Report to/Rapport au :

Transportation Committee

Comité des transports

and Council / et au Conseil

1 October 2004 / le 1 octobre 2004

Submitted by/Soumis par :

R.T. Leclair, Deputy City Manager / directrice municipale adjointe

Public Works and Services/Services et Travaux publics

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

Traffic & Parking Operations/Circulation et Stationnement

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

Ref N°: ACS2004-TUP-TRF-0019

SUBJECT:	Glebe traffic management implementation Study

OBJET :	ÉTUDE DE MISE EN œuvre SUR LA GESTION DE LA CIRCULATION DANS LE GLEBE

REPORT RECOMMENDATIONS:

That Transportation Committee recommend that Council:

1. Receive the Glebe Traffic Plan as approved by the Glebe Community Association (Annex 2).

2. a) Approve the recommendations of the Glebe Traffic Management Implementation Study as listed in Annex 3 of this report.

b) Approve the publishing of a “Notice of Completion” for those components of the study that require an environmental assessment as noted in Annex 3 of this report.

3. Approve the following measures to be implemented concurrently:

a) The prohibition of right turns from northbound Bronson Avenue between Findlay Avenue and Renfrew Avenue and from eastbound Chamberlain Avenue to Imperial Avenue, as detailed in Annex 6 of this report, to reduce the impact of through traffic on the community during the morning peak period; and,

b) Modifications to the intersection of Carling Avenue and Bronson Avenue, to address current safety issues, subject to funding approval in the 2005 Capital Budget.

RECOMMENDATIONS DU RAPPORT :

Que le Comité des transports recommande au Conseil municipal :

1. de prendre connaissance du Plan de circulation du Glebe approuvé par l’Association communautaire du Glebe (annexe 2).

2. a) d’approuver les recommandations de l’Étude de mise en œuvre sur la gestion de la circulation dans le Glebe énumérées dans l’annexe 3 du présent rapport.

b) d’approuver la diffusion d’un avis d’achèvement pour les éléments de l’étude qui requièrent une évaluation environnementale. Ces éléments sont mis en évidence dans l’annexe 3 du présent rapport.

3. d’approuver la mise en œuvre simultanée des mesures suivantes :

a) L’interdiction des virages à droite de l’avenue Bronson en direction nord, entre les avenues Findlay et Renfrew, et de l’avenue Chamberlain en direction est jusqu’à l’avenue Imperial, comme le précise l’annexe 6 du présent rapport, en vue de réduire la circulation de transit dans le secteur pendant la période de pointe du matin,

b) Les modifications apportées à l’intersection des avenue Carling et Bronson visant à améliorer la sécurité à cet endroit, sous réserve de l’approbation du financement dans le cadre du budget des immobilisations de 2005.

EXECUTIVE SUMMARY

Assumptions and Analysis

In 1998, the Glebe Community Association, along with the former City of Ottawa and the former Regional Municipality of Ottawa-Carleton, started a formal traffic review of the Glebe neighbourhood. Phase 1 of the Glebe Area Transportation Study was completed in late 2000. The Study developed a detailed list of traffic-related issues and concerns through a series of meetings, walkabouts, data collection exercises, and observations. Unfortunately, at the time, there was insufficient funding available for further municipal involvement in the Study.

The Glebe Community Association decided to continue with the work on its own and produced the Glebe Traffic Plan (GTP) (Annex 2). The GTP, which was approved by the Glebe Community Association on 26 February 2002, provided an analysis of each of the problem sets identified, that included the problem definition, the community vision/desired state, and over 70 detailed recommendations of how to solve the problems.

Following receipt of the GTP, the City undertook the Glebe Traffic Management Implementation Study to assess and evaluate the GTP from a technical perspective. It considered the relative merits of the recommended traffic management/calming measures, identified any potential changes, and more importantly, developed an implementation program. The measures from the GTP that were deemed to effectively solve quantifiable problems are carried forward for recommendation and are shown in Annex 3; those that are deferred and/or forwarded to others for consideration are shown in Annex 4; and those that are not recommended are shown in Annex 5.

Annex 6 provides technical details about the specific recommendation to reduce the traffic on Findlay Avenue, Broadway Street and Torrington Place. The Glebe Traffic Plan made a recommendation to prohibit northbound right turns from Bronson Avenue onto Findlay Avenue during the AM peak period. Realizing that this would simply shift the problem onto the next available street, they further recommended that all intersections between the Rideau Canal and Chamberlain Avenue be subject to the same restriction, thereby ensuring that traffic remains on the arterial road network and not on the local road network. As this would have considerable impacts on other streets in the area, a detailed analysis was carried out by the City to properly understand the full implications of the recommendation. Staff recommend that the implementation of the right-turn prohibitions on Bronson Avenue be carried out concurrently with safety improvements currently under review for the intersection of Bronson Avenue and Carling Avenue, to ensure that safety issues are addressed at this intersection.

Financial Implications

Approval of expenditures for the implementation of the recommended measures will form part of the annual Capital Budget process.

Public Consultation/Input

Public consultation was a key aspect of the Glebe Traffic Management Implementation Study. It included a newspaper advertisement indicating that the Study was underway, a Steering Committee made up of community representatives, and a Public Open House held on 5 June 2003.

RÉSUMÉ

Hypothèses et analyse

En 1998, l’Association communautaire du Glebe, l'ancienne Ville d'Ottawa et l'ancienne Région d'Ottawa-Carleton ont entrepris une étude officielle de la circulation dans le quartier du Glebe. À la fin de 2000 s’est achevée la première phase de l’Étude de la circulation dans le Glebe, laquelle a permis d’établir une liste détaillée de questions et de problèmes liés à la circulation automobile à la faveur de réunions, de visites guidées, de collectes de données et d’observations. À l’époque, la Ville ne disposait malheureusement pas des ressources financières voulues pour pousser cette étude plus loin.

Ayant décidé de poursuivre les travaux seule, l’Association communautaire du Glebe a produit le Plan de circulation du Glebe (PCG) (annexe 2), qu’elle a approuvé le 26 février 2002. Ce plan comportait une analyse de chaque série de problèmes recensée, la définition des problèmes, la vision des résidents du quartier ou la situation souhaitée ainsi que plus de 70 recommandations détaillées sur les solutions possibles.

Après avoir pris connaissance du PCG, la Ville a entrepris l’Étude sur la mise en oeuvre de mesures de gestion de la circulation dans le Glebe en vue d’analyser et d’évaluer le plan d’un point de vue technique. Elle a étudié le bien-fondé relatif des mesures de gestion et de modération de la circulation envisagées pour le Glebe, a proposé certains changements et, surtout, a conçu un plan de mise en oeuvre. Les mesures préconisées dans le PCG qui, de l’avis de la Ville, permettent de régler efficacement des problèmes quantifiables sont retenues en vue d’être recommandées et figurent à l’annexe 3; celles qui sont reportées ou transmises à d’autres instances chargées de les examiner figurent à l’annexe 4 alors que celles qui ne sont pas recommandées sont à l’annexe 5.

L’annexe 6 présente des détails techniques sur la recommandation concernant la réduction de la circulation sur l’avenue Findlay, la rue Broadway et la place Torrington. Le Plan de circulation du Glebe propose d’interdire les virages à droite sud-nord à partir de l’avenue Bronson vers l’avenue Findlay pendant la période de pointe du matin. Comme cette solution ne ferait que transposer le problème à la première rue pouvant être empruntée, le plan recommande en outre que toutes les intersections situées entre le canal Rideau et l’avenue Chamberlain soient assujetties à la même restriction, ce qui obligerait les automobilistes à emprunter le réseau des grandes artères et non celui des voies de circulation locales. Comme cette mesure se répercuterait de façon non négligeable sur les autres rues du quartier, la Ville a entrepris une analyse détaillée de cette recommandation afin d’en bien mesurer toutes les conséquences. Le personnel recommande que la mise en oeuvre de l’interdiction de tourner à droite à partir de l’avenue Bronson intervienne parallèlement aux améliorations à la sécurité envisagées actuellement à l’angle des avenues Bronson et Carling afin de répondre aux problèmes de sécurité que pose cette intersection.

Répercussions financières

L’approbation des dépenses nécessaires à la mise en œuvre des mesures recommandées fera partie du processus annuel d’établissement du budget des immobilisations.

Consultation publiques / commentaires

La consultation du public a représenté un aspect essentiel de l’Étude sur la mise en oeuvre de mesures de gestion de la circulation dans le Glebe. La Ville a notamment passé une annonce dans les journaux indiquant que l’étude était en cours, créé un comité directeur composé de représentants de la collectivité et tenu une séance portes ouvertes le 5 juin 2003.

BACKGROUND

In 1998, the Glebe Community Association, along with the former City of Ottawa and the former Regional Municipality of Ottawa-Carleton, started a formal traffic review of the Glebe neighbourhood. Phase 1 of the Glebe Area Transportation Study was completed in late 2000. The Study developed a detailed list of traffic-related issues and concerns through a series of meetings, walkabouts, data collection exercises, and observations. It also made a series of recommendations to address these issues and concerns with the understanding that further feasibility studies/detailed design studies would be required. Unfortunately, at the time, there was insufficient funding available for further municipal involvement in the Study.

The Glebe Community Association decided to continue with the work on its own and, in 2002, produced the Glebe Traffic Plan (GTP) (Annex 2). It divided the Glebe/Dow's Lake area into three distinct but related problem sets: the Bronson Corridor, the Queen Elizabeth Driveway, and the rest of the Glebe (which was further divided to allow for local issues to be resolved). A map of the study area can be found in Annex 1. The GTP provided an analysis of each of the problem sets that included the problem definition, the community vision/desired state, and over 70 detailed recommendations of how to solve the problems.

The GTP involved many hours of community consultation and concensus within the community was reached on the measures outlined in the plan. The GTP was approved by the Glebe Community Association on 26 February 2002. The community has high expectations that most, if not all, of the measures will be implemented.

DISCUSSION

Following receipt of the GTP, the City undertook the Glebe Traffic Management Implementation Study to assess and evaluate the GTP from a technical perspective. It considered the relative merits of the recommended traffic management/calming measures, identified any potential changes, and more importantly, developed an implementation program. The Study also completed the necessary work to ensure compliance with “Schedule B” of the Municipal Class Environmental Assessment. It was not the intent of staff to revisit previous efforts, but rather to ensure that proposals were technically sound, and to develop an implementation plan that establishes the process of mitigating negative traffic impacts in the Glebe community.

For each of the measures (or group of measures, if appropriate) proposed in the GTP, this implementation study carried out the following technical analysis:

· Data was collected to verify the extent of the problem being addressed. This included speed surveys, traffic counts, road geometrics, etc.

· Based on the data, warrant analyses were carried out to determine whether there was a quantifiable problem to solve. This was important as all of the measures cost money, and the intention is to spend money only on measures that would solve quantified problems.

· For those issues that were quantified and determined by staff to be problems, the proposed measures were studied to determine if they were appropriate in solving or partially solving the problem which they were meant to address. If they were not, alternative measures were identified.

If proposed solutions potentially caused traffic to be diverted onto other streets, the negative effects caused by this diverted traffic were predicted. Ways of mitigating these effects were developed and included in the study recommendations if deemed necessary.

The measures from the GTP that were deemed to effectively solve quantifiable problems are carried forward for recommendation and are shown in Annex 3; those that are deferred and/or forwarded to others for consideration are shown in Annex 4; and those that are not recommended are shown in Annex 5.

Annex 6 provides technical details about the specific recommendation to reduce the traffic on Findlay Avenue, Broadway Street and Torrington Place. The Glebe Traffic Plan made a recommendation to prohibit northbound right turns onto Findlay Avenue. Realizing that this would simply shift the problem onto the next available street, it further recommended that all intersections between the Rideau Canal and Chamberlain Avenue be subject to the same restriction, thereby ensuring that traffic remains on the arterial road network and not on the local road network.

Since the problem was more pronounced in the morning peak period, and since this was seen as the time period when community access was least critical, the community plan recommended that this prohibition only be in place between 7:00 a.m. and 9:00 a.m., Monday to Friday. As this would have considerable impacts on other streets in the area, a detailed analysis was carried out by the City to properly understand the full implications of the recommendation.

The most significant of the negative impacts of the right-turn prohibitions are the increased traffic volumes predicted at the Bronson Avenue/Carling Avenue intersection. This intersection is currently very congested during the morning peak hour, with long northbound queues of traffic forming, and an average of 19 collisions occurring per year. The predominant collision pattern is northbound left-turning vehicles conflicting with southbound through vehicles. The current collision rate for this type of crash is five times higher at this intersection than the average rate. This is further exacerbated by the large number of southbound drivers running red lights as evidenced in the high number of violations captured by the red-light camera at this location. This intersection is currently under review in the Safety Improvement Program to reduce the number of collisions and address pedestrian concerns at the intersection. The collision situation is expected to worsen with implementation of the right-turn prohibitions on Bronson Avenue. It is predicted that an additional 135 vehicles per hour will turn left onto Carling Avenue from northbound Bronson Avenue, increasing the level of congestion, leading to increased delays for motorists, which may lead to an increase in the number of collisions due to the increased risk that drivers will accept as they turn left through the intersection. Remedial measures may include shortening the pedestrian walking distances across the intersection and creating a protected northbound left-turn phase.

It is therefore recommended that the implementation of the right-turn prohibitions on Bronson Avenue be carried out concurrently with the safety improvements currently under review for the intersection of Bronson Avenue and Carling Avenue to ensure that safety issues are addressed at this intersection. This review will also take into consideration the City’s transit priority needs as Carling Avenue, between Bayshore Drive and Bronson Avenue, is designated a Transit Priority Corridor in the City’s Official Plan.

ENVIRONMENTAL IMPLICATIONS

The Municipal Class Environmental Assessment classifies the speed humps recommended in this report as “traffic calming.” These measures, as well as any other measures that are directly related to or dependent on these traffic calming measures (i.e. address the same specific problem as the recommended traffic calming measures), will require completion of the Municipal Class Environmental Assessment – “Schedule B” (i.e. estimated implementation cost is less that $1,500,000). This process requires several key steps to be followed including a mandatory public consultation regarding the problem and the alternative solutions (this step already completed). Non-traffic calming measures that are not directly related to or dependent on traffic calming measures are considered “Schedule A” (or pre-approved) with respect to the Municipal Class Environmental Assessment process, and are therefore approved once approved by Council.

For those measures that require Municipal Class Environmental Assessment approval, following Council approval of the recommendations of this report, a “Notice of Completion” will be published in the Ottawa Citizen and Le Droit advising the public that the Study is complete and the process that should be followed if there are any outstanding concerns with the proposed traffic calming components. This process includes attempting to resolve the concerns with the City, and, if the concerns cannot be resolved, requesting that the Minister of the Environment order an “Individual Environmental Assessment.” The Minister must receive this request within thirty days of the “Notice of Completion.” Following receipt of the request and further attempts on the part of the City to resolve the concerns raised, the Minister, upon reviewing the project file, may either approve the project or order that an “Individual Environmental Assessment” be carried out. If no concerns are brought forward within 30 days of the “Notice of Completion,” these measures are automatically approved.

CONSULTATION

Approximately 150 members of the public attended the Public Open House held at the Glebe Community Centre on 5 June 2003. An open format took place between 6:00 p.m. and 7:30 p.m. People were encouraged to read display panels, ask questions and provide input and ideas to staff. Between 7:30 p.m. and 9:00 p.m., the format changed to a question and answer period where the public could ask questions and provide input to staff.

Following the release of the draft recommendations, the Glebe Community Association organized a walkabout of the Glebe and provided further suggestions to improve the plan, building on their original recommendations. These were studied and many are being recommended for implementation. These are listed in Annex 3.

Although newspaper ads were place in the daily newspapers, the majority of the consultation was directed to the Glebe and Dows Lake communities. It is recognized that other communities will also be affected by the proposals, particularly communities to the south whose residents use Bronson Avenue as their primary commuter route. As changes proposed in this report will restrict access to the Findlay Avenue / Broadway Street / Torrington Place for morning northbound commuters, alternative routes will have to be taken. Commuters will be required to use the arterial road network (as is intended) rather that the local residential streets. As the affected streets are designated as local roads in the City’s Official Plan, consultation was focused on the local (Glebe and Dow’s Lake) communities.

TRANSPORTATION MASTER PLAN

The Study recommendations are in accordance with the mandate of Area Traffic Management as defined in Section 9.6 the Transportation Master Plan. The Transportation Master Plan describes Area Traffic Management as both a process and technique of preserving neighbourhood liveability by mitigating the undesirable effects of motor vehicle travel including excessive traffic volumes and speeds, aggressive drive behaviour and the creation of unfavourable conditions for walking and cycling.

FINANCIAL IMPLICATIONS

Approval of expenditures for the implementation of the recommended measures will form part of the annual Capital Budget process.

The total cost of the measures identified in this report is $544,600. Cost estimates of each of the individual recommended measures are provided in Annex 3. Full implementation of the measures recommended in this report will result in an estimated $18,000 in additional annual operating costs for the City. These costs will need to be added to the Operating Budget as a pressure at the time that these measures are implemented.

In 2002, $100,000 was provided in the Capital Budget under Internal Order # 900685 for the Glebe Study identified in this report. A purchase order was set up for $72,600, including net taxes. Net payments to date total $67,500.

The Sign Maintenance Operating Budget can accommodate the estimated cost of the turn restriction sign installation, estimated at $2,000.

SUPPORTING DOCUMENTATION

Annex 1 Key Plan

Annex 2 The Glebe Traffic Plan, 2002

Annex 3 Measures Recommended by Staff for Implementation

Annex 4 Measures Deferred and/or Forwarded to Others for Consideration

Annex 5 Measures Not Recommended for Implementation

Annex 6 Detailed Evaluation of the Proposed Northbound Bronson Avenue Right-Turn Prohibitions

DISPOSITION

Subject to approval by Council of the recommendations contained in Annex 3 of this report, a “Notice of Completion” will be published in the Ottawa Citizen and Le Droit advising the public that the Study is complete and the process that should be followed if there are any outstanding concerns related to measures that require completion of the Municipal Class Environmental Assessment - Schedule B.

The approved measures will be implemented based on the needs-based priority system detailed in the draft Area Traffic Management Guidelines. Measures that rely solely on signage or pavement markings will be implemented as soon as possible.

ANNEX 1

KEY PLAN

ANNEX 2

ANNEX 2

Glebe Traffic Plan, 2002

Amended and Approved by the Glebe Community Association

FEBRUARY 26, 2002

GLEBE TRAFFIC PLAN 2002

AMENDED AND APPROVED BY GCA

FEBRUARY 26, 2002

Preamble:

This document is the culmination of five years work and extensive public consultation. Drawing upon the recommendations of Cumming Cockburn and JP Braaksma and Associates, consultants hired to assist the community with its review, the Glebe Community Association (GCA) Traffic Committee has elaborated a consolidated traffic plan for the Glebe/Dow’s Lake area. The Plan builds upon the measures introduced in the original Glebe Traffic Plan of the early 1970’s and is presented as an integrated set of measures, interlinked and indivisible. While the Plan is designed to deal with both general and specific traffic issues affecting this community, the members of the Traffic Committee recognize that additional measures not set out in the Plan may well be necessary in the future.

The Glebe Traffic Plan 2001 is based on the following principles, which have been widely endorsed by community members during the course of over three years of consultation:

· Priority within the neighbourhood shall be given to the safety and comfort of pedestrians, cyclists and residents;

· Traffic flowing through the Glebe shall be largely restricted to arterial roads in such a way as to minimize its effect on the neighbourhood and its core shopping and community facilities;

The existing restrictions on entry and flow within the neighbourhood shall be maintained and enhanced; and,
While entry and egress by Glebe residents will necessarily be affected by the measures set out in the plan, measures shall distribute such effects as equitably as possible consistent with the overall objective of restricting traffic flow through the community.

Background

During the 1990’s, issues related to the growing impact of traffic traveling through the Glebe and Dow’s Lake areas increasingly became the focus of discussion at meetings of the Glebe and Dow’s Lake Community Associations. Complaints regarding the number of vehicles using residential streets within the Glebe and Dow’s Lake to access the downtown core from other parts of the City and Region, and the threat to pedestrian safety and quality of life posed by vehicular traffic, grew in both number and intensity during this period.

ANNEX 2

Beginning in 1997, deliberations of the Traffic Committee of the GCA turned to the need for coordinated action to deal with problems created by levels of traffic that could no longer be adequately accommodated within the framework of the original Glebe Traffic Plan implemented in the early 1970’s.

In response to a formal request by the GCA in early 1998, the former Regional Municipality of Ottawa-Carleton approved funding for a traffic study for the Glebe and Dow’s Lake communities. In preparation for the launch of the study, many local residents participated in a major consultation exercise aimed at developing an inventory of traffic-related problems. A Public Workshop was held in September 1998 to identify the issues. Evidence of the high level of community concern about traffic in the Glebe was provided by the active participation of over 100 community members in the gathering of traffic data during the Fall 1998 – one of the largest such initiatives ever undertaken in the Ottawa area.

On 21 April 1999, the GCA Traffic Committee, working with municipal staff, finalized the Terms of Reference for the Glebe Traffic Review. The consultants who were to conduct the review were selected at the end of June 1999. Following initial review of the available data and consultation with residents over the course of a series of neighbourhood “walkabouts”, the consultants prepared a Background Report setting out their summary of the traffic-related problems facing the community.

An Open House was held in June 2000 to confirm and invite comment on the various traffic-related problems that area residents had identified. Consultants analyzed the over 200 individual submissions and proposed potential corrective measures which were set out in their Final Report to the former Regional Municipality of Ottawa-Carleton.

The Glebe Traffic Plan 2001 is organized around three distinct, but related, problem sets – (1) the Bronson Avenue Corridor, (2) the Queen Elizabeth Driveway and (3) the “Rest of Glebe” (ROG).

While the last category was considered as “one” problem area for the purposes of identifying community-wide issues requiring a common treatment, it was further broken down geographically to allow the Committee to address localized problems and propose appropriate corrective measures. These are: Area 1: Dows Lake (bounded by Queen Elizabeth Driveway, Carling and Bronson); Area 2: Southwest Glebe (bounded by Fifth, Bronson, Queen Elizabeth Driveway and Bank); Area 3: Glebe West (bounded by Fourth, Bronson, Glebe and Bank); Area 4: Northwest Glebe (bounded by Clemow, Bronson, Chamberlain and Bank); Area 5: Bank Street (Canal to Queensway); Area 6: Southeast Glebe (bounded by Bank, Glebe/First and Queen Elizabeth Driveway); And Area 7: Northeast Glebe (bounded by Bank, Isabella, Queen Elizabeth Driveway and Linden Terrace/Clemow).

The elaboration of the Glebe Traffic Plan 2001 was guided by the principles set out above. Building on these, the Committee first envisaged each problem area in terms of the intended effect of any proposed improvements, before moving on to identify the proposals themselves.

ANNEX 2

The Glebe Traffic Plan proposes measures to manage existing traffic. It was beyond the scope of its terms of reference to address broader issues of overall transportation demand management and its effects on the quality of life in the inner city. However, the community wishes to express its concurrence with the findings and recommendations of the Airport Parkway Extended Traffic Impact Study (APETIS) Steering Committee Report, particularly those encouraging the use of more community-friendly modes of transportation, such as light rail.

In many significant ways, the Glebe/Dows Lake area resembles a village, a village oriented towards its commercial center, or a main street (Bank). Virtually all residents in the community live within three quarters of a mile of that main street – a feature that, along with the availability of a complete range of essential personal, retail and commercial services, accounts for the extraordinary sense of community identification and cohesiveness. Ours is a mixed-age community and our residents walk more than do those of the suburbs. The safety, comfort and security of our sidewalks and intersections, and the careful and appropriate behaviour of motor vehicle drivers, are vitally important to the continued well-being and well-functioning of our village.

Our Traffic Plan will preserve the continued health and vibrancy of our village and maintain and sustain the integrity of individual neighbourhoods within the wider community.

Our Plan will reduce the number of cars being driven on our local residential streets and encourage slower and more respectful driving. Our Plan looks to the City of Ottawa and the Ottawa Police to diligently enforce all traffic regulations through an ongoing highly visible program designed to enhance the safety and viability of vehicular traffic in the Glebe and Dow's Lake area. Our Plan also envisages sidewalks that are safe and comfortable to use – wide enough for people to pass comfortably and designed for walking not cars.

Our streets will be used in ways that are appropriate to their essential character and that enhance the safety, security, comfort and enjoyment of all users, whether resident or visitor. Our streets will be pleasant to travel along whatever the chosen mode of transportation.

Our Plan will focus improvements on streets so as to ensure that solutions do not simply shift the problem elsewhere.

Our Plan recognizes, accounts for, and will not interfere with the operation of emergency vehicles and public transportation.

Bronson Avenue Corridor:

Problem Definition

Bronson Avenue is now used extensively as an express link between communities in the south end of the region and the Queensway, downtown, and the bridges to the Outaouais. Enhanced access to the Airport Parkway has increased the volume of traffic on Bronson, which, in turn, has increased the number commuters using local residential streets to bypass the congestion.

ANNEX 2

The volume and excessive speed of traffic on Bronson now constitutes a significant barrier separating Dow’s Lake from the Glebe.

Aggressive and inconsiderate drivers run through intersections, ignoring signals and endangering those crossing – particularly children, older people and the disabled. Close proximity to fast, dense traffic is menacing to pedestrians and cyclists, inhibiting the use of these environmentally friendly, community sustaining modes of transportation.

Community Vision/Desired State

Dow’s Lake and the Glebe form a single, contiguous, integrated community. Bronson Avenue is primarily a residential street, the scale and ambience of which should be consistent with the rest of the neighbourhood. Bronson should not constitute a barrier to movement between the two neighbourhoods.

The realization of our vision calls for measures that will allow Bronson Avenue to continue to offer access to the downtown while at the same time enhancing the safety and comfort of all users and the adjacent neighbourhoods.

Recommendations

Safety (Speed)

Reduce existing speed limits along Bronson to 60 km/h at the Dunbar Bridge, to 50 km/h at Sunnyside and to 40 km/h at the Bronson Bridge;

Establish a Community Safety Zone in the 40 km/h zone on Bronson from the Bronson Bridge to Chamberlain, with higher fines and increased enforcement. Examples are similar zones established on Smythe Road and on Dynes Road. This would include measures such as signs stating increased fines in the Community Safety Zone;

School crossing signs on Bronson at the Glebe/Carling intersection. Lift restrictions on off-peak parking;
Install from time to time, a visible, speed-feedback monitor on or near the Bronson Bridge;
Adjust the synchronization of the signal lights at all Bronson intersections to support the above-noted speed limits;
Mark pedestrian crossings with permanent acrylic zebra stripes; and,
Have City staff study the results of an experiment in Indianapolis that linked speed signs with red lights: “Warning, if you exceed the speed limit, the upcoming traffic light will turn red.”

Intersections

Adjust traffic signal cycles to provide more time for pedestrians to cross at Holmwood, Fifth, Carling, and Powell Avenues;
Reduce the waiting time for pedestrian crossings on Bronson;
Install Red Light Cameras at first traffic light north of Sunnyside, in addition to the one at Carling Avenue, to inhibit drivers running red lights;

ANNEX 2

Install photo radar cameras at the Bronson Bridge, in addition to the one at Carling Avenue, as soon as this traffic enforcement measure is once again approved by the Provincial legislature;
Install a new traffic light at the intersection of Bronson and Findlay Avenues;
Install a pedestrian activated traffic signal mid-block between Second and Third Avenues to facilitate pedestrian crossing. This signal should be synchronized with the other traffic signals on Bronson; and,
Install an audible signal at Fifth and Bronson.

Traffic Management:

Reduce Cut-through Traffic

During AM Peak, prohibit right turns from Bronson northbound, between Bronson Bridge and Chamberlain Avenue. (Bicycles Excepted - suggest same restriction at Sunnyside);
During AM Peak, prohibit left-turns from Bronson northbound at Madawaska and Kippewa (Bicycles Excepted);
Reconfigure the Bronson/Chamberlain intersection, and add an on-ramp from Chamberlain to the Queensway. Make use of the opportunity to purchase the unused Board of Education property to provide additional space for the on-ramp. This will reduce cut-through traffic in the Glebe, and take traffic off Chamberlain and Isabella;
At the existing billboard at Bronson and Carling, have OC Transpo advertise the O-Train as an alternative for Bronson commuters;
Prohibit left-turns from Bronson northbound onto Sunset (24/7), (Bicycles Excepted);
During AM Peak, prohibit access to Glebe Avenue from Carling Avenue eastbound (Buses, Emergency Vehicles, and Bicycles Excepted);
During AM Peak, prohibit right turns onto Imperial (Buses, Emergency Vehicles, and Bicycles Excepted); and,
During PM Peak, prohibit access to Glebe Avenue from Carling Avenue eastbound (Buses, Emergency Vehicles, and Bicycles Excepted). As well, prohibit right turns onto Powell, Renfrew, and Imperial (Buses, Emergency Vehicles, and Bicycles Excepted).

Sense of Neighbourhood:

Streetscaping

Landscape Bronson Avenue (in particular, plant trees);
Install lower, ornamental street lighting, as in Somerset Village or on Clemow Avenue;
Allow off-peak parking;
Post signage to advise drivers that they are entering/traveling through a residential district; and,
Offer incentives to encourage compatible/complementary street-oriented commercial redevelopment of Bronson Avenue between First Avenue and the Queensway.

ANNEX 2

Queen Elizabeth Driveway Transfer:

Problem Definition

Drivers use Findlay, Broadway, and Torrington Avenues on the east side and Lakeside Avenue on the west side (all densely populated residential streets) to transfer between Bronson Avenue and the Queen Elizabeth Driveway. The incentive to use the Queen Elizabeth Driveway has been heightened by a dedicated northbound turning lane, beginning south of the Bronson Bridge and merging with Findlay Avenue. This turning lane also eliminated the northbound bicycle lane on the Bronson Bridge, encouraging cyclists to use the sidewalks, creating a conflict with pedestrians.

This arrangement dates back to the 1960’s, when the Bronson Bridge was constructed and the old Bronson Avenue was redirected, it presumed the expropriation of the properties adjacent to Bronson on the north side of the Canal for a dedicated ramp to/from the Queen Elizabeth Driveway (as exists on the south side). As the expropriation was never undertaken, the existing residential road network has been forced to absorb this transfer traffic.

Initially, Bronson Avenue carried relatively little traffic, as the Airport Parkway functioned solely as a dedicated route to and from Ottawa International Airport. With the effective conversion of the Parkway to a commuter corridor serving south-end communities, the number of drivers transferring to Queen Elizabeth Driveway has increased dramatically, to the point where the roads have become almost unusable during the morning rush hour and residents fear for the safety of their school-aged children.

Clearly, the weekday, peak hour volume on these residential streets is excessive and unacceptable. More than 1000 vehicles currently travel the Findlay, Broadway, Torrington leg between 7:00 a.m. and 9:00 a.m. The situation is aggravated further by the behaviour of drivers, many of whom travel too fast and fail to respect stop signs.

Finally, these streets carry too much and inappropriate commercial traffic, such as large tour buses.

Community Vision/Desired State

Findlay, Broadway, Torrington and Lakeside will regain their character as quiet, family-oriented residential streets. Weekday commuter traffic will not cut through residential neighbourhoods but will remain on the appropriate arterial roads.

Drivers using all residential streets will do so in ways that are mindful of the safety, comfort and security of the people living there.

This vision can be realized only by substantially reducing the volume of traffic on these streets and by introducing measures that will constrain driver behaviour in ways that are compatible with the quiet, residential character of the neighbourhood.

ANNEX 2

Recommendations

Volume

Prohibit right turns from Bronson Avenue northbound during the AM Peak to significantly reduce volume (Bicycles Excepted - see Bronson Corridor recommendations);
Eliminate the third (dedicated turning) northbound lane over the Bronson Bridge. This would return the Bronson Bridge to the previous design, which protected Findlay. It would provide increased pedestrian safety on Bronson, Findlay, Broadway, and Torrington;
Install a traffic signal at the intersection of Bronson and Findlay Avenues;
Reconstruct the intersection of Bronson and Findlay Avenues to reduce turning radii;
Establish a bicycle lane northbound on the Bronson Bridge to Holmwood. This will encourage cyclists away from the sidewalks and to use the existing Bronson/Holmwood/Craig/Percy cycling route;
Add signage to direct cyclists to follow the Holmwood/Craig/Percy cycling route; and,
No right turns on red at proposed traffic light at Findlay and Bronson.

Behaviour

Post more explicit and larger signage on the Bronson Bridge indicating that drivers are now on a residential street and now entering a residential neighbourhood;
Subject taxi and other commercial drivers to special restrictions/ penalties with respect to traffic infractions; and,
Install a bulbout at the intersection of Lakeview and Bronson.

Speed

Install a sign on the Bronson Bridge warning drivers to “Be Prepared to Stop”;
Install speed humps on Broadway Avenue, Findlay and Torrington Avenues between Bronson Avenue and the Queen Elizabeth Driveway;
As for all residential streets in the Glebe, limit speed on Broadway, Findlay and Torrington Avenues to 40 km/h, with advisory that recommended speed is 30 km/h;
Allow parking on both sides of Broadway Avenue; and,
Introduce staggered parking on Findlay.

Rest of Glebe:

Problem definition

The vast majority of problems in the area are related to the unacceptable volume of cut-through traffic and driver behaviour (compliance and mindfulness) on our local residential streets. Some streets are also subject to extraordinary volumes of traffic due to decisions taken in the past regarding desired traffic routes for traffic to take within and through the community. Additionally, there are infrastructure issues, including the inconsistent application of all-way stops, dysfunctional directional flow patterns, and poor sidewalk design and maintenance.

ANNEX 2

Community Vision/Desired State

Cars on residential streets will be principally local traffic originating and/or terminating in the community, or will belong to people visiting residents.

Drivers on local streets will behave civilly and respectfully and will travel at a pace that does not threaten pedestrians or compromise the quality of life of residents.

Sidewalks will be wide enough for people to pass comfortably and designed and maintained so that they may be walked on safely in all weather conditions.

Community-wide Recommendations

Set speed limit on all streets to 40 km/h, as per provincial regulations;
All-way stops introduced at all intersections along Lyon, Percy, Chrysler, and O’Connor;
Mid-block speed humps, bulb-outs, and raised intersections on Glebe streets, with particular priority for east-west and west-east oriented streets, east of Bronson; and,
Implement Community Safety Zones around all schools in the Glebe.

Area 1: Dow’s Lake (bounded by Queen Elizabeth Driveway, Carling and Bronson)

Problem

Vehicles approaching Bronson from Carling Avenue travel at excessive speeds, endangering pedestrians and cyclists. They also produce noise and splashing which is unpleasant for people whose residences border the road. Some drivers in sport utility vehicles (SUVs) cross the sidewalk and barrier strip at Opeongo.

Recommendations

Eliminate the third lane on Carling Avenue in each direction, which will allow for widening sidewalks and additional streetscaping to increase residential setback. Specifically, on the south side of Carling, eliminate the third lane between Cambridge and the tour bus parking area. Maintain the tour bus parking area at its present size.

Add planters and trees at the barrier strip at Opeongo and Carling.

Problem

Vehicles anticipating a red light at Fifth/Madawaska while traveling northbound along Bronson Avenue turn left onto Sunset, usually at a speed that is inappropriate and thus unexpected by the people living on that street. The unexpected nature of the speed increases the danger to residents, particularly to the young children.

Recommendations

Prohibit all left-turns onto Sunset from Bronson Avenue (24/7 - Bicycles Excepted),

ANNEX 2

Narrow the Bronson-Sunset intersection on south side with a bulbout.

Problem

Drivers are using local streets to transfer between Bronson Avenue and Queen Elizabeth Driveway/Preston Street.

Recommendations

During AM Peak, prohibit left-turns from Bronson onto Madawaska and Kippewa Avenues. (Bicycles Excepted - see Bronson Corridor Recommendations).

Study the impact of the following: during PM Peak (3:30 p.m.- 5:30 p.m., Monday to Friday), prohibit left-turns off Queen Elizabeth Driveway onto Lakeside and Crescent Heights (Bicycles Excepted).

Introduce traffic calming measures on Lakeside, as deemed necessary. Possibilities to be studied are:

Two-sided parking in non-winter months;
Widen sidewalks; and,
Introduce speed humps.

Maintain the following traffic calming measures on Kippewa, Madawaska, and Opeongo:

Kippewa: maintain one-sided parking in winter and two-sided parking for rest of year;
Madawaska: maintain two-sided parking, but reduce parking near Bronson by 2 to 3 car lengths; and,

Opeongo: maintain one-sided parking.

Add a pedestrian activated traffic light at Crescent Heights and Queen Elizabeth Driveway.

Problem

Drivers accelerating downhill on southbound route: Cambridge, Frederick, and Jackson, cutting through from Carling to get to Madawaska/Bronson, or Kippewa/Bronson.

Recommendation

Post stop sign at the northeast corner of Frederick and Jackson (one-way stop).

Area 2: Southwest Glebe (Bounded by Fifth, Bronson, Queen Elizabeth Driveway and Bank, but Excluding Queen Elizabeth Driveway)

Problem

Approaching drivers use excessive speed and frequently disregard traffic signals, making the intersection crossing at Holmwood and Bronson dangerous and uncomfortable for pedestrians

ANNEX 2

(includes many Carleton University students) to use. Further, the signal cycle is heavily biased in favour of the north-south flow, which encourages speeding and means pedestrians and other westbound traffic must wait an uncomfortably long time. The diminished turning opportunity induces drivers to speed up when approaching the intersection from Holmwood Avenue. The problems are accentuated in off-peak hours.

Recommendation

Adjust signalization cycle to support recommended speed limits and shorten button response time for pedestrians wishing to cross.

Problems

A growing number of drivers are using Fifth Avenue to transfer between Bronson Avenue and Bank Street. The volume on Fifth at Bronson exceeds 200 vehicles per hour during both the morning and afternoon peaks.

Intersection volume encourages drivers (particularly taxis and other commercial vehicles) to use Muriel Street and Gordon Street to avoid waiting for the lights at either Bronson and Fifth or Bronson and Holmwood.

Cars traveling west along Fifth Avenue and anticipating a red light at the Bronson Avenue intersection use Muriel Street to access Bronson at Holmwood Avenue.

Recommendations

Speed hump mid-block on Muriel;
Raised intersection from Muriel to Gordon on Holmwood instead of all-way stops;
Add all-way stop at Torrington on Holmwood;
Reconfigure intersections of Muriel and Gordon Streets and Fifth Avenue to ensure drivers slow down and use the appropriate lane when turning onto the street;
Establish parking on alternating sides of the avenue for a chicane effect;
Extend a streetscaping verge (about 3 feet) on the no parking sides of the Avenue;
Plant trees on the verges;
The existing placement of the sidewalk will remain; and,
This is made opportune and economical by the pending reconstruction of Fifth Avenue.

Problem

Drivers at intersection of Percy, Fifth and Craig often do not come to a full stop.

Recommendation

Narrow streets at intersection and introduce bulbouts to ensure cars come to a full stop and make the proper turns from one street onto the other.

Problem

Drivers at the intersection of Fifth Avenue and Ralph Street (at Mutchmor School) consistently ignore the all-way stops, endangering children crossing at this location.

ANNEX 2

Recommendations

· Add flashing signals to stop signs during school crossing hours;

· Modify intersection (narrow, bulbouts, bollards) to ensure cars come to a complete stop;

· Post additional signage indicating the presence of children;

· Paint zebra stripes over pedestrian crossing areas; and,

· Designate intersection as a community safety zone and therefore a high fine area.

Problem

Speed of vehicles using Queen Elizabeth Place between Bank Street and Queen Elizabeth Driveway, creating a conflict between pedestrians and automobiles.

Recommendations

· Add marked pedestrian crossing on Queen Elizabeth Place at the Queen Elizabeth

Driveway;

· Provide advanced green at proposed light at Wilton and Bank, turning left onto Wilton, to reduce speed of drivers turning left.

Area 3: Glebe West (bounded by Fourth. Bronson, Glebe and Bank)

Problem

Glebe Avenue directly links Carling eastbound with Bank Street and/or Colonel By northbound (via the Pretoria Bridge). The volume of this traffic has grown dramatically (in fact Glebe has experienced the highest percentage increase in traffic over the past few years of any local residential street). The fact that the street is unidirectional encourages drivers to travel at inappropriate speeds between intersections.

Recommendations

· During AM Peak, prohibit right turns from Bronson. (Bicycles Excepted - see Bronson Corridor recommendations); and,

· In order to allow residents access to their homes, Glebe Avenue to become two-way between Percy and Bronson, but with no exit onto Bronson from Glebe.

Area 4: Northwest Glebe (bounded by Clemow, Bronson, Chamberlain and Bank)

Problems

High traffic speed and volume on Chamberlain endanger children and pedestrians at school and pedestrian crossings.

There is heavy volume on Percy during peak periods resulting from commuters and other drivers trying to avoid congestion on Bronson.

Cars using residential cross streets to transfer between Bank Street and Bronson Avenue.

ANNEX 2

Recommendations

· Community Safety Zone along Chamberlain from Imperial to Kent with higher fines and increased enforcement;

· School crossing for school children to access Glashan School, and access physical education facilities in the Central Park chain at multiple times during the day;

· Prohibit morning peak right turns off Bronson northbound will reduce cut-through traffic (Bicycles Excepted - see Bronson Corridor recommendations); and,

· Raised intersections on Chamberlain at pedestrian crossings at Percy and at Kent.

Problem

High traffic volume on Powell because Clemow (the closest adjacent street) cannot be accessed either at Bank or Bronson. Note that Powell is the entrance for Renfrew, Powell, Glebe, and Clemow.

· Mid-block “No Through Traffic” signs on Powell between Lyon and Percy, except emergency vehicles, buses, and bicycles;

· Add bulbout mid-block;

· Add signs at Powell and Bank and Powell and Bronson, saying "Not a Through Street - Local Traffic Only"; and,

· Add signs at Powell and Percy and Powell and Lyon: “No Exit”.

Problem

The bus shelter on the small island at the intersection of Bank and Chamberlain endangers those waiting at the stop and impedes eastbound right-turning drivers’ view of southbound Bank Street traffic.

Recommendation

· Eliminate turning lane between Chamberlain and Bank. Convert intersection to T-shape and eliminate island. Move the bus shelter further to the west of the intersection.

Area 5: Bank Street (Canal to Queensway)

Problem

Between Wilton/Canal Bridge and Fifth Avenue, cars using Bank Street travel at excessive and unsafe speed, especially during off-peak periods, frequently running red lights at Holmwood Avenue. The third lane between Holmwood and the Canal Bridge facilitates and encourages speed.

Recommendations

· Remove the third lane and add parking;

· Install a traffic signal at Bank and Wilton;

· Set signal cycle to keep Bank Street traffic at 30 km/h and to allow frequent opportunity for crossing; and,

· Add trees and other streetscaping features to slow drivers down.

ANNEX 2

Problems

Although Bank Street between Holmwood and Glebe Avenue attracts heavy pedestrian traffic the traffic environment on Bank Street is not very pedestrian-friendly.

During peak hours, when parking is restricted, many cars use the curb lane to pass. This has led to cars mounting the sidewalk, particularly when roads are slippery. Not only does this endanger the life and health of pedestrians, it results in their being splashed in wet or slushy weather.

Many cars travel along Bank Street at speeds that are unsafe in such a pedestrian-intensive area.

Recommendations

· Configure flow along Bank Street between the Canal and the Queensway for speed limits and speed targets of 30 km/h;

· Remove all parking restrictions and add bulbouts to stop drivers from using the curb lane when no parked vehicles are present; and,

· Eliminate requirement for pedestrians to push a button in order to trigger the walk signal at traffic signals on Bank Street.

Problem

Between First Avenue and the Queensway, there are too few opportunities for pedestrians to cross Bank Street safely. Cars often travel at speeds that make pedestrians uncomfortable, particularly in off-peak hours.

Recommendations

· Remove all parking restrictions, except between Pretoria and Catherine, and add bulbouts to protect parked cars;

· Relocate parking meters to curbside of the sidewalk (defines sidewalk and imposes a barrier between vehicles and pedestrians); and,

· Remove parking meters on Powell at Bank Street.

Area 6: Southeast Glebe (bounded by Bank, Glebe/First and Queen Elizabeth Driveway)

Problem

Particularly in the PM Peak, the high volume of northbound (to Quebec) commuters using Holmwood to transfer from Bronson Avenue to Queen Elizabeth Driveway/Pretoria Bridge is making Holmwood Avenue increasingly unsafe for pedestrians and unpleasant for residents.

The problem is particularly acute east of Bank Street, where cut-through traffic on Holmwood is increasing, traveling too fast and frequently not complying with traffic regulations.

General failure to come to a full stop at the indicated stop line before entering an intersection is hazardous for pedestrians throughout the Glebe and of particular concern along O’Connor Street.

ANNEX 2

Drivers ignore restrictions on through traffic on Fifth Avenue at O’Connor.

Recommendations

· Introduce heavy-duty traffic calming measures (such as speed bumps, bulbouts, etc.) along Holmwood east of Bank Street; and,

· Add a stop sign at Holmwood and Adelaide.

Problem

Designating Fifth and O’Connor as emergency routes, restricts the number and kinds of traffic calming and control measures that may be introduced.

Recommendation

· Install a pedestrian activated traffic signal at Fifth Avenue and the Queen Elizabeth Driveway so that pedestrians can cross safely.

Problem

Volume of cars using O’Connor Street is the highest of any non-arterial street in the Glebe.

Cars using O’Connor travel at unsafe speeds and ignore stops signs, especially near First Avenue School.

Recommendations

· On O’Connor, widen sidewalks (especially critical at the O’Connor Street Bridge), provide landscaping, clearly designated bicycle lanes and bulbouts or speed humps;

· Install flashing stop signals at intersection of First and O’Connor during school crossing hours; and,

· Post additional signage indicating school area around First Avenue school and designate area as a high-fine zone.

Area 7: Northeast Glebe (bounded by Bank, Isabella, Queen Elizabeth Driveway and Linden/Clemow)

Problem

Dangerous speeds and high volumes of cars on residential streets is a concern. Many cars use Glebe/O’Connor/Strathcona/Metcalfe as a funnel to downtown core, and Pretoria/O’Connor/First as return route to avoid congestion on Bank Street.

High volume and speed of vehicles on O’Connor endangers pedestrians and is of particular concern in the area of First Avenue School.

Cars avoiding congestion at Isabella and Queen Elizabeth Driveway use Loblaws parking lot as cut-through lane.

ANNEX 2

Speed and volume of cars and trucks on Chamberlain and Isabella due to limited east bound access to Queensway and to the Pretoria Bridge (Queensway exits at Bronson, Kent, O’Connor, but only has one east bound entry ramp at Metcalfe).

Recommendations

· Implement speed reduction and streetscaping initiatives in the area. For example; on Pretoria Avenue, provide a mid block speed hump between O’Connor and Bank; on O’Connor, widen sidewalks (especially critical at the O’Connor Street Bridge); provide landscaping, clearly designated bicycle lanes with bulb-outs or speed humps; on Glebe add a sidewalk with a landscaped buffer on the north side to narrow lanes for cars and slow the traffic. As an immediate measure to calm traffic on Glebe and other one-way streets within the northeast Glebe area: introduce alternating left-right side street parking to create chicanes.

· Make O’Connor a two-way street in order to open northbound access from O’Connor to Isabella with a four-way stop at Patterson and a three-way stop Pretoria. This allows an outlet to Isabella from O’Connor and would ease traffic on Strathcona and Metcalfe. Traffic traveling from north of the Queensway will be forced to turn at Isabella and not be permitted to proceed on O'Connor south of the Queensway. Also allow two-way local movement on Strathcona from Metcalfe to Queen Elizabeth Driveway to ease local access, but continue no access restriction from the Queen Elizabeth Driveway.

· Create a Community Safety Zone for First Avenue School;

· Install flashing stop signals at intersection of First and O’Connor during school crossing hours;

· Post additional signage indicating school area around First Avenue school and designate area as a high-fine zone;

· Make Metcalfe Street, between Strathcona and Pretoria, two-way. This will reduce circuitous travel by residents of Patterson, Monkland and part of Strathcona who are returning home from Loblaws and downtown;

· Allow left-turns from Queen Elizabeth Driveway southbound onto the Pretoria Bridge;

· Provide for an advanced green for those vehicles northbound on Elgin turning left on to Catherine Street; and,

· Add a four-way stop at Second and O’Connor.

ANNEX 3

Measures Recommended by Staff for Implementation

This Annex lists, in tabular form, the measures recommended by staff for implementation in the Glebe. The table lists the measure, and summarizes the technical rationale used in the assessment process. The recommendations marked with an asterisk (*) consist of signage or paint markings only and therefore do not require Capital funding.

N^o	Measure/Location	Discussion	Estimated Construction Cost
1	Install School Crossing signs at Bronson Avenue and Carling / Glebe Avenue*.	A School Advance Sign will be implemented. It will require one of the “Glebe Kids” signs to be moved.	$300 (signage)
2	Permit off-peak parking on Bronson Avenue between the Queensway and Findlay Avenue*.	Daytime off-peak volumes are not significantly lower than peak period volumes, therefore removal of one-lane/direction would have a significant effect on local and regional mobility needs and may increase traffic infiltration through the community. Night time volumes are low enough to allow the implementation of parking on Bronson Avenue between 11:00 pm and 7:00 am. Following a meeting with the Glebe Community Association, the City will consider further changes to times that parking will be permitted on Bronson Avenue, including a consideration of weekend on-street parking	$5,000 (signage)
3	Use Speed Radar Board occasionally on Bronson Avenue near the Canal Bridge*.	Speed boards can be readily implemented near the Bronson Avenue Bridge or any other location.	N/A
4	Mark pedestrian crossings with zebra stripes on Bronson Avenue at various locations*.	Based on the City’s warrant system for Zebra Crossings, the following intersections will be painted: · Bronson Avenue and Powell Avenue · Bronson Avenue and Carling Avenue · Bronson Avenue and Holmwood Avenue · Bronson Avenue and Fifth Avenue (completed)	$600 (paint)

ANNEX 3

5	Upgrade existing traffic control signals to include audible signals at Bronson Avenue and Fifth Avenue.	An audible signal is scheduled for installation in 2004.	$15,000
6	Prohibit northbound left-turns in morning peak period (7:00 a.m. to 9:00 a.m.) from Bronson Avenue to Madawaska Drive and Kippewa Drive*.	This measure will reduce through traffic on Madawaska Drive and Kippewa Drive and is required to ensure diverted traffic from the northbound Bronson Avenue right-turn ban (see Annex 6) does not infiltrate the community. This will improve traffic flow on Bronson Avenue by eliminating left-turn movements that occur from the through lane, however it will increase out-of-way travel for local residents.	$450 (signage)
7	Prohibit northbound left-turns at all times from Bronson Avenue at Sunset Boulevard*.	This measure will reduce through traffic on Sunset Boulevard. It will improve safety/capacity on Bronson Avenue by eliminating left-turn movements, however it will increase out-of-way travel for local residents. (Note that a left-turn restriction is currently in place at this intersection between the hours of 7:00 a.m. and 9am and 3:30 p.m. and 5:30 pm.)	$450 (signage)
8	Eliminate the third northbound (dedicated turn lane) on Bronson Avenue over the Canal Bridge and convert it to a bus-only/cycle lane*.	The GTP recommended that the lane be removed and converted to a cycle lane. Converting the third lane on Bronson Avenue to a combined cycle/bus-only lane will improve the cycle network and will provide a queue-jump for buses along this stretch of Bronson Avenue if traffic queues extend south of Findlay Avenue. In addition, it will remove the very long right-turn lane at Findlay Avenue, which will make these right-turns less attractive.	$2,000 (signage and paint)
9	Reduce curb radius at the southeast corner of the Bronson Avenue and Findlay Avenue intersection, and remove the channelization island.	Will reduce vehicle-turning speeds from Bronson Avenue to Findlay Avenue by eliminating channelization/high speed treatment. Will also reduced the pedestrian crossing distance from crossing Findlay Avenue.	$15,000 To be done as part of the Bronson Bridge rehabilitation
10	Improve Cycle Route signage to properly direct cyclists to the Holmwood Avenue/Craig Street/Percy Street cycling route.	Implemented Summer 2003.	Completed
11	Add a curb extension at Lakeview Terrace and Bronson Avenue.	Will reduce turning speeds from Bronson Avenue to Lakeview Terrace and will reduce pedestrian crossing distance.	$7,000
12	Introduce staggered parking on Broadway Avenue between Findlay Avenue and Torrington Place*.	The GTP recommended parking on both sides of Broadway Avenue. The roadway width is inadequate for two-sided parking, but staggered parking would assist in reducing speeds as a result of the shift in roadway centreline.	$600 (signage)

ANNEX 3

13	Introduce staggered parking on Findlay Avenue east of Broadway Avenue*.	Staggered parking would assist in reducing speeds as a result of the shift in roadway centreline.	$600 (signage)
14	Add bollards at the barrier strip between Dows Lake Road (formerly Opeongo Drive) and Carling Avenue .	Will eliminate the ability for vehicles to access Dows Lake Road by jumping the curb from Carling Avenue. The original plan called for planters, but bollards are recommended because of lower maintenance costs.	$5,000
15	Add a curb extension at the Bronson Avenue/Sunset Boulevard intersection	Will reduced turning speeds from Bronson Avenue to Sunset Boulevard and will reduce pedestrian crossing distance.	$7,000
16	Add speed humps on Lakeside Avenue	Will reduce travel speeds on Lakeside. This measure has been planned under “Schedule B” of the Municipal Class Environmental Assessment process. Following Council approval, a “notice of completion” will be published in Le Droit and The Citizen.	$6,000
17	Introduce staggered parking on Lakeside Avenue*.	The GTP recommended parking on both sides of Lakeside Avenue during the winter. The roadway width is inadequate for two-sided parking, but staggered parking would assist in reducing speeds as a result of the shift in roadway centreline.	$600 (signage)
18	Maintain 1-sided parking in winter and 2-sided for rest of year on Kippewa Drive*.	Increased parking activity may decrease travel speeds as a result of narrower driving lanes.	$600 (signage)
19	Introduce staggered parking on Madawaska Drive between Dows Lake Road and a point 20 metres west of Bronson Avenue*.	The GTP recommended parking on both sides of Madawaska Drive. The roadway width is inadequate for two-sided parking, but staggered parking would assist in reducing speeds as a result of the shift in roadway centreline.	$900 (signage)
20	Implement mid-block narrowings on Powell Avenue: one between Bronson Avenue and Percy Street, one between Percy Street and Lyon Street, and one between Lyon Street and Bank Street. These will be combined with a mid-block parking shift	This will help slow traffic on Powell Avenue. The original plan showed only one narrowing between Percy Street and Lyon Street, but others were added following public consultation. The curb extensions will be located approximately half way along each block.	$42,000
21	Eliminate right-turn channel from Chamberlain Avenue to Bank Street and eliminate the island. Move bus shelter slightly west of intersection.	This will improve visibility for eastbound drivers turning right, and hence, will improve pedestrian safety. It will decrease the overall length of pedestrian crossing on the west side of Bank Street; however, the length of a single crossing will increase as the island is to be eliminated.	$120,000 (signal and drainage modifications, and signage)

ANNEX 3

22	Construct a curb extension within the third northbound travel lane (i.e. the curb lane) on Bank Street in front of Lansdowne Park to prevent through traffic from using this lane.	The GTP recommended removing the third northbound lane in front of Lansdowne Park. This lane is currently used for bus storage and some auxiliary movements on Bank Street in front of Lansdowne Park. Constructing a curb extension at a key location in this lane will ensure that the lane is not used by through traffic, and that it can continue to be used by transit vehicles. This will result in a roadway cross-section that is consistent with the adjoining sections of Bank Street.	To be done as part of the Bank Street reconstruction
23	Speed humps on Holmwood Avenue east of Bank Street, and one on O’Connor Street between Holmwood Avenue and Fifth Avenue.	Will reduce travel speeds on Holmwood Avenue. This measure has been planned under “Schedule B” of the Municipal Class Environmental Assessment process. Following Council approval, a “notice of completion” will be published in Le Droit and The Citizen.	$6,000
24	Widen sidewalks on O’Connor Street near the bridge over Patterson Creek.	The current sidewalks are very narrow over the Patterson Creek Bridge. Widened sidewalks are very costly to construct. Therefore boulevards will be constructed adjacent to the sidewalks, thereby providing a buffer between the travelled portion of the road and the sidewalk. The boulevards will extend between Glebe Avenue and Clemow Avenue on the west side of O’Connor Street and from Glebe Avenue to Linden Terrace on the east side. Implementation of this measure should include the realignment of the south side crosswalk at Glebe Avenue and the northbound stop bar such that the school parking lot entrance is outside of the Glebe Avenue / O’Connor Street intersection In addition, intersection narrowings will be implemented at the intersections of O’Connor Street and First Avenue (SW corner), at O’Connor Street and Second Avenue (NE and SE corners), and at O’Connor Street and Third Avenue (NW corner)	$25,000 $28,000
25	Post additional signage indicating school area around First Avenue School *.	School signage has been recently upgraded to fluorescent yellow.	Completed
26	Implement curb extensions on Glebe Avenue between Percy Street and Bank Street and introduce staggered parking.	Curb extensions will be implemented on Glebe Avenue approximately half way between Percy Street and Lyon Street, and half way between Lyon Street and Bank Street. Parking will be shifted from the north side of the street to the south side of the street east of the curb extensions.	$17,600

ANNEX 3

27	Allow two-way travel on Strathcona Avenue from Metcalfe Street to Queen Elizabeth Driveway, but do not allow access from Queen Elizabeth Driveway*.	Will improve accessibility for local residents.	$900 (signage)
28	Implement a multi-way stop at Second Avenue and O’Connor Street*.	Implemented Fall 2003.	Completed
29	Implement multi-way stops at all intersections along Lyon Street, Percy Street, Chrysler Street and O’Connor Street*.	Warrant analyses were conducted and multi-way stops were warranted at Second Avenue and O’Connor Street and at Percy Street and Fourth Avenue. Both were implemented in Fall 2003.	Completed
30	Set speed limit on all study area streets to 40 km/h*.	This recommendation was adopted by City Council in September 2003. To date, the lower speed limits on Fifth Avenue, Glebe Avenue and O’Connor Street have been implemented.	Partially complete. Remaining cost as of June 2004: $45,000 (signage)
31	Widen sidewalks on Lakeside Avenue.	Sidewalks are currently 1.6m wide on the north side of the street and 1.35m wide on the south side.	$60,000
32	Add sidewalk/landscape buffer on the north side of Glebe Avenue between Bank and O’Connor Streets.	This measure will increase accessibility for pedestrians. It has been added to the City’s New Sidewalks request list and has been ranked against other sidewalk requests on the list. The priority ranking system takes into account three major criteria: pedestrian generators, traffic concerns and general concerns.	$40,000

ANNEX 3

A number of measures were proposed for Fifth Avenue:

· Establish parking on alternating sides of road for a chicane effect

· Extend streetscaping verge (about 0.9m) on no parking side of road

· Plant trees on the verges

· Existing location of the back of sidewalk to remain

· Narrow streets at Percy / Craig / Fifth intersection and introduce curb extensions

· At Fifth / Ralph, modify intersection (narrowings, curb extensions, bollards)

· At intersection of Fifth / Ralph, post signage indicating presence of children

· At intersection of Fifth / Ralph, paint zebra stripes over pedestrian crossing areas

This road is currently undergoing design and reconstruction. To ensure that implementation occurs at the same time as reconstruction, the measures were forwarded to the design and construction project manager early in the process. In addition, a design committee that includes the Ward Councillor, residents and the construction project manager was established to fine-tune these measures and ensure that the design meets City and community expectations. It will not likely be possible to implement all of the recommended measures given the narrow right-of-way that exists on Fifth Avenue.

As of 29 March 2004, the plan for the Fifth Avenue reconstruction included the following features:

· Overall narrowing of Fifth Avenue

· Widening the Fifth Avenue sidewalks Narrowing of Fifth west of Muriel Street in front of 346 – 352 Fifth Avenue

· Curb extension and smaller curb radius at Muriel Street

· Curb extension at Gordon Street

· Smaller curb radii at Chrysler Street

· Curb extension at Craig Street

· Narrowing of Fifth Avenue at Ralph Street

· Narrowing of Fifth Avenue at Lyon Street

· Narrowing of Fifth Avenue between Monk Street and Bank Street

· Removal of the eastbound left-turn lane at Bank Street

To be done as part of roadway reconstruction

Add marked pedestrian crossing of Queen Elizabeth Place at the Queen Elizabeth Driveway.

The current pedestrian crossing is unmarked and occurs behind the stop bar. The pedestrian crossing will be properly marked and the stop bar and stop sign will be relocated.

$200 (signage)

Install Red Light Cameras at the first signal north of Sunnyside Avenue.

A Red Light Camera is in place at the Bronson/Carling Avenue intersection, and the cost of relocation to another intersection is significant. The Red Light Camera Program has recently been recognized as effective by the provincial government, and it is recommended that this area be considered when new equipment is to be implemented

Following receipt of the draft recommendations, the Glebe Community Association provided suggestions to improve the plan. The following recommendations were added:

ANNEX 3

Implement curb extensions and staggered parking on Holmwood Avenue between Bronson Avenue and Torrington Place

Curb extensions are recommended as follows:

· At Muriel Street (NW corner, extending into both streets)

· At Gordon Street (NW corner, extending into both streets)

· At Torrington Place (SE corner, extending into Holmwood Avenue)

· On Holmwood Avenue immediately west or Torrington Place (on the north side)

Add parking on the north side of Holmwood Avenue between Muriel Street and Gordon Street and between Gordon Street and the north side curb extension

$28,000

Implement curb extensions and staggered parking on Muriel Street

Curb extensions will be implemented on Muriel Street approximately half way between Fifth Avenue and Holmwood Avenue. Parking will be shifted from the east side of the street to the west side of the street south of the curb extensions.

$14,000

Construct a boulevard on the south side of Glebe Avenue between Bronson Avenue and Percy Street

This will provide a buffer for the many pedestrians who use the south sidewalk

$50,000

N^o	Measure/Location	Discussion	Reason Deferred
39	Advertise O-Train as an alternative for drivers on Bronson Avenue.	Forwarded to Transit Services for consideration.	N/A
40	Study the impact of prohibiting left-turns from the Queen Elizabeth Driveway to Lakeside Avenue and Crescent Heights on weekdays during the afternoon peak period.	This will be considered following the implementation of the other measures to ensure that the impacts of other measures are fully understood.	Awaiting results of other measures in the area.
41	Prohibit eastbound through movements at all times from Carling Avenue to Glebe Avenue and as part of this measure, convert Glebe Avenue to two-way operation between Percy and Bronson, with no exit onto Bronson for westbound traffic.	This measure will be considered once the effects of the northbound right-turn prohibition are understood. If these changes do not appreciably reduce volumes on Glebe Avenue, this measure will be further considered. This measure, if implemented, will reduce traffic volumes on Glebe Avenue and will reduce out-of-way travel for residents of Glebe Avenue. As an interim measure, the Glebe Community Association recently suggested a prohibition of through moves from Carling Avenue to Glebe Avenue in the PM peak period. To reduce the negative effects of this, prohibit northbound right turns during the PM peak period from Bronson Avenue to Powell Street and Renfrew Avenue. This will reduce the traffic volume on Glebe Avenue by about 180 vehicles per hour during the peak period, and will prevent this traffic from diverting onto local streets further north of Glebe Avenue. An origin-destination study will be carried out to determine the affects of the proposed change, and to determine if other mitigating measures are required to implement this measure.	Awaiting results of prohibiting morning right turns from NB Bronson Avenue. Will carry out an origin-destination study to consider this interim measure.
42	Reconfigure the Chamberlain / Bronson intersection and provide on-ramp to the eastbound Queensway from Bronson Avenue.	This has been forwarded to the MTO for inclusion in the ongoing study of Highway 417 that is assessing short and long terms needs. This Study is scheduled to be complete by the end of Summer 2005.	Awaiting MTO study completion.

ANNEX 5

Measures Not Recommended for Implementation

(This Annex lists the measures not recommended for implementation in the Glebe)

N^o	Measure/Location	Discussion
48	Reduce speed limits on Bronson Avenue: · 60km/h at Dunbar Bridge · 50km/h at Sunnyside Avenue · 40km/h at Bronson Bridge	Bronson Avenue is a major arterial roadway and experiences greater speeds and higher volumes than the local roads. It therefore should be posted at a speed limit that users will voluntarily obey. An arbitrary reduction in the limit may actually worsen conditions on a roadway by introducing an increase in the range of vehicle speeds increasing collision potential. Most drivers travel at a speed they consider comfortable, regardless of the posted speed limit. Before and after speed surveys have shown, that there are no significant changes in average vehicle speeds following the posting of new or revised speed limits. It is intended that this section of Bronson Avenue undergo a Safety Audit in 2005, (pending funding) and this request will be considered.
49	Landscape Bronson Avenue through the planting of trees and the provision of ornamental street lighting.	This measure will require a comprehensive streetscaping plan. This measure will be kept on file until the planning for the Bronson reconstruction starts, at which time it will be considered further. Bronson is not currently on any lists for reconstruction in the near future. Ornamental street lighting is currently intended for streets with commercial frontage where the business improvement association is willing to cost-share with the City.
50	Establish Community Safety Zones at the following areas: · Bronson Avenue from the Canal Bridge to Chamberlain Avenue · Fifth Avenue near Ralph Street · Chamberlain Avenue from Imperial Avenue to Kent Street · O’Connor Street near the First Avenue Public School · In front of all other schools in the Glebe	Community Safety Zones were a provincial pilot project that resulted in a minimal reduction in vehicle speeds and little or no safety benefits. For this reason, the Province has discontinued the Program.
51	Adjust timing of traffic signals on Bronson Avenue to support lower speed limits and Review Indianapolis experiment linking speeding to red light indications.	The current design speed used for signal timings is less than the posted speed. In addition, the frequency of intersections on Bronson Avenue precludes the use of signal synchronization to control speed.
52	Adjust traffic signal cycles on Bronson at Holmwood. Fifth, Powell and Carling Avenues to provide additional crossing time for pedestrians.	Pedestrian crossing times at these locations currently meet City standards: A minimum 7 second walk display is followed by a flashing “Don’t Walk”, sufficient to complete crossing. The “Don’t Walk” phase is sufficient in itself to allow for a full safe crossing of Bronson at a standard walking speed of 1.2m/second.
53	Reduce waiting time for pedestrians crossing Bronson Avenue.	Pedestrian waiting times at signals on Bronson Avenue meet City standards

ANNEX 5

54	Install photo radar at Bronson Bridge.	The Province discontinued this Program therefore no legislation exists which allows municipalities to implement photo radar. If the Program gets reinstated, this location will be considered.
55	Install new traffic signals at Bronson and Findlay Avenues and prohibit right turns on reds at the intersection.	Traffic signal warrants not met at this intersection.
56	Post signage along Bronson Avenue indicating residential district.	Special signage has not been found to reduce traffic speeds or volumes.
57	Install sign at Bronson Bridge warning drivers “Be Prepared to Stop”.	This is not recommended as visibility coming over the Bronson Bridge is good and the sight distance to Holmwood Avenue intersection is good. No accidents involving right-turning vehicles at the Bronson/Findlay intersection have been reported.
58	Install speed humps on Broadway Avenue, Findlay Avenue and Torrington Place between Bronson Avenue and the Queen Elizabeth Driveway.	Speed control measures are not justified in any of these locations.
59	Post stop sign at northeast corner of Frederick Place and Jackson Avenue.	Stop sign not warranted: These are local streets with low volumes and with good visibility at the intersection. No collisions were reported during the last three years.
60	All-way stop at Torrington Place on Holmwood Avenue.	Multi-way stop not warranted.
61	Mid-block speed hump on Muriel Street.	Speed control measures are not justified at this location. An alternative solution is proposed in Annex 3 that proposes curb extensions and a parking shift.
62	Raised Holmwood Avenue from Muriel Street to Gordon Street instead of all-way stops and reconfigure Muriel/Gordon and Muriel/Holmwood intersections to slow vehicles.	Raised lengths of roadways are not recommended as it negates the protection to pedestrians and the positive road guidance offered by curbs. An alternative solution is proposed in Annex 3 that includes curb extensions and staggered parking.
63	School crossing for children who cross Chamberlain Avenue to access Glashan School/Central Park.	Pedestrian signals are currently provided at this crossing. In addition, Glashan School staff did not express any concerns regarding this crossing location.
64	Implement raised intersections on Chamberlain Avenue at Percy Street and Kent Street.	This is not recommended, as Chamberlain is an arterial roadway that accommodates transit, is a designated truck route and is used by emergency vehicles. Raised intersections would result in significant increases in noise, vibration, passenger and cargo instability, and are not recommended at these locations.
65	Install traffic signal at Wilton and Bank Street and provide an advanced green for northbound left-turn phase.	Warrants, based on traffic counts are not met. This measure has, however, been referred to the Traffic Safety group for inclusion on their traffic signal request list and will be reviewed on a regular basis.

ANNEX 5

66	To support the mid-block narrowings on Powell Avenue, implement mid-block “No Through Traffic Signs” on Powell between Lyon Street and Percy Street, add “Not a Through Street – Local Traffic Only” signs at Powell/Bank and Powell/Bronson, and add “No Exit” signs to Powell /Percy Street and Powell/Lyon Street.	These signs are not enforceable under the Highway Traffic Act. The “No Exit” sign has a specific use as a traffic advisory sign and is not applicable in this case. An alternative solution is proposed in Annex 3 that includes curb extensions and staggered parking.
67	Remove parking meters on Powell Avenue near Bank Street.	Parking is required in the area and meters are an effective way to control the parking.
68	Use signal cycles to keep Bank Street traffic speeds at 30km/h (Canal to the Queensway).	The current design speed used for signal timings is less than the posted speed. In addition, the nature and frequency of intersections on Bank Street precludes the use of signal synchronization to control speed.
69	Remove parking restrictions on Bank Street and add curb extensions to prevent drivers from using curb lanes when no parked cars are present. Remove parking restrictions on Bank except between Pretoria Avenue and Catherine Street, and add curb extensions to protect parked cars.	Bank Street is an arterial roadway that accommodates transit and is a designated truck route. Capacity in the peak periods is a significant concern and the permanent removal of one travel lane in each direction would have a significant effect on mobility for both local residents and non-local users, and would likely result in increased traffic diversion onto local streets.
70	Add a stop sign at Holmwood Avenue and Adelaide Street.	Multi-way stop warrants are not met at this location.
71	Provide bicycle lanes on O’Connor Street.	The roadway is not wide enough to accommodate two through lanes, a parking lane and two cycle lanes.
72	Provide speed humps on O’Connor Street.	This is a major fire response route and therefore speed humps are not recommended. In addition, speed control measures are not justified at this location.
73	Install flashing stop signals at First Avenue and O’Connor Street during school crossing hours.	Flashing lights do not improve compliance and are not recommended at this location. They are normally used at high-speed rural approaches where there is low ambient lighting.
74	Implement mid-block speed humps on Pretoria Avenue between O’Connor Street and Bank Street.	Speed control measures are not justified at this location.
75	Make Metcalfe Street a two-way between Strathcona and Pretoria Avenues.	Although this measure would result in a moderate increase in local mobility, it will also introduce a new route for through traffic. Residents of this area did not support the measure.
76	Permit southbound left-turns from Queen Elizabeth Driveway to Pretoria Bridge.	Without a dedicated southbound left-turn lane any vehicle waiting to turn left would block the single southbound approach and increase delay significantly. By restricting the north-south movements to the straight through and Northbound right-turn only allows the signal operations to favour the traffic crossing the Pretoria bridge. All existing movements are heavily used and addition of any other movements would only add to the existing delays at this intersection. The movement is currently accommodated at Queen Elizabeth Drive and Catherine Street.

ANNEX 5

77	Provide advanced green for northbound left-turns from Elgin to Catherine Street.	A review of traffic volumes and collision data shows that an advanced green is not justified.
78	Install flashing stop signals at Fifth Avenue and Ralph Street during school crossing hours.	Flashing signs are not recommended at this location. They are normally used at high-speed rural approaches where there is low ambient lighting. At this location, there is a very low accident rate and visibility is good.
79	Install pedestrian activated traffic signal at Fifth Avenue and Queen Elizabeth Driveway.	This intersection is under the jurisdiction of the NCC. This request was forwarded to the NCC for its consideration and did not meet its warrants.
80	For the Bronson/Queen Elizabeth Driveway transfer, subject taxi and other commercial drivers to special turn restrictions and penalties for infractions.	Heavy commercial vehicles are already prohibited on study area local streets, as they are not a part of the truck route network. (They are allowed on local streets if it forms a part of the shortest route to their destination from a designated truck route.) In addition, commercial vehicles are not allowed on the Queen Elizabeth Driveway, therefore they should not be using the transfer. Regarding taxis, they have a legitimate need to use Glebe area streets, particularly if they have pick-ups or drop-offs in the area, or if the drivers live in the area. The morning peak period right-turn restriction from Bronson Avenue to Glebe streets will remove much of the morning taxi traffic on Findlay, Broadway and Torrington.
81	Install a new pedestrian signal on Bronson Avenue between Second and Third Avenue.	Warrants, based on pedestrian counts are not met. This measure has, however, been referred to the Traffic Safety group for inclusion on their traffic signal request list and will be reviewed on a regular basis.
82	Eliminate requirement for pedestrians to push a button to trigger the walk signal at traffic signals on Bank Street.	This was reviewed and delays to pedestrians were minimal. Traffic Operations will review these intersections again to determine if and where the push buttons can be eliminated.
83	Offer incentives to encourage complementary street oriented commercial redevelopment on Bronson between the Queensway and First Avenue.	This measure was referred to the Planning and Growth Management for comment. There is no secondary plan that covers this area and this area is likely not to be a priority for a Community Design Plan (CDP) where such area-specific policies would reside. CDP’s are normally undertaken for Town Centres and Mixed-Use Centres, Villages, Main Streets and Developing Community Designations where significant new and infill development is expected to occur. The Official Plan designates this section of Bronson Avenue as ‘General Urban Area,’ which allows a range of uses including residential and commercial. Most of the frontage on the west side of Bronson Avenue and some on the east side is zoned commercial; the remainder is zoned residential or institutional. The Official Plan, in the General Urban Area section 3.6.1, goes on to state that if an rezoning application came forth for additional commercial frontage, it would be reviewed to ensure that the uses proposed complement adjacent residential uses and are of a size and scale consistent with the needs of nearby residential areas.

ANNEX 6

Detailed Evaluation of the Proposed Northbound Bronson Avenue Right-Turn Prohibition

Recommendation

In the Glebe Traffic Plan, the Glebe Community Association (GCA) made the specific recommendation that the City prohibit right turns from northbound Bronson Avenue in order to reduce the impact of through traffic on the community in the morning peak period, particularly for Findlay Street, Broadway Street and Torrington Place. The community has indicated that the effects of this through traffic has been growing through the years and has reached a point where it is intolerable. This recommendation was made with several other complementary measures that would prevent diverted traffic from using other residential streets as through routes. City staff considered this recommendation as well as other means of achieving the same results and came to the conclusion that the community’s recommendation was the only way of curbing the through traffic. Therefore, staff support the GCA’s recommendations and recommends that the following measures be implemented:

Prohibit northbound right turns from all intersections along Bronson Avenue between Findlay Avenue and Renfrew Avenue, and eastbound right turns from Chamberlain Avenue to Imperial Avenue during the morning peak period, cyclists, buses and emergency vehicles exempted.

The following complementary measures are also recommended by staff to be implemented. These are included in Annex 3 of the main report and are repeated here for clarity:

· Prohibit the northbound left-turns from Bronson Avenue to Sunset Boulevard at all times;

· Prohibit the northbound left-turns from Bronson Avenue to Madawaska Drive and Kippewa Drive during the morning peak period;

· Convert the third northbound lane on the Bronson Bridge from just north of the Bronson Place turn-off to Findlay Avenue to a shared bus-only/cycle lane; and,

· Reconstruct the Bronson/Findlay intersection to reduce the turning radius.

In addition to the above measures as proposed in the GTP, existing traffic safety issues at the intersection of Bronson Avenue and Carling Avenue must be addressed as a prerequisite to the implementation of the right-turn restrictions along Bronson Avenue. Details of the modification proposal for the Bronson Avenue/Carling Avenue intersection are contained in this annex.

With respect to all of the above, a monitoring and evaluation program will be carried out to assess the level of improvement that the project has achieved and assess any secondary impacts that may have arisen one year and three years after implementation.

ANNEX 6

BACKGROUND

In 2002, the GCA presented the City with the Glebe Traffic Plan. The Plan’s intention was to reduce the negative effects of motor vehicle traffic on the Glebe and Dow’s Lake communities. This Plan was developed following a community lead public participation process.

One of the issues identified in the plan was the traffic volume using Findlay Avenue, Broadway Street and Torrington Place as a link between Bronson Avenue and the Queen Elizabeth Driveway. These are well-established local residential streets that are approximately nine metres wide. Sidewalks are in place on both sides of these streets. Parking is permitted on one side of Broadway Street and Torrington Place, and prohibited on Findlay Avenue between Bronson Avenue and Broadway Street. These streets are designated as local streets in the Official Plan and operated as such until the early 1960’s when the Bronson Avenue Bridge was reconstructed with a grade separation of the Queen Elizabeth Driveway. Although originally included in the bridge plan, a connecting ramp between northbound Bronson Avenue and the Queen Elizabeth Driveway was never constructed and thus connecting traffic was directed to use Findlay Avenue, Broadway Street and Torrington Place. Figure 1 is a map showing the Study area.

Figure 1: Study Area

ANNEX 6

Urban growth in the south of the City has lead to increasing traffic volumes on these three local streets and today, they are experiencing traffic volumes of over 400 vehicles in the morning peak hour. Based on observed driving patterns, most of these vehicles are non-local in nature. This lead the community to identify a series of concerns, as noted below, over the impacts of this traffic on the overall liveability along these streets:

· Poor pedestrian environment caused by the continuous flow of traffic;

· Safety concerns for school-aged children;

· Poor driver behaviour including many who travel too fast, fail to stop at stop signs, or drive in opposing lanes to circumvent a traffic queue; and,

· Poor air quality from excessive traffic volumes.

Figure 2: Photo of the intersection of Findlay and Broadway showing a taxi illegally bypassing a

traffic queue by driving in the wrong lane and the impact of this on the pedestrian environment.

In order to reduce the traffic on Findlay Avenue, Broadway Street and Torrington Place, the Glebe Traffic Plan made a recommendation to prohibit northbound right turns onto Findlay. Realizing that this would simply shift the problem onto the next available street, they further recommended that all intersections between the Rideau Canal and Chamberlain Avenue be subject to the same restriction, thereby ensuring that traffic remains on the arterial road network and not on the local road network. Since the problem was more pronounced in the morning peak period, and since this was seen as the time period when community access was least critical, the community plan recommended that this prohibition only be in place between 7:00 a.m. and 9:00 a.m., Monday to Friday.

Prohibiting the left-turns to Madawaska Drive and Kippewa Drive will ensure that traffic does not start using other local streets to avoid congestion at the Bronson/Carling Avenue intersection.

ANNEX 6

Since right turns will be prohibited at Findlay Avenue during the morning peak period, the third northbound lane over the Canal Bridge would not be required for right turning vehicles and can be converted to a shared bus-only/cycle lane. This will help improve transit travel on Bronson

Avenue, particularly if northbound traffic queues extend south of Findlay Street. Buses will be able to bypass these traffic queues. This will be beneficial for users of OC Transpo Route #4, which connects with the O-Train at Carleton University. Not converting this lane has potential implications for levels of compliance with the right-turn restriction.

Reducing the turning radius at the Bronson/Findlay Avenue intersection will also reduce vehicle turning speeds (during the times of the day that vehicles are allowed to turn) and shorten the pedestrian crossing distance at the intersection.

ANALYSIS

City staff were given the mandate to carry out a technical review of the measures put forward in the Glebe Traffic Plan and recommend which measures should be implemented and which should not be implemented. The purpose of this appendix is to report on the staff findings of the specific recommendation as noted above.

In addition to the recommendation brought forward by the GTP, staff carried out an assessment of alternate solutions to that proposed in the Glebe Traffic Plan, and studied the benefits and consequences of the GTP recommendations.

Alternate Solutions

Several alternate solutions were developed and evaluated, including:

· Road Closures: A series of road closures were considered that would block access to the Queen Elizabeth Driveway from Torrington Place and Queen Elizabeth Place. This would reduce the desirability of using Glebe streets as a link between Bronson Avenue and the Queen Elizabeth Driveway. Staff did not consider this idea to be viable since it would permanently remove all access to and from the Queen Elizabeth Driveway between Fifth Avenue and Lakeview Terrace. It would also require excessive out-of-way travel for many drivers and, hence, could result in increased infiltration through the community;

· One-way streets and/or traffic diverters: The designation of a series of one-way streets and traffic diverters could be used to discourage through traffic movements between Bronson Avenue and the Queen Elizabeth Driveway. Staff rejected this idea due to the effects on local accessibility within the community and the high likelihood of traffic volumes actually increasing on certain local roadways;

· Physical measures: Physical measures such as speed humps or road narrowings were considered as a way to address the problem in a less invasive manner. Although these measures can be used to modify driver behaviour while travelling on a roadway, they are unlikely to result in any significant reductions in volumes along these; and,

ANNEX 6

· Change the limits of the right-turn prohibitions: for example, ban morning peak-period right turns from Bronson Avenue at Findlay Street, Holmwood Avenue and Fifth Avenue only; or between Findlay Avenue and Fifth Avenue only. A number of scenarios were considered and rejected due to the increase in traffic that would result on the first street that would not

· have turn prohibitions. Table 1 illustrates the expected results of ending the right-turn prohibition at various locations:

Table 1 Expected results of ending the right-turn prohibition at various locations
Streets with NB Right-turn Prohibition from Bronson Avenue	Effect
Only Findlay Street.	Would remove most traffic on: · Findlay between Bronson Avenue and Broadway Street · Broadway between Findlay Street and Torrington Place Traffic would reroute to Holmwood and access the Queen Elizabeth Driveway via Torrington. This solution would simply displace the problem to a different local street and is therefore not recommended.
Findlay Street and Holmwood Street.	Would remove most traffic on: · Findlay Street between Bronson Avenue and Broadway Street · Broadway Street between Findlay Street and Torrington Place Traffic would reroute to Fifth Avenue and would access the Queen Elizabeth Driveway via Muriel Street or Gordon Street, Holmwood Street and Torrington Place. This solution would simply displace the problem to different local streets and is therefore not recommended.
Findlay Street, Holmwood/Fifth Avenues.	Would remove most traffic on: · Findlay between Bronson Avenue and Broadway Street. · Broadway between Findlay Street and Torrington Place. Most traffic would likely reroute to Fourth Avenue and would access the Queen Elizabeth Driveway via Chrysler Street, then Fifth Avenue, then Muriel or Gordon, Holmwood and Torrington Place. Some of the traffic may continue north to the Carling Avenue intersection. This solution would displace the most of the problem to different local streets and is therefore not recommended.

ANNEX 6

Findlay Street, Holmwood Street, Fifth Avenue, Fourth Avenue, Third Avenue, Second Avenue, and Glebe Avenue. (Note that First Avenue is a westbound one-way street)

Would remove most traffic on:

· Findlay Street between Bronson Avenue and Broadway Street.

· Broadway Street between Findlay Street and Torrington Place.

Traffic that would have been destined for the westbound Queen Elizabeth Driveway would be diverted either to Carling Avenue or would choose a different route altogether that completely avoids this section of Bronson Avenue. Traffic that would have been destined for the eastbound Queen Elizabeth Driveway would be redistributed among several routes including those that completely avoid this section of Bronson Avenue, that continue northwards on Bronson Avenue and that use east-west streets such as Powell Avenue and Chamberlain Avenue. Of these, only Powell is a local street. It is anticipated that approximately 50 additional vehicles would use Powell during the peak hour. This solution is not recommended.

All streets from Findlay Street to Renfrew Avenue and Imperial Avenue.

Would remove most traffic on:

· Findlay between Bronson Avenue and Broadway Street.

· Broadway between Findlay Street and Torrington Place.

Traffic that would have been destined for the westbound Queen Elizabeth Driveway would be diverted either to Carling Avenue or would choose a different route altogether that completely avoids this section of Bronson Avenue. Traffic that would have been destined for the eastbound Queen Elizabeth Driveway would be redistributed among several routes including those that completely avoid this section of Bronson Avenue, that continue northwards on Bronson Avenue and Chamberlain Avenue. Traffic headed for destinations within the Glebe would be distributed on both Percy Street and Lyon Street. This solution is the recommended solution.

It was determined that turn restrictions as recommended in the GTP were the best means of achieving the desired goals of less traffic and higher liveability on Findlay Avenue, Broadway Street and Torrington Place. Of particular importance in considering this recommendation is that although the proportion of non-local traffic using these local streets is high, the introduction of turn-prohibitions will equally affect those people who have a legitimate reason to be on these streets.

Traffic Impact Assessment of the GTP Recommendation

To adequately assess the potential impacts of the prohibition, several redistribution scenarios were identified and assessed. Based on this analysis, the anticipated net change in vehicle volumes was predicted and is shown in Figure 3 of document. Predicting detailed traffic flows in a complex and congested network is a difficult and inexact process at best. Since the Findlay/Broadway/Torrington connection is used as a part of the City’s arterial road network, it is difficult to determine where each vehicle driver is coming from or going to or the route that they would take should the restrictions be implemented. It is recognized that some drivers will choose not to use Bronson Avenue as their preferred route, but rather, will find another route entirely. An estimate of this was made in the traffic prediction. However, the extent to which this actually occurs could have a significant impact on the resulting delays along the Bronson Avenue corridor.

ANNEX 6

It was predicted that the following traffic-related impacts on the road network during the morning peak period were most likely to occur:

· Traffic volumes on the Findlay/Broadway/Torrington connection would drop by about 400 vehicles per hour;

· 140 vehicles per hour that were using Findlay Avenue, Broadway Street and Torrington Place as a link between Bronson Avenue and the Queen Elizabeth Driveway will find alternate routes that do not include Bronson north of Riverside Drive. Alternate routes may include sections of Heron Drive/Walkley Road, Prince of Wales Drive, Riverside Drive, Bank Street, Smyth Road/Main Street;

· 135 vehicles per hour that previously turned from Torrington Place onto westbound the Queen Elizabeth Driveway were reassigned to the left-turn from northbound Bronson to Carling Avenue;

· 50 additional vehicles per hour will use either Percy Street or Lyon Street via Chamberlain to access the Glebe;

· 60 additional vehicles per hour will turn right on Sunnyside Avenue and then left onto Bank Street. Some of these vehicles may turn onto Wilton Street to access the Queen Elizabeth Driveway via Queen Elizabeth Place. The recent removal of the eastbound left-turn lane at Sunnyside Avenue and Bank Street has caused eastbound traffic queues to increase. The addition traffic will further increase these queues;

· 60 additional vehicles per hour will use Colonel By Drive northbound via Bronson Place.

· Average travel times for northbound traffic travelling the 1.1 km on Bronson Avenue between Findlay Avenue and Chamberlain Street is expected to approximately double from 160 seconds per vehicle to 300 seconds per vehicle. These additional delays would affect 275 riders on 13 buses operating on OC Transpo Routes #4 and #41; and,

· The effects to the Bronson Avenue/Carling Avenue intersection would be considerable. It is currently heavily congested during the morning peak hour with queues that extend past Fifth Avenue. This situation will worsen due to the volume of traffic that will be diverted as a result of the turn restrictions. It is expected that the average delay for the vehicles travelling northbound through the Carling Avenue intersection would increase from an average of 45 seconds per vehicle to 120 seconds per vehicle, and the average delay to vehicles turning left at Carling Avenue would increase from the observed 75 seconds per vehicle to 180 seconds per vehicle. The additional left-turn volume may also lead to a potential increase in collisions involving northbound left-turning motorists who are already taking risks when turning onto Carling Avenue. Mitigation of these safety concerns is discussed below.

These predictions are based on an assumed high level of compliance. Experience would suggest, however, that some illegal right-turns can be expected, ranging anywhere from 5% to as high as 30% or more, depending on enforcement. The level of violation, of course, influences the resulting traffic-related impacts of these restrictions.

ANNEX 6

Other benefits and concerns of prohibiting the right turns are listed below in Table 2.

Table 2:

Benefits and Concerns of the Right-Turn Prohibition

Benefits

Concerns

· Improves quality of life for residents on Findlay Avenue, Broadway Street, and Torrington Place.

· Puts arterial road traffic back onto the arterial roads

· Improves the environment for pedestrians and cyclists on local streets.

· Negative effects to transit would be somewhat mitigated by the conversion of the third northbound lane on Bronson Avenue over the Bronson Bridge for bus/cycle use.

· Increases out-of-way travel for people whose destination is within the Glebe.

· Potential for violation of turn prohibitions that would lessen the effects of the turn prohibitions.

· Increased traffic and delays on the various roadways can potentially lead to:

Increased emergency vehicle response times
Increased difficulty for pedestrians crossing Bronson
Driver delay and frustration due to reduced levels of service at intersections along Bronson.
Potential of increase in greenhouse gases caused by increased vehicle idling on Bronson Avenue.
Impacts on other community streets including Sunnyside Avenue, Bronson Place, Percy Street and Lyon Street.
Reduced access to the Queen Elizabeth Driveway during the AM Peak period.
Increased potential of collisions due to increased driver frustration.

Mitigation

The most significant of the negative impacts of the right-turn prohibitions are the increased traffic volumes predicted at the Bronson Avenue/Carling Avenue intersection. This intersection is currently very congested during the morning peak hour, forming long northbound queues of traffic, and experiences an average of 19 collisions per year. The predominant collision pattern is northbound left-turning vehicles conflicting with southbound through vehicles. The current collision rate for this type of crash is five times higher at this intersection than the average rate. This is further exacerbated by the large number of southbound drivers running red lights as evidenced in the high number of violations captured by the red-light camera at this location. This intersection is currently under review in the Safety Improvement Program to reduce the number of collisions and address pedestrian concerns at the intersection. This review will also take into consideration the City’s transit priority needs as Carling Avenue, between Bayshore Drive and Bronson Avenue, is designated a Transit Priority Corridor in the City’s Official Plan. The collision situation is expected to worsen with implementation of the right-turn prohibitions on Bronson Avenue as an additional 135 vehicles per hour will turn left onto Carling Avenue from northbound Bronson Avenue. These additional vehicles will increase the level of congestion leading to increased delays for motorists and may lead to an increase in the number of collisions due to the increased risk that drivers will accept as they turn left through the intersection. Remedial measures may include shortening the pedestrian walking distances across the intersection and creating a protected northbound left-turn phase. It is therefore recommended that the implementation of the right-turn prohibitions on Bronson Avenue be carried out

ANNEX 6

concurrently with the safety improvements currently under review for the intersection of Bronson and Carling Avenues to ensure that safety issues are addressed at this intersection.

Monitoring

As recommended in the draft Area Traffic Management Guidelines, all measures, when implemented, will be monitored and evaluated to ensure that they are operating satisfactorily. One year after implementation, traffic volume, traffic speed and compliance data will be collected to assess the level of improvement that the project has achieved and to assess secondary impacts that may have arisen. Data will be collected on all roads affected or potentially affected by this Plan. Particular attention will be paid to local and collector streets where increases in traffic volume predicted including Sunnyside Avenue, Bronson Place, Percy Street and Lyon Street. If unreasonable traffic occur, measures for their mitigation will be developed.

Three years after implementation, collision rates and patterns will be reviewed and compared with pre-installation experiences. Evaluation reports will be prepared at these two points and the results will be made available. These reports may recommend adjustments to the original plan if concerns have not been adequately addressed or if unacceptable secondary impacts have occurred as a result of the implemented measures.

OTHER ISSUES

Enforcement: Levels of police enforcement are likely to have a direct effect on the levels of compliance, should the recommendations of this report be approved.

Implementation: It is recommended that implementation be carried out with as much advanced notice as possible. This should include roadside announcements (e.g. variable message signs) on Bronson Avenue indicating the proposed changes that are put up at least two weeks before the changes, as well as advertisements in The Citizen, Le Droit and the local community newspaper. Timing of the implementation to coincide with the completion of the Bronson Avenue / Carling Avenue reconstruction would be beneficial as the increased congestion caused by the reconstruction would end at the same time as the increase congestion due to the morning right turn prohibitions.

The turn restrictions can be implemented before the implementation of the Bronson Avenue/Findlay Avenue intersection radius reduction and the conversion of the third northbound lane on the Bronson Bridge over the Rideau Canal provided that clear and adequate signage indicating the turn restrictions is in place south of Findlay Avenue.

ANNEX 6

The cost of implementing these measures will include:

· The costs of the additional signage,

· The cost of the physical changes of the curb radius at and removal of the channelization at Findlay Avenue; and,

· The cost of road painting associated with the conversion of the third lane on the Bronson Avenue Bridge to a shared cycling/transit lane.

There will be some additional maintenance costs associated with the recommendations related to maintaining the line painting.

CONCLUSIONS

Based on the above analysis, staff conclude that the recommendations as stated at the outset of this appendix should be implemented. The reduction in curb radius at the Findlay/Bronson Avenue intersection can be implemented at a later time, but the other elements of the recommendation must be implemented as a “package” and should not be separated.

It is important to carry out the monitoring and evaluation program to assess the level of improvement that the project has achieved and to assess any secondary impacts that may have arisen one year and three years after implementation.

ANNEX 6

N^o	Measure/Location	Discussion	Reason Deferred
43	Convert the third eastbound lane on Carling Avenue between Cambridge Street and Tour Bus parking area to a Bus-Only lane.	The GTP recommended completely removing this lane to provide widened sidewalks and an increased buffer between the travel lanes and the adjacent land uses. The City’s Official Plan shows Carling Avenue between Bayshore Drive and Bronson Avenue as a “Transit Priority Corridor.” The City will therefore be reviewing this area to determine appropriate transit priority needs, which may require the modification of the existing lane configuration. Capacity analysis shows that the eastbound curb lane can be converted to a transit priority lane as far east as Cambridge Street, at which point the existing three-lane cross-section of eastbound Carling Avenue will be required. Through the Safety Intersection Program, the City is considering reconfiguring the Bronson/Carling intersection.	Awaiting review of transit priority needs on Carling Avenue. The outcome of the Safety Improvement Program work at the Carling/Bronson intersection will also have an effect on this measure.
44	Add trees and other landscape features to Bank Street.	This measure will require a comprehensive streetscaping plan.	This measure will be kept on file until the planning for the Bank Street reconstruction starts, at which time it will be considered further.
45	Make O’Connor Street a two-way street between Isabella Street and Strathcona Avenue.	Will improve accessibility for local residents, but may cause traffic increases on O’Connor Street, north of Strathcona Avenue. Traffic control at Isabella Street and Pretoria Avenue to be determined. The MTO has jurisdiction at the intersection of Isabella Street and O’Connor Street (due to the Eastbound 417 Off-ramp) therefore they will have to approve any changes to signal phasing. This measure will be deferred until the current MTO Highway 417 review is completed (currently scheduled for the end of summer 2005), at which point it will be evaluated.	Awaiting completion of MTO’s Highway 417 Study.
46	Relocate parking meters to curb side of sidewalk on Bank Street through the Glebe.	This measure provides added buffer for pedestrians along the roadway. Maintenance, however, will be more difficult.	This measure is to be further considered as a part of a future roadway reconstruction.

1 October 2004 / le 1 octobre 2004

Financial Implications

Public Consultation/Input

Hypothèses et analyse

Répercussions financières

FINANCIAL IMPLICATIONS

Annex 1 Key Plan

Annex 2 The Glebe Traffic Plan, 2002

ANNEX 2

· Priority within the neighbourhood shall be given to the safety and comfort of pedestrians, cyclists and residents;

· Traffic flowing through the Glebe shall be largely restricted to arterial roads in such a way as to minimize its effect on the neighbourhood and its core shopping and community facilities;

Cars avoiding congestion at Isabella and Queen Elizabeth Driveway use Loblaws parking lot as cut-through lane.

Recommendation

ANALYSIS

Only Findlay Street.

Traffic Impact Assessment of the GTP Recommendation

Table 2:

Benefits and Concerns of the Right-Turn Prohibition

Benefits

Concerns

Mitigation

Monitoring