raised by the general public with respect to the prohibitions;

l         Additional 1-1.5 minutes of travel time for commuters during peak periods; and,

l         Increased collisions on the surrounding arterial road network (however, further analysis showed no discernable patterns for these collisions).

 


LOCATION MAP


“BEFORE AND AFTER” VOLUME COMPARISON

(TWO WAY TOTAL VOLUMES)


“BEFORE AND AFTER” TURNING MOVEMENT COUNTS

A.M. PEAK HOUR


“BEFORE AND AFTER” TURNING MOVEMENT COUNTS

P.M. PEAK HOUR

 


“BEFORE AND AFTER” TURNING MOVEMENT COUNTS

8-HOUR SURVEY


“BEFORE AND AFTER” VOLUME COMPARISONS

ALONG SURROUNDING STREETS


“BEFORE AND AFTER” TRAVEL TIME COMPARISONS

RELATING TO THROUGH MOVEMENT PROHIBITIONS


Document 2

 

Albion Road Corridor Study, Delcan Corporation, February 2003

 


 

Table of Contents

Table 1 – Albion Road Speed Analysis. 33

Table 3 – Travel Time Comparison. 35

Table of Contents.. 50

List of Figures.. 52

List of Tables.. 52

1.0       Background.. 53

2.0       Recent Area Traffic Growth.. 53

3.0       Quantification of Non-Local “Through” Traffic.. 55

3.1     Racetrack / Slots Traffic Flows. 57

Movement 58

4.0       Existing Traffic Speed Data. 58

Average Speed  58

5.0       Potential Traffic Increases Due to Proposed Area Developments.. 59

5.1     Central Canada Exhibition (CCE) Relocation. 59

5.2     Canada Lands Company. 59

6.0       Summary of Potential Mitigation Measures.. 60

Although traffic volumes are higher at the Bank Street end of the subject section of Albion Road, the proportion of local traffic using the intersection is also higher. The implementation of turning.. 61

6.1     Potential Diverted Traffic Impacts. 62

Each of the six basic alternatives will result in a diversion of both local traffic generated by the community and the existing non-local “through” traffic. For the purposes of illustrating the potential impacts of this total diverted traffic, it has been assumed that all measures are 100% effective and that 50% of the diverted traffic will elect to use the broader area’s designated arterial road network (Lester, Bank, Airport Parkway) while the other 50% will search for alternative entry/exit points on Blossom Park’s local streets which provide a connection between Albion Road and Bank Street/ Lester Road. These local streets include D’aoust, Rosabella, Kingsdale, Queensdale and Aladdin, which currently carry peak traffic volumes ranging from 50 to 350 vehicles per hour. Given the choice of these five alternative routes, half of the total diverted traffic volume, (primarily consisting of local traffic), will redistribute to each of these streets based on the most convenient way of linking their trip origin and destination. For any given section of these local streets, there could be an increase or decrease in traffic, depending on whether the street section is closer to the arterial road network (Bank Street and Lester Road) or Albion Road. For example, local traffic originating mid-block on Queensdale Avenue may currently use Albion Road to travel to a destination south of Lester Road. With the proposed traffic management measures in place, this trip would be diverted to Bank Street to.. 62

7.0       Preliminary Technical Recommendation.. 63

8.0       Public Consultation.. 64

9.0       Potential Traffic Impacts of Preliminary Technical Recommendation   64

Intersection  65

To get a sense for the attractiveness of existing alternative travel routes, several peak period travel time runs were conducted by Delcan staff on October 24th and 28th of 2002. These runs measured the time required to travel between the Bank / Hunt Club intersection and the Lester / Albion intersection via each of Bank Street, Albion Road and the Airport Parkway. During the AM peak in the northbound (peak) direction, Albion Road was the quickest route at 3.7 minutes, followed by the Airport Parkway at 4.7 minutes and Bank Street at 5.3 minutes. For the PM peak in the southbound (peak) direction, Albion Road was again the quickest route at 3.8 minutes, followed by Bank Street at 5.3 minutes and the Airport Parkway at 10.0 minutes. Delays for the Airport Parkway route were noted at the westbound left-turn at the Hunt Club / Airport Parkway interchange and at the STOP controlled intersections at the Lester / Airport Parkway..

Executive Summary. 77

Purpose of Study and Background. 77

Figure 1 – Location Plan.

Issues Identified. 80

Existing Traffic Conditions. 80

Street Name. 82

Bank Street south of Albion Road.. 82

Evaluation of Potential Mitigation Measures. 83

Of the alternatives evaluated, prohibiting northbound and southbound through movements at the Albion Road at Lester Road intersection was found to be the most appropriate, as these two movements made up between 85% and 95% of the total through traffic activity, and was found to have the least impact with respect to maintaining overall community accessibility. 84

Recommended Alternative. 84

The recommended mitigation measure, as a result of this review, is to restrict northbound and southbound straight-through movements at the Albion Road at Lester Road intersection, through a combination of physical changes to the intersection, as well as signage and traffic control signal changes.  All other movements at this intersection would continue to be permitted. 84

The implementation of this alternative will have implications for various road users beyond simply those traveling directly through Blossom Park.  In particular, residents living south of Lester Road wishing to access facilities within Blossom Park, as well as residents of Blossom Park wishing to access areas to the south of Lester Road, will also be affected.  While these groups are seen as legitimate users of the direct Albion Road connection, there is no means for the City to provide an exemption from the restrictions as the only exemptions possible, in accordance with the Ontario Highway Traffic Act, are for certain types of vehicles such as transit vehicles or cyclists. 85

The implementation of this alternative will have implications for various road users beyond simply those traveling directly through Blossom Park.  In particular, residents living south of Lester Road wishing to access facilities within Blossom Park, as well as residents of Blossom Park wishing to access areas to the south of Lester Road, will also be affected.  While these groups are seen as legitimate users of the direct Albion Road connection, there is no means for the City to provide an exemption from the restrictions as the only exemptions possible, in accordance with the Ontario Highway Traffic Act, are for certain types of vehicles such as transit vehicles or cyclists. 86

Short Term Solution. 86

In light of the substantial costs ($1.7M) associated with the recommended alternative, a lower cost short term derivative was brought forward for consideration.  This solution involves restricting north/south through movements with only traffic control signal changes and signage.  Transportation and Transit Committee and City Council approved $200,000 in funding for this solution that can be implemented in the short term.  Funding for the physical changes associated with the full recommended alternative may be considered in future years. 86

It is noted, however, that such an option is likely to result in lower compliance levels and an on-going need for more enforcement, and may limit the ability to provide exemptions to transit, school buses and emergency vehicles. 86

Public Consultation. 86

Next Steps. 87

Monitoring and Evaluation Program.. 88

 

List of Figures

 

Figure 1:  Origin-Destination Locations………………………………………………………………

 

 

List of Tables

 

Table 1:  Non-Local “Through” Traffic Flows Through Blossom Park. 55

Table 2: Racetrack / Slots Traffic Traveling Through Blossom Park. 58

Table 3: Speed Survey Summaries. 58

Table 4:  Range of Potential Diverted Traffic Impacts. 63

Table 5: Existing Levels of Service for Key Study Area Intersections. 65

Table 6:  Projected Levels of Service Due to Traffic Reassignment (Year 2003) 66

Table 7:  Projected Levels of Service Due to Traffic Reassignment (Year 2008) 67

 

 

 

 

 


 

1.0               Background

 

As the Blossom Park community has developed out and as through traffic on the local section of Albion Road continues to increase, Albion Road’s current function and its adjacent land uses are beginning to conflict. There are a number of recent development applications in the immediate area (i.e. Canada Lands Company) and significant future urban and rural growth is being planned to the south that could compound current traffic issues.

 

Among the issues identified to date by community residents and City staff are significant recent growth in both peak hour and daily traffic volumes, a high perceived proportion of “non-local” traffic cutting through the community and the speed of traffic on Albion Road. The combined volume and speed of traffic creates safety concerns for local pedestrians, cyclists and motor vehicles travelling on, or crossing, Albion Road and there is the acknowledged potential for further traffic increases on Blossom Park roads due to proposed new developments.

 

In July of 2002, in response to these ongoing concerns, City Council directed their staff to undertake a focussed traffic study on the residential portion of Albion Road between Bank Street and Lester Road to address / resolve transportation-related issues along the corridor. Based on the findings of this study, a number of options for controlling traffic volume through Blossom Park were brought forward and are summarized herein.

 

2.0               Recent Area Traffic Growth

 

As part of the extensive data collection undertaken for this Albion Road Corridor Review, the City conducted both an Origin-Destination (O-D) Survey and Automatic Traffic Recorder (ATR) counts during the weeks of August 27th, 2002 and September 25th, 2002. Spot speed surveys and turning movement counts at key intersections were also reviewed. Traffic counts and speed surveys were compared with historical data to assess the trends in growth or decline.

 

Traffic volumes on the subject section of Albion Road (Lester Road to Bank Street) have increased significantly since the last set of available turning movement counts conducted in the Summer of 2000. Prior to 2000, traffic volumes had been, on average, somewhat stable after experiencing some decline following completion of the Hunt Club / Airport Parkway interchange. Between 2000 and 2002, traffic volumes immediately north of Lester Road increased significantly by 64% and 59% in the AM and PM peak hours, respectively. The absolute value of the hourly increase ranges from 200 to 300 vph depending on the section of road and the time period. Over a 24 hour period, and after adjustment for seasonal variation, the daily increase over this two-year period equates to approximately 1,660 vehicles (+35%) on Albion Road north of Lester Road and approximately 1,240 vehicles (+14%) on Albion Road south of Bank Street.

 

Based on the August 2002 ATR counts taken at a location immediately north of Lester Road and at a location immediately south of Bank Street, the total Albion Road (through Blossom Park) two-way peak hourly traffic volumes are as follows:

 

                      immediately north of Lester Road:                    500 vph AM peak

                                                                                      820 vph PM peak

 

                      immediately south of Bank Street:                    680 vph AM peak

                                                                                   1,060 vph PM peak

 


The data was recorded between August 16th and August 28th, 2002. Although day-to-day volumes varied naturally throughout the week of study, the above-noted volumes were considered representative of the higher end of the weekday peaks recorded.

 

The subject section of Albion Road through Blossom Park is designated as a collector road in the former City of Gloucester Official Plan. It is important to understand the rationale behind the roadway classification system. Most community traffic issues arise when a roadway's designated function and actual function conflict. Albion Road is designated as a collector road north of Lester Road and as an arterial road south of Lester Road. A road's designation as "collector" versus "arterial” does not necessarily reflect its physical ability to carry / accommodate traffic (i.e. its capacity). A road's intended function, however, does provide a guideline for what is considered to be a tolerable level of traffic for the land uses that are adjacent to it. For example, the function of an arterial is to primarily move high volumes of regional-type traffic, with less emphasis on providing access to adjacent development. As this is currently the case for Albion Road south of Lester Road, its intended and actual functions are therefore compatible. A collector's function, on the other hand, is to carry some traffic volume, primarily community-generated traffic, as well as to provide access to adjacent land uses. When a road is designated as a collector, it usually has more residential and neighbourhood oriented land uses along it compared to an arterial, and there will be more driveways and local street intersections. As such, there is lower tolerance for higher traffic volumes and speeds due to safety, noise and convenience issues. As total traffic volume and the amount of non-local “through” traffic increases, a collector road actually functions more and more like an arterial road and can cause growing conflict between its designated function and its actual function. Traffic management solutions such as turning movement restrictions and physical diversions can help to correct this type of conflict.

 

As mentioned, a second set of ATR counts were collected in September, 2002 to determine if traffic flows changed due to local schools being in session. The results of these updated counts indicated that average traffic volumes during the morning peak hour had increased approximately 20% over the section of Albion Road through Blossom Park. During the afternoon peak and over the course of a weekday, volumes were the same or slightly lower than in August. Weekend daily volumes increased up to 20% immediately south of Bank Street.

 

The following are considered representative of two-way peak hour traffic volumes during a typical weekday morning peak while school is in session:

 

                     immediately north of Lester Road:      575 vph

·                      immediately south of Bank Street:      790 vph

 

This Fall data is important for highlighting the fact that commuter traffic volumes have generally increased through Blossom Park, and cannot be explained simply by seasonal variation and specific land uses such as area schools.


3.0               Quantification of Non-Local “Through” Traffic

 

The map attached as Figure 1 illustrates the origin and destination points used for the first Origin-Destination study in late August, 2002. License plate numbers were recorded for turning movements at the intersections of Hunt Club / Bridle Path, Bank / Albion, Albion / Lester and the two northerly Rideau Carleton Raceway  driveway intersections with Albion Road. Plate matches were used to estimate the percentage of non-local traffic for each intersection movement.

 

For the AM peak period, two traffic flows were analyzed; the predominant commuter flow (south to north) and the reverse commuter flow (north to south). For the PM peak, the same two directions of commuter traffic were analyzed, in addition to traffic flows to and from the Rideau Carleton Raceway / Slots facility. Note that this Raceway / Slots traffic is also accounted for in the totals for commuter traffic, as it constitutes non-local traffic. The percentage of non-local through traffic over the peak periods was converted to an equivalent peak hourly volume, derived from the most recent turning movement counts at area intersections (included in Appendix A), to provide a better basis for comparison. Table 1 summarizes the resultant estimated “through” traffic flows through Blossom Park.

 

Table 1:  Non-Local “Through” Traffic Flows Through Blossom Park

Movement

AM Peak Hour

PM Peak Hour

% of Movement Classified as “Through” Traffic

Equivalent vph, Typical Weekday*

% of Movement Classified as “Through” Traffic

Equivalent vph, Typical Weekday*

Eastbound Right-Turn from Hunt Club to Bridle Path

4%

4

5%

15

Eastbound Right-Turn from Bank to Albion

41%

41

49%

153

Southbound Through at Bank / Albion

30%

38

30%

79

Westbound Left-Turn from Bank to Albion

12%

4

60%

26

Westbound Right-Turn from Albion to Lester

20%

2

17%

2

Eastbound Left-Turn from Albion to Lester

20%

2

14%

17

Northbound Through at Albion / Lester

50%

110

48%

94

*equivalent vph based on most recent turning movement counts provided by the City (May / June 2002)

 

Based on the Table 1 results, the magnitude of two-way non-local “through” traffic on Albion Road through Blossom Park is estimated to be in the order of 200 vph and 385 vph in the morning and afternoon peak hours, respectively.




The percentage of non-local ”through” traffic on Albion Road through Blossom Park is estimated to be between 29% and 47% during summer months, as follows:

 


            -           immediately north of Lester Road:         40% AM peak (200 / 500 vph)

                                                                                       47% PM peak (385 / 820 vph)

 

            -           immediately south of Bank Street:         29% AM peak (200 / 680 vph)

                                                                                       36% PM peak (385 / 1060 vph)      

 

As previously mentioned, a second O-D Survey was undertaken in late September 2002 to capture any changes in travel patterns as a result of the new school year.  This Fall survey found significantly fewer matching plates representing “through” traffic, estimated to be in the order of 120 vph and 210 vph in the morning and afternoon peak hours, respectively.

 

The percentage of non-local “through” traffic on Albion Road through Blossom Park is estimated to be between 15% and 28% during months when school is in session, as follows:

 

            -           immediately north of Lester Road:         21% AM peak (120 / 575 vph)

                                                                                       28% PM peak (210 / 750 vph)

 

            -           immediately south of Bank Street:         15% AM peak (120 / 790 vph)

                                                                                       20% PM peak (210 / 1025 vph)

 

Although the findings of the September, 2002 survey suggest approximately half as much non-local “through” traffic compared to the August 2002 survey, there are several explanations for this, including:

 

·         a higher proportion of school-related traffic in the AM peak, which would exhibit “local” traffic patterns;

 

·         although not found to be a major “through” traffic route in the first survey, Bridle Path Drive was not included in the September survey;

 

·         the hours of study for the PM peak were extended an extra hour to account for the total peak period, which may have “diluted” some of the “through” traffic that is typically associated with the commuter peak hour; and

 

·         construction activity was noted immediately south of Bank Street during the survey hours, with traffic being controlled by a flagperson. While this did not appear to affect total traffic volumes on Albion Road significantly, it may have caused some drivers to shift their routes in advance of the disruption.

 

3.1                                      Racetrack / Slots Traffic Flows

 

These traffic movements were only measured during the afternoon peak as the facility is not in operation during the morning peak hour. Note that inbound (southbound) traffic to the Racetrack / Slots is not presented due to the difficulty experienced in reading and recording license plates for these vehicles, resulting in a very low number of plate matches.

 


Table 2: Racetrack / Slots Traffic Traveling Through Blossom Park

Movement

PM Peak Hour

% of Movement Classified as “Through” Traffic

Equivalent vph, Typical Weekday*

Westbound Right-Turn from Rideau Carleton Raceway North Access (unsignalized) to Albion Northbound

11%

1

Westbound Right-Turn from Rideau Carleton Raceway South Access (signalized) to Albion Northbound

20%

25

*equivalent vph based on most recent turning movement counts conducted by the Consultant / City

 

Based on the Table 2 data, the contribution of outbound (northbound) Rideau Carleton Raceway traffic to northbound “through” traffic in Blossom Park is estimated to be 23% (26 / 113) during the afternoon commuter peak hour. The remaining 77% of total “through” traffic is originating in other areas south of Lester Road.

 

4.0               Existing Traffic Speed Data

 

Speed surveys were conducted at three locations along the subject section of Albion Road. Table 3 summarizes the survey findings. The posted speed limit is 50 km/h.

 

Table 3: Speed Survey Summaries

Location

(Date of Survey)

Two-way Traffic Data

Average Speed

85th Percentile Speed

Percentage Complying with 50 km/h Speed Limit

Albion between Des Mesanges and Forge

(Nov. 28th, 2000)

61 km/h

68 km/h

5%

Albion between Goth and McMahon

(Sept. 20th, 2002)

59 km/h

67 km/h

12%

Albion between Aladdin and Lester

(Sept. 20th, 2002)

60 km/h

68 km/h

13%

 

As shown in Table 3, the average speed of traffic along Albion Road is approximately 60 km/h or 10 km/h over the posted speed limit. The 85th percentile speed, defined as the speed at or below which 85% of the vehicles are moving, is established at 68 km/h or 18 km/h over the speed limit. Compliance with the posted speed limit ranged from 5% to 13%, with less compliance noted in the section immediately south of Bank Street. 

 

The measured vehicle speeds and peak hour traffic volumes reiterate the current disconnect

between Albion Road’s designation and its actual function.  These speed and traffic levels would be considered typical of conditions along a minor arterial or major collector roadway, however, the subject section of Albion Road is classified as a collector road in the former City of Gloucester Official Plan and its adjacent (primarily residential) land uses reflect this designation. South of Lester Road, there are fewer adjacent developments and this section of Albion Road is classified as, and currently functions as, an arterial road.  Because of the continuous nature of

Albion Road through Blossom Park, the lack of a clearly defined transition between the arterial and collector road network, and the resultant high proportion of non-local traffic volumes, the subject section of Albion Road is currently functioning as a de facto arterial road. 

 

This growing incompatibility in the area’s roadway hierarchy warrants corrective action. Absent any change in the status quo, the subject section of roadway will see overall traffic volumes and the proportion of non-local traffic continue to increase, resulting in diminished quality of life for area residents.

 

5.0               Potential Traffic Increases Due to Proposed Area Developments

 

A number of development proposals are in various stages of planning both within Blossom Park and on lands to the south. These developments could generate significant traffic volumes, with a percentage of this traffic potentially utilizing the subject section of Albion Road. Some of the more specific development proposals include:

 

5.1                                       Central Canada Exhibition (CCE) Relocation 

 

The CCE could be relocated to lands at the corner of Rideau Road and Albion Road as early as 2003. Up to 150,000 annual visits are projected by the year 2008 over an 11-day event schedule. Based on the most recent traffic impact study prepared by Delcan (October 2002), 20% of the CCE’s total traffic is projected to utilize the section of Albion Road through Blossom Park. This translates into a 160 to 270 vph increase in weekday afternoon and Saturday peak hour volumes, respectively, which would be an approximate 42% increase in the afternoon peak hour “through” traffic volumes through Blossom Park. Existing Saturday “through” traffic has not been quantified.

 

5.2                                       Canada Lands Company

 

There are two separate proposals being considered for vacant lands within Blossom Park. The first is a potential 225 unit residential development on former NRC lands located in the southeast quadrant of the Bank / Queensdale intersection. A traffic impact study prepared by Dillon (August 2000) suggests that up to 170 AM and 225 PM peak vehicles per hour could be generated, with between 105 and 140 of these respective vehicles utilizing the subject section of Albion Road depending on the site access configuration. While this traffic will technically become “local” traffic, if considered as part of the future “through” traffic issue, it could result in a 53% and 36% increase in the AM and PM peak hour “through” traffic volumes, respectively. A second proposal is currently in the conceptual planning stages for lands bounded on the south by Lester Road east of Albion Road. The site could yield up between 600 and 800 residential units and generate between 400 and 600 peak vehicles per hour. Depending on the approved number and location of site accesses, up to 115 peak vehicles per hour could be added to the subject section of Albion Road (assuming at least one connection is provided to Lester Road). While this traffic will technically become “local” traffic, if considered as part of the future “through” traffic issue, it could result in a 30% increase in peak hour “through” traffic volumes.

 

5.3       Riverside South and Leitrim

 

These new urban communities are expected to experience a rapid rate of growth through to the 2021 Official Plan horizon. Currently, there are 1,100 dwelling units in Riverside South and development in Leitrim has not yet begun. Based on projections contained in the Riverside South and Leitrim Development Status and City Context Report (Delcan et al, July 2002), a short-term increase of 2,400 new dwelling units in Riverside South and 1,500 new dwelling units in Leitrim are forecast within the next five years, with a build-out total (2021) of 16,500 dwelling units for Riverside South and 5,000 dwelling units for Leitrim. In addition, a total of 11,000 jobs could be in place by the end of this planning period.

 

The new residential and employment growth could generate in the order of 7,500 new vehicle trips during the afternoon peak hour, according to the City’s Transportation Master Plan assumptions.  This translates into an approximate 250 to 300 vph average annual traffic growth rate. The traffic increase will be accommodated through a number of planned new transportation facilities including the Armstrong Road extension, the Bowesville Road extension and the Strandherd-Armstrong Bridge link. However, as traffic will also be distributed to the existing area roads such as River Road, Limebank Road, Albion Road and Bank Street, these facilities will eventually need upgrades, widening and / or traffic mitigation measures depending on their future role within the overall transportation network.

 

6.0               Summary of Potential Mitigation Measures

 

To assist in determining the traffic management measure that is likely to be most effective in reducing non-local “through” traffic volumes, the current non-local “through” traffic volumes on Albion Road have been broken down according to the traffic movement made at the Albion / Lester intersection. For the southbound “through” traffic volume (85 vph AM and 275 vph PM), approximately 86% to 89% of this traffic makes a southbound through movement at the Albion / Lester intersection. Between 8% and 11% make a southbound right-turn and 3% make a southbound left-turn. For the northbound “through” traffic volume (115 vph AM and 110 vph PM), approximately 96% to 83% of this traffic originates as a northbound through movement at the Albion / Lester intersection.  Between 2% and 15% originates as an eastbound left-turn movement and 2% originates as a westbound right-turn movement.

 

Based on the foregoing analysis and the attached O-D survey summary sheets, the most critical movements for non-local traffic are the northbound and southbound through movements at the Albion / Lester intersection. They comprise 83% to 96% of the peak hour “through” traffic on Albion Road through Blossom Park. Prohibiting or restricting these movements would result in a significant reduction in the traffic volume on the section of Albion Road north of Lester Road. Both the percentage (approximately 30% to 50%) and magnitude (approximately 200 vph to 385 vph) of the existing “through” traffic component suggest mitigation of some type is required. A number of options for reducing this traffic volume have been identified and would have varying degrees of effectiveness and adverse impact on local residents.

 

The following are potential measures for dealing with the non-local “through” traffic issue:

 

1. Prohibit the Northbound and Southbound through movements at Albion / Lester

 

This measure could reduce existing traffic on Albion Road immediately north of Lester Road by up to 360 vph (-72%) and 530 vph (-65%) in the morning and afternoon peak hours, respectively, assuming the measures implemented are 100% effective. Note that the

Percentage and amount of traffic reduction would be less further north of Lester due to the higher base volumes and the redirection of local traffic that would occur as a result of the prohibition. There is also potential for some of the diverted traffic to simply shift routes in advance of Lester Road and instead enter the community via a left or right-turn movement or via other intersections.

 

Another issue is the need to accommodate the resultant diverted traffic elsewhere in the traffic system. A significant proportion of the diverted traffic would be local traffic with a legitimate destination within Blossom Park, estimated at 190 vph and 210 vph in the morning and afternoon peak hours respectively (or 53% and 40%, respectively, of the total diverted traffic volume).

 

2. Restrict the North Leg of the Albion / Lester intersection to Right In / Right Out only

 

This measure would have the same traffic reduction / diversion effects of Option 1, with the added effect of preventing diverted traffic from making left-turns to and from Lester Road east and west.

 

An additional 20 vph and 135 vph in the morning and afternoon peak hours, respectively, would be shifted from Albion Road north of Lester Road. However, as only 5 (25%) of the morning and 25 (17%) of the afternoon peak vehicles were classified as non-local, the marginal additional reduction in traffic volumes would come at the expense of greatly diminished local accessibility.

 

3. Cul-de-Sac the North Leg of the Albion / Lester intersection

 

By creating a ‘dead end’ of Albion Road immediately north of Lester Road, all existing local and non-local traffic currently using the north leg of the intersection would be diverted elsewhere. While this would result in the removal of the aforementioned 200 AM and 385 PM peak hourly non-local vehicles, it would also divert approximately 300 AM and 300 PM peak hourly local vehicles to other entrances and exits to the Blossom Park community.

 

Assuming a worse case scenario, whereby all local traffic diverts northward to the Bank / Albion or Hunt Club / Bridle Path intersections, the overall result could be a slight net increase in traffic volumes over existing on the most northern section of Albion Road through Blossom Park. Alternatively, there is the potential for traffic increases on other local streets which access Bank Street or Lester Road such as D’Aoust, Rosabella, Kingsdale, Queensdale and Aladdin. For the southerly portion of Albion Road north of Lester Road, volumes would decrease.

 

4. Realign the Albion / Lester intersection to Influence Travel Patterns

 

This alternative would involve significantly reconstructing the Albion / Lester intersection such that the west leg of Lester Road and the south leg of Albion Road form a continuous roadway facility. The east leg of Lester Road would “T” into this new roadway, while the north leg of Albion Road would intersect the east leg of Lester Road as a right-in, right-out connection. The intent would be to encourage traffic to use the west leg of Lester Road to access the Airport Parkway in lieu of Albion Road. It would have similar traffic impacts to Option 2, however, its construction cost would be significantly more.

 

5. Turning Restrictions at the Albion / Bank intersection

 

Although traffic volumes are higher at the Bank Street end of the subject section of Albion Road, the proportion of local traffic using the intersection is also higher. The implementation of turning

restrictions at this location would therefore have a significant negative impact on local circulation patterns and community accessibility.

 

§                     Prohibiting the eastbound right-turn and northbound left-turn at this intersection would remove approximately 370 and 500 vph, respectively, from the morning and afternoon peak two-way traffic volumes on Albion Road immediately south of Bank Street (54% and 47% reduction respectively). However, over half of this diverted traffic (260 morning and 285 afternoon peak vph) would be locally based and would have to enter / exit the community at another location.

 

§                     Prohibiting the northbound and southbound through movements at Bank / Albion would remove approximately 325 and 425 vph, respectively, from the morning and afternoon peak two-way traffic volumes on Albion Road immediately south of Bank Street (48% and 40% reduction respectively). However, up to 83% and 73%, respectively, of this morning and afternoon diverted traffic would be locally based and would have to enter / exit the community at another location.

 

§                     With regard to the northbound right-turn from Albion to Bank and the westbound left-turn from Bank to Albion, due to the relatively low combined volumes of these movements (70 and 75 vph morning and afternoon peak hour, respectively ) and the majority of this traffic being local (79% and 53%, respectively) there would be little benefit to restricting this movement.

 

6. Turning Restrictions at the Hunt Club / Bridle Path intersection

 

Despite carrying relatively high traffic volumes during both peak hours of the day, Bridle Path Drive is not used significantly by non-local traffic. For the eastbound right-turn and northbound left-turn combined movements, only 2% of morning and 4% of afternoon peak hour vehicles were deemed to be non-local “through” traffic. Turn restrictions are therefore not recommended at this location.

 

6.1                                       Potential Diverted Traffic Impacts

 

Each of the six basic alternatives will result in a diversion of both local traffic generated by the community and the existing non-local “through” traffic. For the purposes of illustrating the potential impacts of this total diverted traffic, it has been assumed that all measures are 100% effective and that 50% of the diverted traffic will elect to use the broader area’s designated arterial road network (Lester, Bank, Airport Parkway) while the other 50% will search for alternative entry/exit points on Blossom Park’s local streets which provide a connection between Albion Road and Bank Street/ Lester Road. These local streets include D’aoust, Rosabella, Kingsdale, Queensdale and Aladdin, which currently carry peak traffic volumes ranging from 50 to 350 vehicles per hour. Given the choice of these five alternative routes, half of the total diverted traffic volume, (primarily consisting of local traffic), will redistribute to each of these streets based on the most convenient way of linking their trip origin and destination. For any given section of these local streets, there could be an increase or decrease in traffic, depending on whether the street section is closer to the arterial road network (Bank Street and Lester Road) or Albion Road. For example, local traffic originating mid-block on Queensdale Avenue may currently use Albion Road to travel to a destination south of Lester Road. With the proposed traffic management measures in place, this trip would be diverted to Bank Street to

reach the same destination. In other words, the vehicle trip is subtracted from the western section of Queensdale Avenue (to / from Albion Road) and added to its eastern section (to / from Bank Street). This upper range of potential diverted traffic impact is documented in Table 4. The actual impact on any one of the five primary local streets connecting Albion Road and Bank Street / Lester Road is difficult to predict, given that the exact origins and destinations of diverted traffic is unknown. A reasonable estimate would likely be in the order of 10% to 30% of the range of values shown (i.e. potentially higher or lower than 20%, depending on relative attractiveness of the particular route).

 

Table 4:  Range of Potential Diverted Traffic Impacts

Alternative

Potential Change in Peak Hour Traffic Volume on Albion Road

Potential Diverted Traffic Impacts on Local Streets

Peak Hour

North of Lester Road

South of Bank Street

1.      Prohibit Northbound and Southbound Through Movements at the Albion / Lester Intersection

AM

-360 vph (-72%)

 

-170 vph (-25%)

 

+180 vph

PM

-530 vph (-65%)

-320 vph (-30%)

+265 vph

2.      Restrict the North Leg of the Albion / Lester Intersection to Right-In, Right-Out Movement Only

AM

-380 vph (-76%)

 

-175 vph (-26%)

 

+190 vph

 

PM

-665 vph (-81%)

-345 vph (-33%)

+335 vph

3.      Cul-de-Sac the North Leg of the Albion / Lester Intersection

AM

-500 vph (-100%)

 

+100 vph (+15%)

 

+255 vph

PM

-820 vph (-100%)

-50 vph (-5%)

+410 vph

4 a).   Implement Northbound Left and Eastbound Right Turning Restrictions at the Albion / Bank Intersection:

AM

-110 vph (-22%)

-370 vph (-54%)

+185 vph

PM

-215 vph (-26%)

-500 vph (-47%)

+250 vph

 

4 b).   Implement Northbound Through and Southbound Through Restrictions at the Albion / Bank Intersection:

AM

- 55 vph (-11%)

 

-325 vph (-48%)

+160 vph

PM

-115 vph (-14%)

-425 vph (-40%)

+210 vph

5.      Prohibit Eastbound Right and Northbound Left- Turn Movements at the Hunt Club / Bridle Path Intersection

n/a

no significant impact

+430 vph (+63%) AM

+480 vph (+45%) PM

impact would be mainly limited to Albion / Bank intersection

6.      Realign the Albion / Lester Intersection to Influence Travel Patterns

n/a

same impacts as Alternative 2. (requires eliminating the westbound left-turn from Lester to Albion to be effective)

same impacts as Alternative 2.

same impacts as Alternative 2.

 

7.0               Preliminary Technical Recommendation

 

Based on the foregoing analysis, Option 1: Prohibition of Northbound and Southbound Through Traffic at Albion / Lester is recommended. This measure is considered to be the best balance

between reducing non-local traffic volume, maintaining community accessibility, and reducing the diverted traffic impact on other area residential streets. Before proceeding to the City’s Transportation and Transit Committee with this recommendation, public feedback was solicited at an open house along with preliminary technical input from emergency services, transit, utilities and maintenance operations to determine if the option was acceptable and if it could be better refined to meet its objective of improving the quality of life for residents of Blossom Park.

 

It was determined that given the magnitude of traffic affected by the proposed restrictions, in order to achieve sufficient compliance, physical measures would have to be implemented. These measures would consist of the realignment and channelization of traffic lanes to prevent north-south through movements on Albion Road and the construction of an eastbound right-turn lane to accommodate diverted traffic to Lester Road. A preliminary cost estimate of these modifications totalled approximately $1.7 M.

 

8.0               Public Consultation

 

Prior to presenting the study findings to Transportation and Transit Committee, a Public Open House was held on November 14th, 2002 to discuss the project issues, alternatives and preliminary recommendation. Approximately 85 people attended, of which 32 returned comments / questionnaires. Of these,

 

§                     66% of respondents supported the Preliminary Preferred Alternative

 

§                     22% did not indicate a strong preference for any of the alternatives

 

§                     12% were opposed to the Preliminary Preferred Alternative, or preferred another alternative

 

Those opposed to the Preferred Alternative cited concerns regarding diverted traffic impact on their local streets, loss of connectivity to the southern regional road network and the need for a measure that would not require significant enforcement. Others expressed a preference for the cul-de-sac option, but considered the preferred alternative to be a reasonable second choice.

 

In light of the substantial costs ($1.7 M) potentially associated with the Preferred Alternative, as an interim step for 2003, a lower cost derivative of the alternative was brought forward for consideration. This interim solution involved restricting north-south through movements with only traffic signal control changes and signage.

 

On December 4th, 2002, Transportation Committee approved $200,000 in funding for the interim solution that would minimize Albion / Lester intersection modifications through signal changes and complementary signage.

 

9.0               Potential Traffic Impacts of Preliminary Technical Recommendation

 

A traffic reassignment and capacity analysis was undertaken to determine the effects of prohibiting north-south through traffic at the Lester / Albion intersection on key adjacent intersections. These intersections and their current levels of service are shown in Table 5:

 


Table 5: Existing Levels of Service for Key Study Area Intersections

Intersection

AM Peak Hour

PM Peak Hour

LoS

v/c Rate

LoS

v/c Rate

Lester / Albion

D

0.82

E

0.91

Bank / Albion

B

0.68

C

0.78

Lester / Airport Parkway East*

F

n/a

F

n/a

Lester / Airport Parkway West*

D

n/a

F

n/a

Lester / Bank

A

0.49

C

0.73

Analysis of signalized intersections assumes an ideal saturation flow of 1800 veh / hr, actuated-coordinated operation and optimized signal timings as produced by SYNCHRO 5.0. * Unsignalized intersection LoS is dictated by average movement delay

 

The City has adopted criteria which directly relate the volume to capacity (v/c) rate of a signalized intersection’s most critical movement to its Level of Service (LoS) rating.  The LoS ratings range between LoS A (v/c rate of less than 0.60 - indicative of excellent performance) to LoS F (v/c ratio that exceeds 1.0 - indicative of failure or very poor performance).  For planning purposes, the City considers LoS D (v/c rate between 0.81 and 0.90) to be the minimum acceptable standard for signal operation during the peak hours.  However, it is recognized that many intersections in Ottawa presently operate at service levels that are slightly below (LoS E) or slightly exceed (LoS F) the capacity of an intersection (v/c rate of 1.0). With regards to unsignalized intersections, the LoS rating is based on average vehicle delay.

 

As shown in Table 2, there are three study area intersections that are operating at or slightly over the City’s recommended minimum level of service standard. The Albion / Lester intersection currently operates at a v/c rate of 0.91 (LoS E) during the afternoon peak hour. Note that observations in the field confirm that the primary operational constraint at this location is the lack of a separate eastbound right-turn lane to bypass queued traffic. The Lester Road / Airport Parkway ramps are experiencing high delays, particularly in the afternoon peak hour and could benefit from the installation of traffic control signals. Note that as the most recent count available for the Lester / Airport Parkway East intersection was conducted in the year 2000, its traffic volumes were balanced with the adjacent Lester / Airport Parkway West and Lester / Albion intersections prior to completing the capacity analysis. A signal warrant analysis was undertaken for the 8 hour year 2000 traffic count and determined that signals were only 56% warranted at that time. As area traffic volumes have changed significantly over the past two to three years, it is possible that an updated 8-hour count would reveal that daily traffic volumes are close to, if not already meeting signal warrants.

 

To get a sense for the attractiveness of existing alternative travel routes, several peak period travel time runs were conducted by Delcan staff on October 24th and 28th of 2002. These runs measured the time required to travel between the Bank / Hunt Club intersection and the Lester / Albion intersection via each of Bank Street, Albion Road and the Airport Parkway. During the AM peak in the northbound (peak) direction, Albion Road was the quickest route at 3.7 minutes, followed by the Airport Parkway at 4.7 minutes and Bank Street at 5.3 minutes. For the PM peak in the southbound (peak) direction, Albion Road was again the quickest route at 3.8 minutes, followed by Bank Street at 5.3 minutes and the Airport Parkway at 10.0 minutes. Delays for the Airport Parkway route were noted at the westbound left-turn at the Hunt Club / Airport Parkway interchange and at the STOP controlled intersections at the Lester / Airport Parkway

interchange, which confirms the analysis presented in Table 4. If improvements such as traffic signalization were implemented at the Lester / Airport Parkway ramp intersections, it is expected that the Airport Parkway route could become at least as attractive a route as Bank Street, given its restricted access and relatively free-flow operation. 

 

Based on a combination of the O-D survey results, area travel time runs conducted by Delcan staff and professional judgement, existing north-south through traffic volumes would be expected to be reassigned to the arterial network as follows:

 

§                     AM and PM Peak:        70% to and from the west via Airport Parkway / Uplands; and

                                                30% to and from the east via Bank Street

 

Traffic was reassigned and a capacity analysis performed for both the initial “post-implementation” conditions as well as for projected conditions at 5 years beyond implementation (assumed to be year 2008). The results are summarized in Table 6 and 7, respectively. Note that for projected year 2008 conditions, the resultant non-local traffic movements were increased by a growth factor of 1.20 to account for five years of continued background traffic growth. The effective average annual growth rate on roadways external to Blossom Park has been established in previous area traffic studies (CCEA Relocation) to be approximately 2 to 3% per annum.

 

Table 6:  Projected Levels of Service Due to Traffic Reassignment (Year 2003)

Intersection

Assumed Modification

AM Peak

PM Peak

LoS

v/c

LoS

v/c

Lester / Albion

 

none

D

0.84

F

1.09

split signal phases

free-flow EBRT lane

D

0.84

C

0.73

Bank / Albion

none

A

0.54

C

0.72

 

Lester / Airport Parkway East

 

none

F

n/a

F

n/a

signalization

A

0.48

D

0.82

 

Lester / Airport Parkway West

 

none

E

n/a

F

n/a

signalization

C

0.75

D

0.81

Lester / Bank

none

A

0.49

B

0.69

 

Table 6 confirms that the area traffic network can accommodate the diverted traffic with minimal modifications, including construction of an eastbound right-turn lane at Albion / Lester to accommodate diverted southbound through traffic. The north-south through traffic restrictions could be configured to maintain cyclist, emergency vehicle and / or transit access. The potential requirement for the eastbound right-turn lane modification has been previously established in other traffic impact studies for the CCEA relocation and the RCR  / Slots expansion and would likely be required with or without the proposed through traffic restrictions.

 

With regard to the signalization of the Lester / Airport Parkway ramps, a full 8-hour traffic count is required to determine if full signalization would be a cost-effective measure or whether other modifications will suffice. Alternative measures could include channelizing select movements, such as the westbound right-turn from Lester Road to Airport Parkway north, in order to reduce the volume of conflicting traffic entering the intersection area.

 

Table 7:  Projected Levels of Service Due to Traffic Reassignment (Year 2008)

Intersection

Required Modification

AM Peak

PM Peak

LoS

v/c

LoS

v/c

Lester / Albion

 

split signal phases

free-flow EBRT lane

F

1.13

D

0.81

double NBLT lanes (outside LT lane can be shared with NBRT lane)

C

0.80

B

0.62

Bank / Albion

none

B

0.68

D

0.84

Lester (Albion to Airport Parkway)

widen to four lanes

n/a

n/a

n/a

n/a

Lester / Airport Parkway East

 

signalization

A

0.57

E

0.94

two EBT lanes

A

0.57

A

0.56

Lester / Airport Parkway West

signalization

D

0.81

E

0.98

double SBLT lanes

B

0.63

C

0.77

Lester / Bank

none

A

0.54

C

0.73

 

As shown, due to the combination of through traffic diversion and ongoing background traffic growth, further geometric modifications would be required at the Lester / Albion intersection and at both Lester / Airport Parkway intersections. The widening of Lester Road from two to four lanes could be required between Albion Road and the Airport Parkway. This widening would facilitate the provision of a double northbound left-turn movement from Albion Road to Lester Road and a double southbound left-turn movement from the Airport Parkway west ramp to Lester Road.

 

In conclusion, to address the issue of current and potential future “through” traffic volumes on Albion Road through Blossom Park, it is recommended that the northbound and southbound through movements at the Lester / Albion intersection be permanently restricted. This alternative most effectively minimizes non-local through traffic, while maintaining community accessibility to the extent possible. While the implementation of the preferred alternative results in pushing forward improvements to the area road network that might otherwise be deferred, unless through traffic is restricted, the subject section of Albion Road will not be able to function as its Official Plan designation and as the adjacent land uses imply it should.

 


 

 

 


 

 

APPENDIX A:

 

EXISTING TRAFFIC COUNTS






Document 3

 

Transportation and Transit Committee Report 33 on 4 December 2002 and Minutes of Council Meeting of 18 December 2002.  See the Document Link on Page 7 of this Report.


 

document 4

 

 

Transportation Committee Report 8 on 2 June 2004 and Minutes of Council

Meeting of 9 June 2004 (Including the Memo T08-01-ALBI from Deputy City

Manager, Department of Public Works and Services to the Chair and Members,

Transportation Committee) - See the Document Link on Page 7 of this Report.


DOCUMENT 45

 

Information Package Distributed to the Public in the Spring of 2003

 

 

 

 


 

Albion Road Corridor Study

and

Approved North/South Through Movement Restrictions

at the Albion Road at Lester Road Intersection

 

Executive Summary

 

The City of Ottawa recently hired a local consulting firm to complete a technical review of conditions along Albion Road through the Blossom Park Community (see Figure 1).  This has resulted in the approval of north/south straight-through movement restrictions at the Albion Road/Lester Road intersection.  All other movements will continue to be permitted.

 

The section of Albion Road between Bank Street and Lester Road has experienced an increase of 60% in peak hour traffic volumes over the past several years.  Between 30% and 50% of the total traffic was found to be through traffic, traveling directly through Blossom Park (i.e. without having stopped at a destination within Blossom Park).  As well, total traffic levels are well above what would normally be expected on a residential collector street.  The adjacent residential and institutional land uses and the significant potential for continuing traffic growth justified the need to consider measures to reduce traffic levels along Albion Road through Blossom Park, and redirect through traffic onto the surrounding arterial road network.

 

As a result of both a technical evaluation and a public consultation process last fall, the study recommended restricting northbound and southbound straight-through movements at the Albion Road/Lester Road intersection. Movements will be restricted through a combination of signage changes and traffic control signal modifications, as well as physical changes to the intersection.  In December 2002, Transportation and Transit Committee, and subsequently City Council, approved $200,000 in funding for traffic control signal changes and signage (see Figure 2).

 

Details of the implementation plan are being finalized, including vehicle classes to be exempted (e.g. buses, cyclists) from the restrictions, and the need to construct an eastbound right-turn lane along Lester Road at the intersection.  The City will also develop a program to monitor the effect of these modifications on Albion Road and on other roads in the community.  This project is currently on the 2003 workplan, however, this is in addition to the approved workplan, and implementation may not occur until the Spring of 2004. 

 

Purpose of Study and Background

 

This study has been undertaken as a result of direction from City Council, in response to both new development proposals and longstanding concerns over traffic conditions along the residential collector section of Albion Road within the Blossom Park Community.  Concerns had been raised about the potential impact of proposed new developments such as the Central Canada Exhibition relocation, increasing business at the Rideau Carleton Raceway, significant community developments to the south, and Canada Lands Company development proposals in the vicinity, as well as with concerns over current traffic conditions along Albion Road through Blossom Park.

 

Figure 1 – Location Plan

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 



Figure 2 - Interim Solution

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

On 24 July 2002, City Council considered a report on the potential relocation of the Central Canada Exhibition to a new site near the intersection of Albion Road and Rideau Road.  Following that decision, a motion was approved that required a focused Corridor Traffic Study to be undertaken immediately of Albion Road between Lester Road and Bank Street (see Figure 1), because of traffic concerns that had been raised regarding this section of Albion Road.  Any decisions on the need for funding recommendations arising from this study were to be referred to the 2003 Budget process. 

 


In order to respect Council’s direction to immediately undertake this study, and its direction to consider funding issues as part of the 2003 Budget process, it was necessary to report back to the Transportation and Transit Committee and Council on this study before the end of 2002.  This resulted in a very compressed work schedule.

 

Of particular relevance to this study, Albion Road through Blossom Park is designated as a collector street, not an arterial street, suggesting the primary function of Albion Road should be to distribute traffic between the arterial street network and the Blossom Park Community local street network (Region of Ottawa-Carleton Transportation Master Plan – Map 3 – Future Urban Arterial Road Network).  The arterial network serving the general area includes Albion Road south of Blossom Park, Lester Road, Bank Street, the Airport Parkway and Hunt Club Road.  These arterials are intended to accommodate the needs of those traveling over longer distances, and also to accommodate higher volumes of traffic.

 

Issues Identified

 

The major community-related issues and concerns that were identified for the section of Albion Road between Bank Street and Lester Road included: 

 

·        Significant recent growth in both peak hour and daily traffic volumes;

·        High proportion of through traffic traveling through the community;

·        Traffic speeds on Albion Road;

·        Safety concerns for pedestrians, cyclists and motor vehicles traveling on, or crossing, Albion Road; and,

·        Potential for further traffic increases in Blossom Park due to continued urban development.

 

Existing Traffic Conditions

           

The combination of relatively high traffic levels using Albion Road through Blossom Park, a significant increase in these levels over the past few years, the relatively high percentage of this traffic that is through  traffic, and the presence of arterial street alternatives to Albion Road provided justification for considering measures to reduce traffic levels along Albion Road through Blossom Park, and redirect through traffic onto the surrounding arterial network.

 

Traffic Volumes

 

Traffic volumes on Albion Road between Bank Street and Lester Road have increased significantly since the summer of 2000, the last time that traffic volume data was collected for this area.  Prior to 2000, traffic volumes were stable, after experiencing some decline following the completion of the Hunt Club Road/Airport Parkway interchange and the extension of Lester Road to connect to the Airport Parkway/Uplands Drive intersection. 

 

Daily traffic volumes between 2000 and 2002 have increased by 35% immediately north of Lester Road, and by 15% immediately south of Bank Street.  Peak hour volumes have increased by 60% immediately north of Lester Road.  Morning and afternoon peak hour volumes are currently in the range of 500 to 825 vehicles per hour (two-way) immediately north of Lester Road, and between 675 and 1,050 vehicles per hour immediately south of Bank Street. 

 

Also of note, traffic volumes were found to be relatively heavy throughout the day, not just during the commuter peak periods, extending well into late evening and early morning periods.  Traffic destined to/from the Rideau Carleton Raceway is assumed to be a significant component of this activity.

 

Traffic Speeds

 

The average speed of traffic along Albion Road, based on data collected at three separate survey locations, was found to be approximately 60 km/h, or 10 km/h over the posted speed limit.  The 85th percentile speed (the speed at or below which 85 percent of traffic travels) was found to be 68 km/h.

 

Through Traffic

 

As input to the technical review, the City conducted origin-destination (O-D) surveys to determine through traffic volume levels traveling directly through this community, during both August and September 2002.  License plate information was recorded and matched for vehicles entering and exiting Albion Road at both Bank Street and Lester Road during morning and afternoon peak travel periods.  This is how through traffic was identified.  Also included were right-turn movements from Hunt Club Road onto Bridle Path Drive, and left-turn movements from Bridle Path Drive to Hunt Club Road.  Based on the matching of license plates, the magnitude of two-way through traffic on Albion Road through Blossom Park was estimated to be in the order of 200 and 385 vehicles per hour in the morning and afternoon peak hours, respectively.  Expressed as a percentage of total traffic, between 29% and 47% was classified as through traffic.  These through traffic details are summarized in Table 1.

 

Table 1 - Through Traffic – Albion Road

(Two-way)

 

 Location

AM Peak Hour

PM Peak Hour

Immediately South of Bank Street

29% (200 / 680 vehicles)

36% (385 / 1060 vehicles)

Immediately North of Lester Road

40% (200 / 500 vehicles)

47% (385 / 820 vehicles)

 

The most substantial movements for non-local traffic were the northbound and southbound straight-through movements at the Albion Road/Lester Road intersection.  Of the total peak hour through traffic using Albion Road through Blossom Park, between 83% and 96% were recorded traveling north/south directly through the Lester Road/Albion Road intersection.  Approximately 45% to 65% of the north/south straight-through movements at this intersection were found to be through traffic that traveled directly through Blossom Park.

           


Putting Current Conditions into Perspective

           

While current traffic volumes, traffic speeds and through traffic levels were all of concern to Blossom Park residents, volumes and through traffic levels, in particular, are considered to be unusually high for a residential community collector street.  To help put this into perspective, Table 2 provides comparative traffic volumes along various City streets in Blossom Park and surrounding communities.

 

Table 2 - Comparative Traffic Volumes Along Area Streets

 

Street Name

Street Classification

Peak Hour Traffic Volume (veh/hr)

AM Peak Hour

PM Peak Hour

Albion Road south of Bank Street

Collector

700

1050

Alta Vista Drive east of Bank Street

Collector

1150

1200

Blohm Drive north of Hunt Club Road

Collector

350

450

Cahill Drive east of Bank Street

Collector

250

350

D’Aoust Avenue west of Bank Street

Collector

200

150

Johnston Road east of Bank Street

Collector

600

650

Kilborn Avenue east of Bank Street

Collector

550

700

Lorry Greenberg Drive west of Conroy Road

Collector

550

450

McCarthy Road south of Walkley Road

Collector

600

800

Pleasant Park Road east of Riverside Drive

Collector

350

350

Uplands Drive east of Riverside Drive

Collector

600

600

 

 

 

 

Queensdale Avenue west of Bank Street

Local

200

450

Rosebella Avenue west of Bank Street

Local

25

50

 

 

 

 

Airport Parkway north of Hunt Club Road

Arterial

2550

2800

Bank Street south of Albion Road

Arterial

1500

1900

Bank Street north of Lester Road

Arterial

800

1000

Conroy Road south of Hunt Club Road

Arterial

750

750

Conroy Road north of Hunt Club Road

Arterial

1050

1400

Lester Road east of Albion Road

Arterial

600

650

Russell Road north of Walkley Road

Arterial

1050

1250

 

As Table 2 shows, current traffic volumes along Albion Road, while not necessarily unique, are certainly well above the norm for residential collector streets.  These volumes, when considered in conjunction with the relatively high proportion of through traffic, provided justification for considering measures that would reduce through traffic levels using the residential collector section of Albion Road, through Blossom Park. 

 

When considering the appropriateness of restricting traffic levels along a residential street, it is worth also noting that volume levels represent only a part of the overall picture.  Even when volume levels are considered excessive, if this traffic is essentially only local or community traffic, as opposed to through traffic, options for removing this traffic are usually limited, at best.  Also, even if a significant component of this traffic is through traffic, consideration must also be given to available alternatives for accommodating it.  In the case of Albion Road, the combination of both current volumes and through traffic, and the availability of alternatives (Lester Road connecting to both the Airport Parkway and Bank Street), suggests there to be a reasonable opportunity to consider traffic restrictions.

 

Potential Traffic Increases Due to Proposed Area Developments

 

A number of development proposals are in various stages of planning both within Blossom Park and on lands to the south, which could potentially generate significant additional traffic along Albion Road.  Some of the more significant development proposals include:

 

 

 

 

The combination of any or all of these developments would almost certainly result in continued traffic volume increases (particularly non-local traffic) along Albion Road, suggesting the need to not only address existing conditions, but also to consider measures to mitigate against these potential increases.

 

Evaluation of Potential Mitigation Measures

 

A number of mitigation alternatives were developed that would potentially limit through traffic through Blossom Park. 

 

Since both traffic volumes and through traffic were found to be at issue, the mitigation alternatives involved restrictions to entering or exiting the Blossom Park community, and in particular to those that were likely to be effective in reducing through traffic while at the same time minimizing impacts to community residents or to those who had specific destinations within the community.

 

The list of alternative measures did not include traffic calming measures, such as speed humps.  Such measures are generally intended as a means of affecting driver speeds and behaviour, as opposed to reducing traffic volumes.  Traffic calming measures are unlikely to address the volume and through traffic issues that are of concern to the community.


The following mitigation alternatives were developed and evaluated, and were presented to the public at a Public Open House on 14 November 2002:

·        Prohibiting northbound and southbound through movements at the Albion Road at Lester Road intersection;

·        Restricting the north leg of the Albion Road at Lester Road intersection to only right-in, right-out movements;

·        Constructing a cul-de-sac on the north leg of the Albion Road at Lester Road intersection;

·        Re-aligning the Albion Road at Lester Road intersection to redirect travel patterns;

·        Prohibiting northbound left turns and eastbound right turns at the Albion Road at Bank Street intersection;

·        Prohibiting northbound and southbound through movements at the Albion Road at Bank Street intersection; and,

·        Prohibiting eastbound right-turn and northbound left-turn movements at the Hunt Club Road at Bridle Path Drive intersection.

 

The evaluation of these alternatives considered:

·        Potential to remove through traffic from along Albion Road through Blossom Park

·        Potential reductions in peak hour traffic

·        Potential to avoid diverting traffic onto other Blossom Park streets

·        Impacts on transit, school buses and emergency services

·        Measure effectiveness / enforcement required

·        Accommodation of pedestrian and cyclists, and

·        Relative construction costs

 

Of the alternatives evaluated, prohibiting northbound and southbound through movements at the Albion Road at Lester Road intersection was found to be the most appropriate, as these two movements made up between 85% and 95% of the total through traffic activity, and was found to have the least impact with respect to maintaining overall community accessibility.

 

Recommended Alternative

 

The recommended mitigation measure, as a result of this review, is to restrict northbound and southbound straight-through movements at the Albion Road at Lester Road intersection, through a combination of physical changes to the intersection, as well as signage and traffic control signal changes.  All other movements at this intersection would continue to be permitted.

 

This recommended alternative, as shown in Figure 3, would:

·        Reduce peak hour traffic by 170 to 360 vehicles per hour in the morning peak and by 320 to 530 vehicles per hour in the afternoon peak;

·        Result in a diversion of between 60 and 180 vehicles per hour in the morning peak and between 90 and 265 vehicles per hour in the afternoon peak onto the local street system (mix of local and non-local traffic).  This will be spread out between all the existing streets that provide exits to the community;

·        Have the least impact on community accessibility, and,

·        Be designed to accommodate transit, emergency vehicles, pedestrians and cyclist access, to the extent practical. 


 

Figure 3 - Recommended Alternative

 



The implementation of this alternative will have implications for various road users beyond simply those traveling directly through Blossom Park.  In particular, residents living south of Lester Road wishing to access facilities within Blossom Park, as well as residents of Blossom Park wishing to access areas to the south of Lester Road, will also be affected.  While these groups are seen as legitimate users of the direct Albion Road connection, there is no means for the City to provide an exemption from the restrictions as the only exemptions possible, in accordance with the Ontario Highway Traffic Act, are for certain types of vehicles such as transit vehicles or cyclists. 

 


Given the magnitude of traffic affected by the proposed restrictions, the recommended alternative presented to Transportation and Transit Committee included the realignment and channelization of traffic lanes to prevent north-south through movements on Albion Road and the construction of an eastbound right-turn lane to accommodate diverted traffic to Lester Road.  A preliminary cost estimate for these modifications totalled approximately $1.7M.  Also identified was the potential need for traffic control signals at the two Airport Parkway ramp intersections with Lester Road.  Significant impacts to the arterial road network are not anticipated, either south of Lester Road or north of Hunt Club Road.

 

Short Term Solution

 

In light of the substantial costs ($1.7M) associated with the recommended alternative, a lower cost short term derivative was brought forward for consideration.  This solution involves restricting north/south through movements with only traffic control signal changes and signage.  Transportation and Transit Committee and City Council approved $200,000 in funding for this solution that can be implemented in the short term.  Funding for the physical changes associated with the full recommended alternative may be considered in future years. 

 

It is noted, however, that such an option is likely to result in lower compliance levels and an on-going need for more enforcement, and may limit the ability to provide exemptions to transit, school buses and emergency vehicles. 

 

Consideration is still being given to the construction of the eastbound right-turn lane along Lester Road approaching Albion Road.  This additional lane had previously been identified as a potential requirement when the addition of slot machines at the Rideau Carleton Raceway was approved.  Work done as part of the Albion Road Corridor Study suggests that current conditions warrant this lane being constructed.  Traffic levels at the two Airport Parkway ramp intersections with Lester Road will be monitored to determine if minimum warrants for signals have been achieved.  If warrants are achieved, traffic control signals will be installed once funding becomes available through the Traffic Control Signal Installation Program.

 

Public Consultation

 

A number of opportunities for public input were provided as part of the Albion Road Corridor Study over the past several months.  Through this process, the majority of those who commented indicated their support for the recommended alternative.

 

The opportunities for public comment included a community meeting for Blossom Park residents of Albion Road, a Public Open House for all Blossom Park residents, and the presentation of this study to Transportation and Transit Committee on 4 December 2002, a Standing Committee of City Council, and to Transportation and Transit Committee budget deliberations on 10 December 2002.  In addition, the recommendations endorsed by Transportation and Transit Committee then proceeded to full City Council for final approval, both at a regular meeting on 18 December 2002, and at the City Council budget approval meeting on 8 January 2003.

 

The community meeting, which was intended as a means of discussing traffic concerns of Albion Road residents, was held on 26 September 2002.  This meeting provided the consultant and staff with an understanding of the current issues and concerns along this street.

 

A Public Open House, to present the preliminary findings of the Albion Road Corridor Study, was held on 14 November 2002 at Blossom Park Public School.  Notices for this Open House were hand delivered to all residents and businesses in Blossom Park, west of Bank Street, as per the request of Councillor Diane Deans.  As well, a notice appeared in the community paper for this area (Greenboro-Hunt Club edition of The News), and an article appeared in the Ward Councillor’s bi-weekly column in the community newspaper.  Approximately 85 people attended the Public Open House.  Based on the formal comment sheets returned, the following comments were noted:

 

·        66% of respondents supported the recommended alternative

·        22% did not indicate a strong preference for any of the alternatives

·        12% opposed the recommended alternative or preferred another alternative

 

Attendees at the Public Open House were made aware that this issue was scheduled for consideration by the Transportation and Transit Committee, on 4 December 2002.   The Transportation and Transit Committee agenda was also published in the Ottawa Citizen, the Ottawa Sun, and Le Droit, on the Friday preceding the meeting, as is standard practice.

 

In addition, through the City’s notification of the 4 December 2002 Transportation and Transit Committee agenda, additional comments were received.  The Airport Authority indicated concerns over the potential impact of the proposed changes in traffic patterns on the Airport Parkway.  A downtown citizen’s group, “The City Centre Coalition”, indicated concerns over the potential impacts on both the Airport Parkway and Bronson Avenue.  As well, a resident of Riverside South indicated concerns over the additional travel times that would be required for those living to the south.  Members of Transportation and Transit Committee were made aware of these additional concerns, along with an indication from staff that in their opinion these implications were both reasonable and manageable.

 

Next Steps

           

Based on City Council’s approval of $200,000 in funding for the short-term solution, the Transportation, Utilities and Public Works Department will proceed with implementation.   Several details  still need to be finalized, including the details of traffic control signal changes required, classes of vehicles that could be exempted, and the need to construct the eastbound right-turn lane along Lester Road at the Albion Road intersection.  While it is the Department’s intention to install the approved restrictions as early as possible, this implementation may be delayed depending on the time requirements for resolving some of these details.  As this project is an addition to the Transportation, Utilities and Public Works Department’s approved 2003 workplan, implementation may not occur until the Spring of 2004.

 

Monitoring and Evaluation Program

 

As part of the implementation of the approved short-term solution, the Transportation, Utilities and Public Works Department will be undertaking a monitoring and evaluation program, to monitor the effectiveness of the restrictions that are put into place.  This will include a before-and-after volume and speed survey on surrounding arterial and collector streets, as well as all connecting streets leading from Blossom Park onto Bank Street or Lester Road.

 

Of note, while minor modifications may be possible, major modifications if required may need to be considered as a future project.

 

 


Councillor Doug Thompson’s report dated 17 September 2007 (ACS2007-CCS-TRC-0006)

 

 

Report to / Rapport au :

 

Transportation Committee /

Comité des transports

 

and Council / et au Conseil

 

17 September 2007 / Le 17 septembre 2007

 

Councillor / Conseiller Doug Thompson

Ward 20 Osgoode / Quartier 20 Osgoode

 

Contact Person / Personne ressource : Councillor / Conseiller Doug Thompson

(613) 580-2490, doug.thompson@ottawa.ca

 

Gloucester-Southgate (10)

Ref N°: ACS2007-CCS-TRC-0006

 

 

SUBJECT:

ALBION ROAD CLOSURE AT LESTER ROAD TO NORTH/SOUTH THROUGH TRAFFIC

 

 

OBJET :

FERMETURE DU CHEMIN ALBION À LA HAUTEUR DU CHEMIN LESTER À LA CIRCULATION DE TRANSIT EN DIRECTION NORD ET SUD

 

 

REPORT RECOMMENDATION

 

That the Transportation Committee approve and Council support the removal of the restrictions to North/South Traffic Movement on Albion Road at Lester Road and the installation of 3-way stop signs on Albion Road at Goth Avenue and 3-way stop signs at Kingsdale Avenue on Albion Road be implemented.

 

 

RECOMMANDATION DU RAPPORT

 

Que le Comité des transports approuve, et que le Conseil appuie, le retrait des restrictions à la circulation en direction nord/sud sur le chemin Albion à la hauteur du chemin Lester et l’installation de panneaux d’arrêt à trois sens sur le chemin Albion à la hauteur de l’avenue Goth et de l’avenue Kingsdale.

 

 


BACKGROUND - SITUATION PRIOR TO 2004

 
Importance of Albion Road

 

Albion Road has been an important North/South Transportation link for decades.  River Road, Limebank Road, Albion Road, Bank Street, and Anderson Road are the 5 major traffic corridors for residents in the south end.  All of these road links are busy, and disrupting one road has major impacts on the other corridors, as well as other arterial roads.

 

Albion Road from Mitch Owens Road to Bank Street was an arterial road up to the mid 1980’s until Gloucester redesignated Albion Road (north of Lester) to Bank Street a collector road.  The former City of Gloucester contributed funding to upgrade Albion Road between Bank and Lester (prior to amalgamation) in the order of approximately $6 million and $8 million in improvements on Albion Road from Mitch Owens Road to Lester Road (some of the $8 million was from the present City of Ottawa).

 

On 24 July 2002, City Council considered a report on the potential relocation of the Central Canada Exhibition to a new site near the intersection of Albion Road and Rideau Road.  Following that decision, a motion was approved that required a focused Corridor Traffic Study to be undertaken immediately of Albion Road between Lester Road and Bank Street (see Figure 1 of Document 1), because of traffic concerns that had been raised regarding this section of Albion Road. Any decisions on the need for funding recommendations arising from this study were to be referred to the 2003 Budget process.

 

In order to respect Council’s direction to immediately undertake this study, and their direction to consider funding issues as part of the 2003 Budget process, it was necessary to report back to the Transportation and Transit Committee and Council on this study before the end of 2002. THIS RESULTED IN A VERY COMPRESSED WORK SCHEDULE.

 

Of particular relevance to this study, Albion Road through Blossom Park is designated as a collector street, not an arterial street, suggesting the primary function of Albion Road should be to distribute traffic between the arterial street network and the Blossom Park Community local street network (Region of Ottawa-Carleton Transportation Master Plan – Map 3 – Future Urban Arterial Road Network). The arterial network serving the general area includes Albion Road south of Blossom Park, Lester Road, Bank Street, the Airport Parkway and Hunt Club Road. These arterials are intended to accommodate the needs of those traveling over longer distances, and also to accommodate higher volumes of traffic.

 

POTENTIAL Traffic Increases Due to Proposed Area Developments

 

A number of development proposals are in various stages of planning both within Blossom Park and on lands to the south, which could potentially generate significant additional traffic along Albion Road. Some of the more significant development proposals include:

§              Potential Central Canada Exhibition relocation to lands at the corner of Rideau Road and Albion Road, with weekday and Saturday peak hour projections of an additional 160 to 270 vehicles per hour using Albion Road through Blossom Park;

§              Canada Lands Company residential developments (two separate parcels) located within Blossom Park, on former NRC lands southeast of the Albion Road and Queensdale Avenue intersection, with potentially 250 additional peak hour vehicle trips along Albion Road.  This would be considered as new local community traffic, as opposed to through traffic. (Although many will enter on to Lester Road.)

§              Riverside South and Findlay Creek communities, which, according to the City’s Transportation Master Plan assumptions, could generate in the order of 7,500 new vehicles trips during the afternoon peak hour by the year 2021.  Projections of the potential for these vehicle trips to make use of Albion Road are not available, and to a large extent will depend on the timing of other transportation facilities planned for this general area.

 

A Public Open House, to present the preliminary findings of the Albion Road Corridor Study, was held on November 14, 2002 at Blossom Park Public School.  NOTICES FOR THIS OPEN HOUSE WERE HAND DELIVERED TO ALL RESIDENTS AND BUSINESSES IN BLOSSOM PARK, WEST OF BANK STREET, NORTH OF LESTER.  As well, a notice appeared in the community paper for this area (Greenboro-Hunt Club edition of The News), and an article appeared in the Ward Councillor’s bi-weekly column in the community newspaper.  Approximately 85 people attended the Public Open House.  Based on the formal comment sheets returned, the following comments were noted:

 

Councillor Thompson's Comments concerning Consultation Process

 

1.                  Residents living in Gloucester Southgate, south of Lester Road, Quinn Road, High Road, Bowesville Road, Ficko Crescent, Rideau Road, 97 businesses on Albion south of Lester Rd, did not receive the flyer announcing the Public Meeting.

 

2.                  Residents in Osgoode Ward, many of whom use Albion Road, were not aware and were not invited to the Public Meeting.  Councillor Thompson’s Office was informed that it was not necessary for him to attend the meeting.

 

3.                  No City notification signage was ever placed at this intersection outlining the process.

 

 

BACKGROUND – WHAT HAPPENED IN 2004

 

Modifications - Excerpted from Department of Public Works and Services - 2004 Report

 

The resulting modifications to the intersection were limited to traffic control signal heads and timing, pavement markings, and various information and regulatory signage.  Specifically, the Plan called for the northbound and southbound movements to be prohibited by replacing the existing “green ball” with green arrows pointing left and right.  Signs and pavement markings through the intersection will reinforce this. Transit buses will be provided for by a transit priority signal (white vertical bar) that will be activated only when a bus is detected.  WE WILL BE UNABLE TO EXEMPT CYCLISTS (DUE TO THE TRAFFIC CONTROL SIGNAL CONFIGURATION, THEY WILL HAVE TO DISMOUNT AND CROSS AS PEDESTRIANS) AND SCHOOL BUSES (AFFECTED SCHOOL BOARDS TO BE NOTIFIED REGARDING THIS).  Following the implementation of these changes, it will be necessary to monitor the effects on traffic in order to determine whether mitigation measures are required.

 

Reduce peak hour traffic by 170 to 360 vehicles per hour in the morning peak and by 320 to 530 vehicles per hour in the afternoon peak Result in a diversion of between 60 and 180 vehicles per hour in the morning peak and between 90 and 265 vehicles per hour in the afternoon peak onto the local street system (mix of local and non-local traffic).  This will be spread out between all the existing streets that provide exits to the community.  Another issue is the need to accommodate the resultant diverted traffic elsewhere in the traffic system.

 

A SIGNIFICANT PROPORTION OF THE DIVERTED TRAFFIC WOULD BE LOCAL TRAFFIC WITH A LEGITIMATE DESTINATION WITHIN BLOSSOM PARK, ESTIMATED AT 190 VPH AND 210 VPH IN THE MORNING AND AFTERNOON PEAK HOURS RESPECTIVELY (OR 53% AND 40%, RESPECTIVELY, OF THE TOTAL DIVERTED TRAFFIC VOLUME).

 

Implementation Costs

The original estimated cost of implementing the Albion/Lester restrictions was $200,000 of which the actual cost to complete the works was $64,247 charged to 902309.  The remaining funding of $135,000 was transferred with Council approval to a separate project 904060 for the Albion/Lester Right Turn Lane.  Further, an additional $150,000 was approved as part of 2007 Capital Budget Network Modification Program for a total budget envelope of $285,000 to complete the Albion/Lester Right Turn Lane.

 

Traffic and Parking Operations Staff Comments

The memo provided previously by staff, dated 1 June 2004, when Councillor Thompson previously submitted a report to Transportation Committee and Council on this issue, provides a status report of the project, to that point in time, and a complete chronology leading up to the initial Committee and Council approval.

 

In 2004, Councillor Thompson was not successful in stopping the restrictions from being implemented.

 

The prohibitions to north/south through traffic at the Albion Road at Lester Road intersection were implemented on 29 June 2004.

 


SUMMARY OF STAFF SURVEY – OCTOBER 2005

 

In October 2005, staff prepared an Initial Technical Evaluation Report regarding this project, one year following implementation.  This report reached the following conclusions:

 

“The prohibitions have been effective in meeting the primary goal of the Albion Road Corridor Study, which was to address concerns about the volume of traffic along Albion Road between Bank Street and Lester Road.  Albion Road through the Blossom Park Community has experienced significant reductions in traffic volumes, resulting in traffic levels more consistent with its intended function as a collector roadway.  Other positive conclusions of this evaluation include: compliance levels with the current restrictions being good; traffic diversions have been to arterial streets and have not significantly affected other community streets; speeds along Albion Road have not been significantly affected; and travel times along the available alternative arterial routes have not been significantly affected.

 

In terms of secondary impacts of the north-south prohibitions, those of note include a reduced Level of Service at the Albion Road at Lester Road intersection and the significant number of complaints that have been raised by the general public with respect to the restrictions.  Other secondary impacts include longer more circuitous commuter routes and an increase in traffic volume on Lester Road.”

 

Also of note, other physical work at the Albion Road at Lester Road intersection is planned for this summer, but it is not directly related to the north/south prohibitions.  Funding for an eastbound right-turn lane on Lester Road has been approved by Council, and construction is expected to be completed this season.  The Rideau Carleton Raceway Expansion Traffic Impact Study prepared in May 1999 indicated that an eastbound right-turn lane on Lester Road at Albion Road would be warranted as a result of both the Raceway Expansion and other planned development activities in the general area.  The construction of this right-turn lane will reduce queuing and improve traffic flow for the 500 vehicles in the peak hour, which make this turn.

 

Based on a recent request for information on the costs of removal, from Councillor Thompson, the Department have estimated the physical costs for the removal of the north/south through movement prohibitions to be approximately $12,000.  This estimate does not include any potential costs associated with further studies of the impacts of removal, or the development of alternative solutions to the removal, or for any further public consultation on this issue.  Funding for this removal is not currently in place.

 

This solution involved restricting north/south through movements with only traffic control signal changes and signage.  Transportation & Transit Committee and City Council approved $200,000 in funding for this solution that can be implemented in the short term.  Funding for the physical changes associated with the full recommended alternative might be considered in future years.

 

It is noted, however, that such an option is likely to result in lower compliance levels and an on-going need for more enforcement, and may limit the ability to provide exemptions to transit, school buses, and emergency vehicles.

 

 

INFRACTIONS SUMMARY

 

Statistical Report – compiled by Ottawa Police Services

Table 1 – Traffic Enforcement: Offence Notices Issued at Albion Road/Lester Road, 2003-2006

 

Year
Number of Offence Notices

2006

189

2005

213

2004

427

2003

16

 

Statistical Report - compiled by City of Ottawa/Ottawa Police Services

Table 2 – Number of Accidents at Albion Road/Lester Road, 2003-2006

 

Year
Number of Accidents

2006

5

2005

1

2004

7

2003

4

 

 

Statistical Report – compiled by Traffic and Parking Operations Branch

Table 3 – Number of Collisions (by year) for the stretch of Albion Road between Bank Street and Queensdale Avenue, 2002-2006

 

Year
Number of Collisions

2006

14

2005

18

2004

17

2003

15

2002

14

 

 

COMMUNITY COMMENTS – PETITIONS AND SUPPORT

 

A)        Support from Community Associations to Re-Open Albion Road, dated 2007

Sunset Lakes Community Association

Lakeland Estates Lot Owners Association

Greely Community Association

Metcalfe Community Association

Osgoode Village Community Association

Vernon Community Association

Riverside South Community Association

Woodstream Owners Association

Findlay Creek Community Association.

 

B)        Support from Senior Groups, dated 2007

Top Generation Club (Ramsayville Senior Association)

Gloucester South Senior Association

Village of Osgoode and District Senior Association

Village of Vernon and District Senior Association

Village of Greely and District Senior Association

Village of Metcalfe and District Senior Association (forthcoming).

 

C)  Support from Businesses on Albion Road Corridor

Over 90 businesses in the Albion Road Corridor want this intersection re-opened (to be provided at Committee Meeting).

 

 

RESIDENTS OPPOSITION TO CLOSING

 

D)  Approximately 6,000 people have signed petitions to Re-Open Albion Road as of July 30th.

 

 

2007 – CONCLUSIONS IN SUPPORT OF RE-OPENING ALBION ROAD

AS OF JULY 30/07

 

The restrictions at Albion and Lester Road have been in place since June 29, 2004 (3 years, 3 months).  City traffic staff has provided a 1-year report and now a 3-year report on the impact of these traffic restrictions.  Equally important is that we now have a more encompassing review through public awareness, responses by businesses and police statistics.

 

6,000 residents/business people, as of July 30th, have signed petitions in support of Re-Opening Albion Road at Lester Road to North/South Through Traffic.  90+ businesses in the Albion Road Corridor between Mitch Owens Road and Bank Street are fully in support of Re-Opening Albion Road at Lester Road to North/South Through Traffic.

 

Ottawa Police Statistics, I believe, show very dangerous traffic circumstances along the Albion Road Corridor between Lester Road and Bank Street.

 

Concerns of Residents

 

1.            Residents in the Blossom Park area, who will be speaking later, are very concerned about traffic redirection as a result of the traffic restrictions at the Albion/Lester Intersection.  There is increased vehicular traffic on Queensdale Avenue, Kingsdale Avenue, and D’Aoust Street (cross streets between Albion and Bank Street). 

 

2.            A number of residents in the Blossom Park area are concerned that the section of Albion Road, between Queensdale Avenue and Bank Street is more dangerous now than before the restrictions were put in place.

 

3.            A number of residents in Blossom Park and other areas of the City have expressed concern over a huge increase in CO2 emissions from the extended rerouting of traffic onto Lester Road and Bank Street.

 

4.            A number of residents in Blossom Park and other areas of the City have expressed concern over the increasingly dangerous intersection at Albion Road/Lester Road.

 

5.            A number of residents in Aladdin Villas have expressed grave concerns that the second exit for their development is blocked off because of the rerouting of traffic.

 

6.            A number of residents of the new Deerfield development have expressed concern about people already driving through their streets in order to by-pass the traffic restrictions at Albion and Lester intersections.

 

7.            A number of residents south of Lester Road believe the negative social and economic impact is very clear.  Residents who live south of Lester Road in Osgoode Ward, on Quinn Road, High Road, Bowesville Road, Ficko Crescent, Rideau Road, Kemp Park, Findlay Creek, Riverside South and Albion Road are opposed to the closing of Albion Road at Lester Road to North/South Through Traffic.  They cannot access the City Park on Albion Road approximately 100 metres north of Lester Road.  Concerns of residents in these locations are primarily about loss of ability to travel unrestricted northbound on Albion to visit:

·        The City Park on Albion Road

·        Sawmill Creek Pool

·        Green Belt Riding Academy

·        Sebastian Orthodox Church

·        Shopping at Southgate and at South Keys

·        Medical Offices for Appointments

·        Banks

·        Family members living in the area

·        Schools

·        Caregivers

·        Transitway/Park and Ride.

 

8.            A number of residents in the Blossom Park area are concerned about not being able to travel southbound on Albion to visit family, friends, and churches.  Many students attending St. Mark High School from Blossom Park are concerned about travelling on Bank Street.  The alternate Bank Street route is very, very congested and is really a long way out of the normal drive route for many people travelling from Blossom Park to destinations in the south end of the City.

 

9.            Nearly 100 business owners (in the Albion Road Corridor) are of the opinion that the traffic restrictions at Albion Road and Lester Road should be removed.  OWNERS AND CUSTOMERS of the businesses along the Albion Road Corridor are upset at the lost time and cost of fuel when they are forced to take the alternate Bank Street by-pass.

 

10.        The North-South Restrictions to through traffic at Albion/Lester have been in existence for just over three years.  Since that time there have been significant increases in the number of highway traffic infractions at this location.  The number of complaints about this intersection are increasing.  The City of Ottawa cannot afford 24/7 police presence at this or any intersection.

 

11.        A number of residents in the Blossom Park area believe that the stretch of Albion Road between Queensdale Avenue (0.7 kilometres) and D'Aoust Street is too long without traffic stops/pedestrian crossings.

 

12.        The initial plan of the Ottawa Exhibition to move to a new site on Rideau Road at Albion Road was a grave concern to residents on the Albion Road corridor.  We are now aware this relocation of the Ottawa Exhibition to the new site is at least 5 years away.

 

13.        The Light Rail Plan to Leitrim and Riverside South was cancelled.  As well, the upgrading of Bank Street is 5-10 years away.  These two projects could have alleviated many traffic concerns of south end motorists.

 

14.        A number of seniors living in the Blossom Park area and seniors living south of Lester Road are concerned about travelling on the dangerous heavily travelled Bank Street route.

 

 

FINANCIAL IMPLICATIONS

 

To Remove the Restrictions at the Albion/Lester Road Intersection

 

The Traffic and Parking Operations Branch estimated the physical costs for the removal of the North-South through movement restrictions at Albion Road and Lester Road to be approximately $12,000.  This estimate does not include any potential costs associated with further studies of the impacts of removal, or the development of alternative solutions to the removal, or for any further public consultation on this issue. No funds have been identified in the 2007 Capital Budget for the removal of the restrictions.

 

 

EXECUTIVE SUMMARY

 

I believe it is very clear that Albion Road is an important North/South Transportation link.

 

The time process to review the Albion Road Corridor was on a very compressed time schedule. In July 2002, Council approved the study. The study, including Public Consultation, was completed; a report was completed and it was on the December agenda of Transportation Committee.

 

The only section where residents were consulted was north of Lester, west of Bank.  There seems to be a large percentage of residents in this area who do not recall being consulted.  I have concluded that residents south of Lester and businesses in the Albion Road Corridor were not consulted and no response from City Police was part of the Report.

 

We now have had the opportunity to see for 3 years how the restrictions at the Albion Road/Lester Road Intersection have affected our communities.  Statistics from the Police and from the City Traffic Department can be interpreted in many different ways.  In my opinion, between 2002 and 2007, this area has become more hazardous from a traffic perspective.  I believe we must also consider the negative impact on our business community because of these restrictions.

 

In reviewing Albion Road from Queensdale Avenue to D’Aoust Avenue, there is a distance of 0.7 kilometres where there are no stop signs or pedestrian crossings.  Residents of any age are not going to walk back to Queensdale Avenue to cross at the 3-way stop.  As well, they will not walk up to D’Aoust Avenue to cross if they are two or three blocks from the “safe” intersections.

 

I truly believe, if we remove the restrictions at Albion/Lester and install 2 3-way stop signs between Queensdale Avenue and D’Aoust, we will accomplish the safety and security we need for pedestrians and for motorists.

 

 

DISPOSITION

 

Public Works and Services will be charged with the implementation of the recommendation.

 

 

SUPPORTING DOCUMENTATION

 

Document 1      Initial Technical Evaluation, October 2005

Document 2      Notice – Approved North/South Through Movement Restrictions at the Albion Road/Lester Road Intersection

Document 3      Albion Road Corridor Study and Approved North/South Through Movement Restrictions at the Albion Road at Lester Road Intersection, Executive Summary (refer to Document 5 of report ACS2007-PWS-TRF-0017)

Document 4      Emails from Bob Streicher, dated June 14 and 15, 2007, re: Albion Road

Document 5      Email from Superintendent Bordeleau, date September 20, 2007, Subject: Ottawa Police Statistics - Albion/Lester

 

 

 

 


Document 1

 

Albion Road at Lester Road

Northbound and Southbound Through Movements Restrictions

 

Initial Technical Evaluation

October 2005

 

Mobility and Area Traffic Management Division, Traffic and Parking Operations Branch

Department of Public Works and Services

 

Executive Summary

 

In July 2002, City Council directed staff to undertake a focused Corridor Traffic Study for the section of Albion Road in the Blossom Park Community between Lester Road and Bank Street, as a result of concerns brought forward by the Blossom Park Community.  The study concluded that the combination of: the relatively high traffic levels using Albion Road through Blossom Park; the significant increase in these levels over the past few years; the relatively high percentage of this traffic that is through traffic; and the presence of arterial street alternatives to Albion Road provided justification for considering measures to reduce traffic levels along Albion Road through Blossom Park, and the redirecting of through traffic onto the surrounding arterial network.  Of the various alternatives for reducing volumes that were evaluated, prohibiting northbound and southbound through movements at the Albion Road at Lester Road intersection was found to be the most appropriate.  These prohibitions, as approved by Council, were implemented on June 29, 2004.

 

The prohibitions have been effective in meeting the primary goal of the Albion Road Corridor Study.  Albion Road through the Blossom Park Community has experienced significant reductions in traffic volumes, resulting in traffic levels more consistent with its intended function as a collector roadway.  Other positive conclusions of this evaluation include: compliance levels with the current restrictions being good; traffic diversions have been to arterial streets and have not significantly affected other community streets; speeds along Albion Road have not been significantly affected; and travel times along the available alternative arterial routes have not been significantly affected. 

 

In terms of secondary impacts of the north-south prohibitions, those of note include reduced Level of Service at the Albion Road at Lester Road intersection and the significant number of complaints that have been raised by the general public with respect to the restrictions.  Other secondary impacts include longer more circuitous commuter routes and an increase in traffic volume on Lester Road.

 

1.0 Introduction

 

This report provides an initial (1 year) assessment of the northbound and southbound straight-through movement restrictions that were implemented along Albion Road at the Lester Road intersection approximately one year ago.  This is the first of two intended assessment reports, as described below:

 

l         The initial technical evaluation report, undertaken approximately one year following implementation, evaluates changes in traffic patterns (and other factors as applicable) to gauge the degree to which the project goals have been met, including the nature and extent of any secondary impacts as a result of the project.  In addition, concerns reported by the public are documented. 

 

l         The final technical evaluation report, undertaken approximately three years following implementation, will focus on changes in collision patterns, frequency, and severity.  It also considers whether or not the traffic engineering measures have created unacceptable operational or safety concerns with regard to Emergency Services, Transit Services, or Surface Operations activities.

 

This report represents the initial technical evaluation of the measures that were implemented on June 29, 2004.

 

2.0 BACKGROUND

 

2.1 History

 

In July 2002, while considering a report on the potential relocation of the Central Canada Exhibition to a new site near the intersection of Albion Road at Rideau Road, Council approved a motion that included a requirement for a focused Corridor Traffic Study being undertaken immediately for the section of Albion Road in the Blossom Park Community, between Lester Road and Bank Street.  Residents of the area had raised a number of concerns, including:

¨      Significant growth in both peak hour and daily traffic volumes;

¨      High proportions of through traffic;

¨      The speed of traffic along Albion Road;

¨      Safety concerns for pedestrians, cyclists and motor vehicles traveling on or crossing Albion Road; and,

¨      The potential for further increases due to continued urban growth of lands to the south.

 

Following both a technical review and a public consultation process the study concluded that the combination of: the relatively high traffic levels using Albion Road through Blossom Park; the significant increase in these levels over the past few years; the relatively high percentage of this traffic that is through traffic; and the presence of arterial street alternatives to Albion Road provided justification for considering measures to reduce traffic levels along Albion Road through Blossom Park, and the redirecting of through traffic onto the surrounding arterial network.

 

The project consultant evaluated a number of mitigation alternatives through the study process that could potentially limit through traffic within Blossom Park.  Since both traffic volumes and through traffic were found to be at issue, each of the mitigation alternatives considered involved restrictions to entering or exiting the Blossom Park community, and in particular to alternatives that were likely to be effective in reducing through traffic while at the same time minimizing impacts to community residents or to those who had specific destinations within the community.  Of the alternatives evaluated, prohibiting northbound and southbound through movements at the Albion Road at Lester Road intersection was found to be the most appropriate, as these two movements made up between 85% and 95% of the total through traffic activity, and was found to have the least impact with respect to maintaining overall community accessibility. 

 

Given the magnitude of the traffic affected by the proposed restrictions, the concept plan developed for the recommended alternative included realignment and channelization of traffic lanes to prevent north-south through movements and the construction of an eastbound right-turn lane to accommodate traffic diverted to Lester Road.  A preliminary cost estimate for these modifications, however, totalled approximately $1.7M.  In light of these substantial costs, a lower cost, short-term derivative of the recommended alternative was brought forward for consideration, which involved traffic control signal, signage and pavement marking changes only, with funding for physical changes being deferred for future budget consideration.  This derivative was approved for implementation by City Council in December 2002.

 

2.2 Street Characteristics

 

Albion Road and Lester Road have the following characteristics:  (see also Photos 1 and 2, and Figure 1)

 

 

 
 


Photo 1 - Northbound on Albion Road

Approaching Lester Road

Photo 2 - Southbound on Albion Road      

Approaching Lester Road


2.3 Description of Measures

On June 29, 2004, the following actions were taken:

 

On September 3, 2004, No U-Turn signs were installed on Lester Road (to a point 150 m either side of Albion Road), in an effort to address safety concerns and respond to public concerns associated with drivers performing U-Turns on Lester Road.  This action coincided with enhanced police monitoring and enforcement.   

 

On September 14, 2004 a temporary variable message sign was installed adjacent to 2496 Bank Street indicating “No Through Traffic Albion at Lester ”.  This sign was in place for approximately 3 weeks. 

 

On September 17, 2004 additional No U-Turn signs were installed (to a point 500 m either side of Albion Road), based on continued concerns regarding both safety and drivers circumventing the intention of the through movement prohibitions. 

 

On December 3, 2004 an advanced westbound left-turn arrow was added to the existing signal cycle, to reduce delays for this movement. 

 

 

3.0 “BEFORE - AND - AFTER” TECHNICAL ANALYSIS

 

3.1 Traffic Volumes

 

Monitoring of the traffic volumes was carried out to ascertain changes to traffic patterns in the surrounding area as a result of the measures implemented at Albion Road and Lester Road.  Figures 2 through 6 summarize the results of the comparative “before and after” volume surveys that were carried out.  For the most part, the “Before” information in these figures represents an average of 2002 and 2003 information collected during the Spring period of these years, the “After” information represents information collected during the Summer months or early Fall of 2004, and the “1 Year After” information represents information collected during the Spring of 2005.

 

Figure 2 provides details of changes to total two-way traffic volumes along each of the four approach legs of the Albion Road at Lester Road intersection.  As expected, volumes along both legs of Lester Road have increased since the implementation of the north/south through movement restrictions.  Also as expected, volumes along Albion Road north of Lester Road have been reduced to approximately one-third of previous levels (currently 1,500 vehicles over the 8-hour count period, compared to 4,550 vehicles previously).  Along Albion Road to the south of the intersection volumes have been reduced slightly during the PM peak hour and over the total 8-hour count period, but have remained essentially unchanged during the AM peak hour.

 

Figures 3, 4 and 5, provide details on how turning movements at the Albion Road at Lester Road intersection have been affected for the AM commuter peak hour, the PM commuter peak hour and for the 8 hour total survey period, respectively.  Over the total 8-hour turning movement count survey period 75 vehicles were recorded traveling either northbound or southbound straight through the intersection (including authorized vehicles such as the 13 in-service OC Transpo buses, which are exempted from the restrictions).  This represents in the range of 98 % compliance (75 vehicles currently vs. 3350 previously).  This level of compliance is considered to be good given the lack of physical measures at the intersection to restrict through movements.

 

Figure 6 provides “Before” and “After” traffic volume details along other community streets in the general area that could potentially have been impacted by the movement prohibitions at the Albion Road at Lester Road intersection.  From this information, there would not appear to be any significant negative impacts along any of the alternative community streets.  Volumes along D’Aoust Avenue, Rosebella Avenue, Kingsdale Avenue, and Queensdale Avenue, between Bank Street and Albion Road, have remained essentially unchanged.  Some increases in traffic, however, have been noted along Aladdin Lane, a private street near the Lester Road and Albion Road intersection that provides a direct connection between these two streets.  Comparing the “Before” information with the “1Year After” information, AM peak hour volumes have increased from 40 to 50 vehicles per hour, while PM peak hour volumes have increased from 50 to 80 vehicles per hour (rounded to the nearest 10).  Over a 24-hour period, volumes have increased from 550 vehicles per day previously to 800 vehicles per day currently (rounded to the nearest 50). 

 

Illegal U-turns along Lester Road at the Aladdin Lane intersection were also recorded in the Spring of 2005.  Between 07:00 – 09:00, 6 U-turns were observed.  Between 15:30 – 17:30, 20 U-turns were recorded.

 

3.2 Traffic Speeds

 

Table 1 provides details of before and after speed surveys along Albion Road through Blossom Park.  Travel speeds of traffic along Albion Road have not changed significantly as a result of the northbound and southbound through movement restrictions at the Albion Road at Lester intersection.

 

 


Table 1 - Albion Road Speed Analysis Table

Location

Average

(km/h)

85th percentile* (km/h)

Before (2002)

After

(2005)

Before (2002)

After

(2005)

Albion Road between Lester Rd. and Aladdin Lane

60

58

68

67

Albion Road between McMahon Ave. and Goth Ave.

59

58

66

67

Albion Road between Des Mesanges Dr. and Forge St.

59

62

66

70

* The 85th percentile is the speed at or below which 85 % of the vehicles travel.

 

3.3 Levels of Service

 

Table 2 provides Level of Service (LoS) and volume to capacity ratio (v/c) summaries of the major intersections in the area both before and after the implementation of through movement restrictions.  Based on a comparison of the most recent counts with those conducted before the restrictions, the Albion Road at Lester Road intersection has seen a considerable reduction in level of service since the implementation of the through movement restrictions.  The current levels of services would indicate the intersection to be operating at or very close to capacity, implying additional delays to commuter traffic.  The Bank Street at Lester Road intersection, however, continues to operate at a very good LoS.

 

Table 2 - “Before and After” Levels of Service

Intersection

AM Peak Hour

PM Peak Hour

Before

1 Year After

Before

1 Year After

LoS

v/c

LoS

v/c

LoS

v/c

LoS

v/c

Albion Road at Lester Road

C

0.75

E

0.95

D

0.86

E

0.99

Bank Street at Lester Road

B

0.68

B

0.60

C

0.78

A

0.59

 

The two Lester Road / Uplands Drive intersections with the Airport Parkway ramps are currently All-Way STOP controlled intersections.  Both of these intersections met warrants for conversion to traffic control signals in 2003 (i.e. previous to the through movement restrictions).  Installation of traffic control signals at both of these intersections is planned for the Fall of 2005/Spring 2006.  Based on the most recent traffic volumes available, once traffic control signals are in place the easterly intersection is expected to operate at LoS A during the AM peak period, and LoS B during the PM peak period.

 

Table 3, which summarizes total vehicle entries into the Albion Road at Lester Road intersection, provides additional insights into changes in traffic activity at the intersection.  More traffic is being accommodated currently through the intersection during the AM peak hour than was being accommodated before the prohibitions were put in place (1,800 vehicles per hour currently vs 1,700 vehicles per hour previously).  During the PM peak hour, however, fewer vehicles are being accommodated (1,650 vehicles per hour currently vs 1,900 vehicles per hour previously).  This pattern is further confirmed when considering volume changes to Albion Road south of the Lester Road intersection.  Northbound traffic volumes approaching the intersection during the AM peak hour have increased (from 675 to 735 vehicles per hour), while southbound volumes leaving the intersection during the PM peak hour have decreased (from 750 to 630 vehicles per hour).  Through field observations undertaken one day during the week of September 12, 2005, it was observed that, during both the AM and PM peak hour, virtually ever vehicle that approached the intersection was able to get through the intersection on the same traffic control signal cycle on which they arrived.

 

Table 3 - Albion Road at Lester Road

“Before and After” Total Vehicles Entering Intersection

 

AM Peak Hour

PM Peak Hour

8 Hours*

Before

1,700

1,900

11,150

After

1,500

1,750

9,650

1 Year After

1,800

1,650

10,500

·          8 Hours – 7:00 to 10:00, 11:30 to 13:30, and 15:00 to 18:00

 

The Albion Road at Lester Road intersection is in an area where increased traffic pressures have been occurring, and will continue to occur as a result of development growth.  (The impact of this growth on the Blossom Park Community was one of reasons the through movement restrictions at the Albion Road at Lester Road intersection were seen as being justified.)  The Albion Road and Lester Road intersection had previously been identified as potentially requiring an eastbound right-turn lane due to growth even before the through traffic restrictions were approved.  With an eastbound right-turn lane of sufficient storage length, the intersection operation would be improved from the current volume to capacity ratio of 0.99 to 0.90 for the PM peak hour, given the current volumes, while the AM peak hour volume to capacity ratio would not change, as the eastbound right-turn movement is not one of the critical movements during the morning period.  The Public Works and Services Department intend on studying potential modifications to this intersection including the right-turn lane as part of the 2006 Network Modification Program, to address current capacity deficiencies.  Of note, however, with continued growth occurring, volumes through the intersection are expected to continue increasing.  Thus, even with the provision of an eastbound right-turn lane, the intersection could soon be back to operating at near capacity conditions.  Of particular note, during the AM peak hour, volumes heading westbound along Lester Road, west of the Albion Road intersection, are currently in the range of 1,300 vehicles per hour, which is approaching the lane capacity of a two-lane arterial road. 

 

3.4 Travel Times

 

Figure 7 provides a comparison of travel time runs of the two primary alternatives routes (the Airport Parkway and Bank Street) with travel times associated with using Albion Road through the Blossom Park Community.  Each of the times that are shown represent an average of three separate travel runs during the commuter peak travel period in the peak travel direction.  The common start and end points for each run were the Albion Road at Lester Road intersection to the south, and the Bank Street and Hunt Club Road intersection to the north.  Of note, what is not reflected in the comparison of northbound AM peak period trips is delays for vehicles waiting on the northbound Albion Road approach to the Lester intersection.  This additional travel time was not included as part of the before surveys so there is no longer an opportunity to include this in the “Before and After” comparison. 

 

Overall, the comparison of before and after travel times suggests little to no additional delays along the two alternative arterial road routes than what existed previous to the prohibitions being in place. 

 

3.5 Collisions

 

A full assessment of changes in collisions patterns cannot be completed until a sufficient time period following implementation has passed (normally 3 years following implementation).  However, upon initial review, there does not appear to be any significant changes in terms of the frequency of reported collisions at the Albion Road and Lester Road intersection.  For the three-year period immediately preceding implementation of the through movement restrictions there were an average of 2.7 collisions per year at this intersection.  For the one year period immediately following there were 4 reported collisions.  Of these collisions, both before and after, all were reported as involving property damage only, with no personal injuries.

 

4.0 Concerns Brought Forward by the Public

 

Since the 29 June 2004 implementation of these through movement restrictions, staff of the Traffic and Parking Operations Branch has received approximately 300 emails and/or letters and 40 telephone calls in opposition to these restrictions and approximately 10 letters and/or emails in support of these measures.  (The vast majority of these were received within the first 2 to 3 months following implementation.)  The concerns that were raised by the public could be generally grouped into the following areas:

·        The prohibitions result in more circuitous routes for people living on Albion Road, or with local destinations. 

·        Albion Road has been opened for many years and has always been used as a commuter route to and from the south. People to the south used Albion Road to patronize businesses on Albion Road, and at the intersection of Albion Road and Bank Street.

·        The intersection configuration is confusing and unsafe.

·         A few people are receiving preferential treatment at the expense of many others (urban vs. rural).

·        People living to the south of the Albion Road and Lester Road intersection are being forced to drive further and burn more fuel, and this is contrary to guidelines in the City’s Official Plan regarding reducing CO2 emissions. 

·        Delays traveling through this intersection have increased causing vehicle queuing in both the morning and afternoon peak hours.

·        The prohibitions have resulted in traffic diverting to nearby local roads such as: Queensdale, Kingsdale, Rosebella, and Daoust Avenues.

·        Residents from Carleton Condominium Corporation # 164, located just northeast of the intersection, have contacted staff, through their Property Management Director, with concerns over increased through traffic along Aladdin Lane.  Aladdin Lane is a private road, which forms part of this condominium. 

 


5.0 Conclusions

 

The prohibitions have been effective in meeting the primary goal of the Albion Road Corridor Study, which was to address concerns about the volume of traffic along Albion Road between Bank Street and Lester Road.  Albion Road through the Blossom Park Community has experienced significant reductions in traffic volumes, resulting in traffic levels more consistent with its intended function as a collector roadway.   Other positive conclusions of this evaluation include: compliance levels with the current restrictions being good; traffic diversions have been to arterial streets and have not significantly affected other community streets; speeds along Albion Road have not been significantly affected; and travel times along the available alternative arterial routes have not been significantly affected.

 

In terms of secondary impacts of the north-south prohibitions, those of note include a reduced Level of Service at the Albion Road at Lester Road intersection and the significant number of complaints that have been raised by the general public with respect to the restrictions.  Other secondary impacts include longer more circuitous commuter routes and an increase in traffic volume on Lester Road.









DOCUMENT 2

ALBION ROAD – PROPOSED THROUGH TRAFFIC PROHIBITION

AT LESTER ROAD – PROJECT STATUS

 

 

M E M O   /   N O T E   D E   S E R V I C E

 

 


 

To / Destinataire

Chair and Members,

Transportation Committee

File/N° de fichier: 

T08-01-ALBI

ACS2004-CCS-TRC-0003

From / Expéditeur

Deputy City Manager,

Department of Public Works and Services

 

Subject / Objet

Albion Road – Proposed Through Traffic Prohibition at Lester Road – Project Status

Date: 1 June 2004

 

 

For the information of Transportation Committee, staff are providing the following details with respect to Albion Road – Proposed Through Traffic Prohibition at Lester Road.

 

Approvals

 

Council approved the prohibition of north/south through movements at all times on Albion Road at Lester Road on 18 December 2002, and on 8 January 2003, as part of the Capital Budget deliberations, set an upset limit for the implementation of this project of $200,000.  A complete chronology leading up to the Committee and Council approval is attached.

 

Public Consultation

 

Council direction to staff, on 24 July 2002 was to undertake a Focused Corridor Traffic Study on the section of Albion Road, between Bank Street and Lester Road.  As listed in detail in the attached chronology, the Study process was significantly compressed in order that any decisions on the need for funds associated with recommendations arising from this study could be dealt with during the 2003 Budget process.   For a study of this nature, the time that was allotted presented a challenge (normally a study of this nature would be expected to take approximately 12 to 18 months to complete).

 

Albion Road through Blossom Park was formerly a Regional arterial road until the mid 1980’s, when it was transferred to the City of Gloucester, and designated as a collector road.  As this section of Albion Road (north of Lester Road) is classified as a collector road, as opposed to an arterial road, and intended to serve neighbourhood travel needs, public consultation on this matter was targeted at residents and businesses in Blossom Park west of Bank Street. 

 


 

While current traffic volumes, traffic speeds and through traffic levels were all of concern to Blossom Park residents, volumes, in particular, are amongst the highest in the City for a residential community collector street.  These volumes, when considered in conjunction with the relatively high proportion of through traffic (traffic without an origin or destination within the study area), provided justification for considering measures that would reduce through traffic levels using the residential collector section of Albion Road, through Blossom Park.

 

The main intent of the restrictions is to restrict the significant through traffic activities that currently occur along Albion Road - not to restrict access to/from the Blossom Park Community.  While restricted direct access to Blossom Park from the south, access is still available via Bank Street at an acceptable level-of-service.  Signalized intersections along Bank Street will continue to operate at acceptable levels of service, and travel time studies during both the morning and afternoon peak hours found that the difference in travel times for drivers between the intersections of Bank/Hunt Club, and Albion /Lester was approximately 1.5 minutes.  Of note, just as these prohibitions restrict direct access to Blossom Park for the communities to the south, they also represent significant restrictions for residents of the Blossom Park Community.  These issues were considered as part of the Albion Road Corridor Study.  The resulting recommendations were considered justified in light of the significant traffic concerns along Albion Road.

 

Proposed Modifications

 

To determine the best way of implementing Council direction, a number of different scenarios were developed.  All of these scenarios included prohibiting the north/south movement of vehicles through the intersection while trying to accommodate public transit vehicles, emergency services, cyclists, and pedestrians.  Each scenario was evaluated, particularly with respect to implementation costs in light of the funding limits available for this project. 

 

The resulting modifications to the intersection will be mainly limited to traffic control signal heads and timing, pavement markings, and various information and regulatory signage.  Specifically, the Plan calls for the northbound and southbound movements to be prohibited by replacing the existing ‘”green ball” with green arrows pointing left and right.  Signs and pavement markings through the intersection will reinforce this.  Transit buses will be provided for by a transit priority signal (white vertical bar) that will be activated only when a bus is detected.  We will be unable to exempt cyclists (due to the traffic control signal configuration, they will have to dismount and cross as pedestrians) and school buses ( affected school boards to be notified regarding this).  Following the implementation of these changes, it will be necessary to monitor the effects on traffic in order to determine whether mitigation measures are required. 

 

Status of Project

 

Implementation of these measures is planned to begin immediately following the completion of the 2003/2004 school year (approximately 26 June 2004).  By implementing changes at this time of year, we are attempting to minimize the disruption to local road users, and to avoid school bus route changes during the school year.  

 

While these prohibitions were approved in late 2002, the Project involves considerable traffic control signal modification work.  As such, the detailed planning of this project followed the planning for other similar projects already included in the 2003 Capital Budget listing, and the “no through traffic” prohibitions were intended to follow these other projects, with implementation this Spring/Summer.   

 


                                                                                                                                  DOCUMENT 4

 

Emails from Bob Streicher, dated June 14 and 15, 2007, re: Albion Road

 

-----Original Message-----

From:                     Streicher, Bob 

Sent:                      June 15,2007 1:48 PM

To:                          Thompson, Doug

Cc:                          Flainek, Michael; Hewitt, Richard; Edison, Stuart

Subject:                 RE: Albion Rd

 

Good thing you asked for further details.  It seems the $60,000 was an estimate of the initial costs for the implementation back in 2004, not the costs that we requested, for removal.

 

The revised estimate is $12,000 which includes the costs for changing the traffic signal display hardware, vehicle detectors, traffic signal controller modifications, signs and pavement marking changes, and the labour associated with this work.

 

This estimate is for simply re-instating the northbound and southbound straight through movements.

 

Our apologies for the earlier confusion.

 

 -----Original Message-----

From:                     Thompson, Doug 

Sent:                      June 14, 2007 2:40 PM

To:                          Streicher, Bob

Cc:                          Flainek, Michael; Hewitt, Richard

Subject:                 RE: Albion Rd

 

Hi Bob

 

I know this is an estimate, but I would like a breakdown as this the costing. There are removal on " No U turns Signs", repainting two arrows on the pavement and the removal of the additions to the traffic lights and public notification about any changes.

 

Thanks,

 

Doug

 -----Original Message-----

From:                     Streicher, Bob 

Sent:                      June 14,2007 1:56 PM

To:                          Thompson, Doug

Cc:                          Faubert-Preston, Anne-Marie; Flainek, Michael; Tweedie, Brian; Merrett, Susan; Freeborn, Laurie; Raycroft, Jim

Subject:                 RE: Albion Rd

 

The Department have estimated the physical costs for the removal of the north-south through movement prohibitions to be approximately $60,000.  This estimate does not include any potential costs associated with further studies of the impacts of removal, or the development of alternative solutions to the removal, or for any further public consultation on this issue. 

 

 -----Original Message-----

From:                     Thompson, Doug 

Sent:                      June 13, 2007 10:59 AM

To:                          Streicher, Bob

Cc:                          Faubert-Preston, Anne-Marie

Subject:                 Albion Rd

 

Hi Bob

 

Could you provide me with the estimated cost of returning the Albion Rd./lester Rd. intersection to through traffic.

 

Thanks,

 

Doug

 

 


                                                                                                                                  DOCUMENT 5

Email from Superintendent Bordeleau, date September 20, 2007,

Subject: Ottawa Police Statistics - Albion/Lester

 

-----Original Message-----

From:      Bordeleau, Charles J 

Sent:       Wednesday, September 12, 2007 9:14 PM

To:          Deans, Diane (City of Ottawa); Thompson, Doug (City of Ottawa)

Subject:  Ottawa Police Statistics - Albion/Lester

 

 

Councillors Deans and Thompson,

 

For your reference, I have attached 2 charts that outlines data previously supplied to both of you with respect to enforcement and collision statistics at the intersection of Albion and Lester Roads.

 

Chart 1 outlines the number of charges laid at the intersection by year.  We are also providing a further break down of the data to depict the number of charges laid related specifically to the new measures implemented in 2004. 

 

Chart 2 outlines the number of collision at the intersection.  Preliminary unconfirmed data indicates that there have been no collisions year to date at the intersection.

 

These are the statistics that have been supplied to Staff at the City of Ottawa for their report to Transportation Committee on October 3, 2007.  These statistics will also be referred to should any inquiries be made to the Ottawa Police Service from the media or the community.

 

Please be advised that myself and S/Sgt Rick Lavigne will be present at the Transportation Committee meeting should there be any questions of the police.

 

<<Enforcement Stats.ppt>>

Thank you

 

Charles Bordeleau

Supt East Division