City of Kingston Report to Council Report Number

Size: px
Start display at page:

Download "City of Kingston Report to Council Report Number"

Transcription

1 To: From: Resource Staff: Date of Meeting: June 16, 2015 Subject: City of Kingston Report to Council Report Number Mayor and Members of Council Jim Keech, President and CEO, Utilities Kingston Mark Van Buren, Director of Engineering Feasibility of a pedestrian scramble crossing at the intersection of Union Street and University Avenue Executive Summary: A pedestrian priority phase, typically known as a pedestrian scramble, is a signal phase that operates an exclusive pedestrian crossing opportunity in all directions, including diagonally. This scramble phase is typically introduced once or twice during a traffic signal cycle. The intersection of Union Street and University Avenue is located within the Queen s University campus and operates as both a key crossing point within the university and as a gateway to the historic parts of campus. The high volume of pedestrians crossing at the intersection of Union Street and University Avenue provides a catalyst for the consideration of a pedestrian scramble. The introduction of a pedestrian scramble could achieve the objectives of prioritizing pedestrian movement with the acceptance that there will be increased delays for all vehicles using the intersection, including transit. An analysis completed by the consultant BA Group indicates that the operation of a Type 1 pedestrian scramble would result in average overall vehicle delays increasing by 30 seconds and Kingston Transit buses being delayed on average by an additional 36 seconds during the weekday peak hour. Since the installation of a pedestrian scramble at this location would result in increased delays to vehicles, including transit, other options to enhance the pedestrian experience at this intersection are being recommended before consideration of a pedestrian scramble. Recommendation: That the pedestrian enhancements as detailed in Option A of Report for the intersection of Union Street and University Avenue be approved, and that the changes be monitored for a 1 Council Meeting 17 June 16,

2 Report to Council Report Number: June 16, 2015 Page 2 of 9 year period to allow time to evaluate the impact on pedestrians, transit and all other modes of transportation and that the evaluation be reported back to the Environment Infrastructure and Transportation Policies Committee prior to consideration of introducing a pedestrian scramble intersection. Council Meeting 17 June 16,

3 Report to Council Report Number: June 16, 2015 Page 3 of 9 Authorizing Signatures: Jim Keech, President & CEO, Utilities Kingston Gerard Hunt, Chief Administrative Officer Consultation with the following Members of the Corporate Management Team: Cynthia Beach, Corporate & Strategic Initiatives Lanie Hurdle, Community Services Denis Leger, Transportation, Facilities & Emergency Services Desiree Kennedy, Chief Financial Officer & City Treasurer Not required Not required Council Meeting 17 June 16,

4 Report to Council Report Number: Options/Discussion: June 16, 2015 Page 4 of 9 At a December 16, 2014 meeting of Council, the following motion was passed: Moved by Councillor Neill Seconded by Councillor Stroud Whereas the corner of Union and University is a very high pedestrian traffic area during the University school year; and Whereas Scramble Crossings have been identified as a highly effective way to mitigate traffic at high pedestrian intersections, and this has been identified in the Queen s Campus Master Plan as a potential remedy by the Queen s consultants, Therefore be it resolved that city staff explore the feasibility of a scramble crossing at Union and University, with a report and recommendation to Council no later than June, for possible implementation by Sept. 1, Introduction A pedestrian priority phase, typically known as a pedestrian scramble, is a signal phase that operates an exclusive pedestrian crossing opportunity in all directions, including diagonally. This scramble phase is typically introduced once or twice during a traffic signal cycle. Pedestrian scramble crossings have been implemented at intersections in a number of municipalities in North American, including Toronto and Calgary. These crossings have been introduced in order to reduce pedestrian delays, prevent crowding on sidewalks and to improve pedestrian safety by reducing pedestrian and vehicle conflicts. The operation of a pedestrian scramble requires that the length of the traffic signal cycle be increased which increases delays for all vehicles, including transit and bicycles. The intersection of Union Street and University Avenue is located within the Queen s University and operates as both a key crossing point within the university and as a gateway to the historic parts of campus. Traffic data indicates that pedestrians represent 69% of all users at the intersection. Approximately 28% of users are motorists and 3% are cyclists. Pedestrian demands spike during peak times between university classes, when more than 1,000 pedestrians cross the intersection within certain 15 minute periods. The high volume of pedestrians crossing at the intersection of Union Street and University Avenue provides a catalyst for the consideration of a pedestrian scramble. Traffic Operations Assessment In order to assess the feasibility of implementing a pedestrian scramble, BA Group from Toronto was retained by the City to assess the intersection of Union Street and University Avenue. The preferred pedestrian scramble options, Type 1 and Type 2, permit pedestrians to cross during an exclusive scramble phase as well as concurrently with traffic. Council Meeting 17 June 16,

5 Report to Council Report Number: June 16, 2015 Page 5 of 9 The introduction of no-right-turns-on-red lights reduces conflict between right-turning vehicles and pedestrians crossing the street concurrently with traffic. Right turns on red are typically banned at scramble crossings at all times in order to improve the level of safety for pedestrians. As shown in Table 1, as a stand-alone measure without a pedestrian scramble, the analysis indicates that a right-turn-on-red ban would result in slight increases to overall delays. The ban would increase delays for transit by 4 seconds and increase overall delays for all vehicles from 3 to 11 seconds. Type 1 Pedestrian Scramble Type 1 pedestrian scrambles are currently operating in the City of Toronto at the intersections of Yonge Street and Dundas Street and at Yonge Street and Bloor Street. The City of Toronto recently removed the scramble intersection at Bay Street and Bloor Street based on concerns related to traffic congestion and low demand for diagonal pedestrian crossings. The Type 1 traffic signal pattern includes three phases, with pedestrians permitted to cross during the pedestrian-only scramble phase as well as concurrently with traffic. As pedestrians are permitted to cross concurrently with traffic and within the exclusive pedestrian scramble phase, pedestrians experience shorter wait times. As shown in Table 1, the analysis indicates that the Type 1 scramble phase option would lower the level of service (LOS) on Union Street at University Avenue from a range of B to C to a range of C to E. The most serious delays would occur for eastbound traffic with vehicles being delayed by an additional 38 seconds during the afternoon peak period when compared to existing conditions. The LOS on University Avenue at Union Street would be lowered from a range of B to C to a range of C to E. The average northbound delay would be up to 41 seconds longer than existing delays and the average southbound traffic delay would be up to 23 seconds longer than existing delays. Maximum traffic queue lengths are expected to within the range of 90 to 110 metres for the key approaches at the intersection during the afternoon peak period which is considered reasonable. Type 2 Pedestrian Scramble Type 2 pedestrian scrambles include four signal phases, with pedestrians permitted to cross during each of the two exclusive pedestrian scramble phases as well as concurrently with traffic. Scramble phases usually operate after each of the north-south and east-west traffic phases. As pedestrians are permitted to cross either concurrently with traffic or within two exclusive pedestrian scramble phases, pedestrian delays are shorter but vehicles experience serious delays. As shown in Table 1, the analysis indicates that the Type 2 scramble phase option would lower the level of service (LOS) on Union Street from a range of B to C to an F with delays more than 80 seconds longer than under existing conditions. Council Meeting 17 June 16,

6 Report to Council Report Number: June 16, 2015 Page 6 of 9 The LOS on University Avenue would be lowered from a range of B to C to a range of D to F. Northbound traffic delays would be more than 80 seconds longer than existing delays and southbound traffic delays would be up to 42 seconds longer than existing delays. Although the Type 2 option reduces pedestrian delay, the analysis indicates that this type of pedestrian scramble would result in unacceptable vehicle delays. Table 1 Pedestrian scramble analysis Union Street and University Avenue (Afternoon peak period)traffic Movement Eastbound Left Thru Right Westbound Left Thru Right Northbound Left Thru Right Southbound Left Thru Right Existing Delay (seconds) Average Traffic Delay and Level of Service (LOS) LOS C B B C B B C C B C B B Right-turn-onred band Delay (seconds) LOS C B B C B B D C C C B C Type 1 Pedestrian Scramble Delay (seconds) LOS E D D D C D E E E D C C Type 2 Pedestrian Scramble Delay (seconds) >99 >99 >99 > >99 >99 >99 > LOS F F F F F F F F F E D D Council Meeting 17 June 16,

7 Report to Council Report Number: Transit-Related Impacts June 16, 2015 Page 7 of 9 Kingston Transit vehicles can generally be expected to handle the estimated delays as a result of a pedestrian scramble. Local Routes 1 and 18 have sufficient time to accommodate the proposed delays but timing on Local route 2 is more critical. Since the recent introduction of the Express Route 701/702 does not use the intersection of Union Street and University Avenue, some of these concerns may be alleviated. As previously noted, a right-turn-on red ban alone at this intersection would increase delays for transit by approximately 4 seconds. The operation of a Type 1 pedestrian scramble would increase transit delays by up to 40 seconds while a Type 2 pedestrian scramble would increase transit delays by more than an additional 84 seconds. Kingston Transit has raised a number of potential operational issues related to a right-turn-onred ban as well as the pedestrian scramble option at this intersection. The Traffic Division could likely address any issues and concerns with traffic signal timing changes. Recommendations and Conclusions The BA Group s report states that the existing signal timing scheme works most efficiently and provides adequate service for all intersection users. Average delay times are considered acceptable for pedestrians, drivers, transit users and cyclists. The BA Group report also states however that if the City wants to prioritize pedestrians at Union Street and University Avenue, the intersection provides a relatively good opportunity to do so, given the high volumes of pedestrians relative to all other intersection users. Since the installation of a pedestrian scramble at Union and University would result in increased delays to vehicles, including transit, other options to enhance the pedestrian experience at this intersection should be considered before implementation of a pedestrian scramble. Staff recommends that all 5 pedestrian enhancements in Option A be implemented and monitored for a 1-year period prior to consideration of Option B. This monitoring would include field observations of pedestrian and driver behaviour as well as communications with Queen s University and Kingston City Police. Option A: Pedestrian Enhancements 1. Install enhanced pedestrian crosswalk markings such as the thermoplastic brick pavers with bright white edges that are being used as part of the Princess Street reconstruction. These pavement markings are extremely durable and long lasting and are a reminder to motorists that they are in a pedestrian area. The cost to install 4 thermoplastic crosswalks at this intersection is approximately $80, Modify the traffic signal timings such that more time is provided during the north/south green light phase so that pedestrians crossing Union Street would have more time to cross the street. There is no cost for this item. Council Meeting 17 June 16,

8 Report to Council Report Number: June 16, 2015 Page 8 of 9 3. Modify the traffic signal timings such that a pedestrian jump would operate on all 4 crosswalks. This means that the walk signal would be displayed 5 seconds before the concurrent green light for vehicles. This provides pedestrians extra time to cross and the opportunity to get out into the crosswalk and become more visible to turning motorists. There is no cost for this item. 4. Implement a no right turn on red policy in order to minimize the potential conflicts with pedestrians. The minor cost to install the required signage can be accommodated within the existing operating budget. This enhancement requires approval of a Council report that recommends a bylaw change. 5. Install audible pedestrian signals to assist visually impaired pedestrians. Utilities Kingston would require 6 weeks to complete the work along with an additional budget of $20,000. Tactile sidewalk markings at each corner to further guide visually impaired pedestrians would be installed in 2016 as part of the existing capital budget for sidewalk construction. The total estimated cost to implement all 5 of the enhancements in Option A is approximately $100,000. Most of the above-noted enhancements could be implemented and installed prior to the beginning of September. Since a right-on-red ban would require a by-law change, a report to Council and approval would be required before the ban could be implemented with signage. Option B: Installation of Pedestrian Scramble Some portions of the work required to install the pedestrian scramble and the audible signals are common so if this work is completed at the same time, the estimated cost to install a pedestrian scramble that includes audible signals and no other enhancements at the intersection is $40,000. It is important to note that audible signals for the visually impaired are critical for the operation of a pedestrian scramble. As a stand-alone enhancement, without a pedestrian scramble, the estimated cost to install audible signals at this intersection is $20,000. If a pedestrian scramble is installed at the intersection at a later date, after the audible signals have been installed, the additional cost to install the pedestrian scramble is $30,000. The total cost to install a pedestrian scramble that includes all of the enhancements within Option A is $130,000. Utilities Kingston would require approximately 6 weeks to complete the traffic signals-related work. Pending approval of the bylaw to ban right-turns-on-red, it is possible that Option B could be operational by September of this year. Council Meeting 17 June 16,

9 Report to Council Report Number: Existing Policy/By Law: Not applicable. Notice Provisions: Not applicable. Accessibility Considerations: June 16, 2015 Page 9 of 9 A pedestrian scramble crossing would require the installation of audible pedestrian signals. Tactile markings on each corner of the sidewalks would also be installed to provide further guidance to visually impaired pedestrians. Financial Considerations: The cost to implement all 5 of the enhancements in Option A is approximately $100,000. The total cost to install a pedestrian scramble that includes all of the enhancements within Option A is $130,000. The estimated cost to install a pedestrian scramble that includes audible signals and no other enhancements at the intersection is $40,000. The Engineering Department will reallocate funds within existing approved capital budgets to support all project costs. Contacts: Mark VanBuren, Director of Engineering , ext Deanna Green, Manager Traffic Division , ext Other City Of Kingston Staff Consulted: Sheila Kidd, Director of Transportation Services Ian Semple, Manager-Service Development, Transportation Services Jeremy DaCosta, Manager, Kingston Transit Exhibit Attached: Exhibit A - Consultant s report, Union Street and University Avenue, Considerations for a scramble intersection, BA Group, May 2015 Council Meeting 17 June 16,

10 Exhibit A UNION STREET AND UNIVERSITY AVENUE KINGSTON, ONTARIO Considerations for a Scramble Intersection Prepared For: City of Kingston May 29 th, Council Meeting 17 June 16,

11 BA Consulting Group Ltd. 45 St. Clair Avenue West, Suite 300 Toronto, ON M4V 1K9 Council Meeting 17 June 16,

12 TABLE OF CONTENTS EXECUTIVE SUMMARY INTRODUCTION Background SITE CONTEXT Union Street and University Avenue Intersection Intersection User Profile Transit Context Road Network Context INFLUENCING FACTORS AND OBSERVATIONS Intersection Usage Gateway Location Safety Collision History Pedestrian Compliance Vehicle Speeds Accessibility Existing Condition Applying Scramble Signal Timing OPPORTUNITIES FOR A PEDESTRIAN SCRAMBLE Existing Traffic Signal Operations Scramble Signal Implementation Scramble Signal Phasing Options Preferred Scramble Phasing Options (Type 1 and Type 2) Other Considered Scramble Phasing Options MULTI-MODAL ANALYSIS Analysis Methodology Application of No-Right-Turns-on-Red Restrictions Impact to Traffic Impact to Transit Buses Pedestrian Scramble Analysis Findings Impacts to Pedestrians Impacts to Traffic UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, P:\62\76\09\Report\FINAL University_Union Scramble Transportation Report - May docx Council Meeting 17 June 16,

13 5.3.3 Impacts to Transit Vehicles Impacts for Accessibility Cost Implications RECOMMENDATIONS LIST OF TABLES Table 1 Level of service (LOS) grading plan Table 2 Summary of NRTOR Restrictions Traffic Analysis Table 3 Summary of NRTOR Restrictions Transit Vehicle Analysis Table 4 Analysis Results of Existing and Scramble Timing Options: Weekday Afternoon Peak Hour University Avenue and Union Street, Kingston, Ontario Table 5 Diagonal Pedestrian Crossing Proportions Table 6 Pedestrian Analysis Summary Weekday Afternoon Peak Hour Table 7 Vehicular Traffic Analysis Summary Weekday Afternoon Peak Hour Table 8 Transit Delay Summary Weekday Afternoon Peak Hour LIST OF FIGURES Figure 1 Union Street and University Avenue Intersection Location Figure 2 Typical 24-hour Multi-Modal User Volumes Figure 3 Daily Pedestrian Volume Profile Figure 4 Local Transit Context Figure 5 Local Road Network TABLE OF APPENDICES Appendix A: Figures Appendix B: Traffic Count Data Appendix C: VISSIM Analysis Summary Sheets Video Attachment VISSIM Modeling of the Prevailing Afternoon Peak Hour UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, P:\62\76\09\Report\FINAL University_Union Scramble Transportation Report - May docx Council Meeting 17 June 16,

14 EXECUTIVE SUMMARY BA Group has been retained by the City of Kingston, to review the intersection of University Avenue and Union Street from an operational perspective, with particular regard to understanding the impacts of implementing a pedestrian scramble signal phase. The intersection of Union Street and University Avenue is located within the Queen s University campus in Kingston, Ontario. The intersection operates as both a key crossing point within the university and as a gateway to the historic parts of campus. The intersection is also a key point of activity for events and gatherings such as markets, donation drives, sales, or awareness campaigns. Traffic data indicates that pedestrians represent 69% of all users processed at the intersection. Approximately 28% of users are motorists and 3% are cyclists. Pedestrian demands are also observed to spike during peak times between university classes, whereby in excess of 1,000 pedestrians are observed to cross the intersection within certain 15 minute periods. During peak pedestrian periods, the frequency of pedestrians restricts left-turn and rightturn vehicle traffic which is required to yield to pedestrians crossing concurrently with traffic. Low compliance of pedestrian signals was also observed during periods of peak pedestrian travel. Notably, pedestrians were observed to frequently cross Union Street in a north / south direction against applicable traffic signals, by utilizing gaps in traffic and the centreline median as a pedestrian refuge. This report considered the implementation of pedestrian priority signal phasing generally discussed as a pedestrian scramble. Pedestrian scrambles are considered to improve the pedestrian experience and reduce pedestrian delays. In the context of the Union Street and University Avenue intersection, the high volume of pedestrians relative to other intersection users provides a catalyst for considering the introduction of a pedestrian scramble. A variety of scramble intersection phasing options were considered and analyzed in addition to the existing signal phasing plan. The preferred scramble phasing options permit pedestrians to cross during an exclusive scramble phase as well as concurrently with traffic. Either one or two exclusive pedestrian scramble phases can be provided during each cycle. A multi-modal analysis was completed to determine the operational impacts of the preferred scramble phasing options on pedestrians, cyclists, transit and vehicles. The preferred 3-phase signal timing option (Type 1), which allows pedestrians to cross the street concurrently with traffic and during one exclusive pedestrian scramble phase, was shown to reduce pedestrian delay and provide an exclusive pedestrian crossing phase, while maintaining acceptable traffic operations. Relative to the existing condition, the analysis indicates that the preferred scramble option would result in pedestrian delays UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

15 decreasing on average by 2.5 seconds for one-stage crossings and 8 seconds for twostage crossings, and average overall vehicle delays increasing by 30 seconds during the prevailing weekday afternoon peak hour. This option would also result in Kingston Transit buses being delayed on average by an additional 36 seconds during the prevailing weekday peak hour. From a technical operations perspective, the existing signal timing scheme works most efficiently and provides adequate service for all intersection users. Average delay times are considered acceptable for pedestrians, drivers, transit users and cyclists. To increase pedestrian crossing compliance, existing signal timing can be modified to favour the north-south phase thereby reducing key northbound / southbound pedestrian delays. To increase pedestrian safety, right-turn-on-red restrictions can also be imposed. If the City wants to prioritize pedestrian users to a greater extent, the subject intersection provides a relatively good opportunity to do so, given the high volumes of pedestrians relative to all other intersection users. The introduction of the preferred scramble option (Type 1) would best achieve the objectives of prioritizing pedestrian movement while maintaining acceptable traffic delays that would be, on average, 30 seconds greater than the existing conditions during the prevailing weekday afternoon peak hour. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

16 1.0 INTRODUCTION BA Group has been retained by the City of Kingston, to review the intersection of University Avenue and Union Street from an operational perspective, with particular regard to understanding the impacts of implementing pedestrian scramble signal timing. This report provides background information on the subject intersection, including the site context, intersection user profile, and collision history. The report also describes pedestrian scramble options, benefits and drawbacks, implementation, and operations. Additionally, this report is intended to illustrate intersection operations under the existing condition, as well as under future conditions with various scramble phasing options. 1.1 BACKGROUND A pedestrian priority phase, typically known as a scramble phase, is a signal phase that permits exclusive pedestrian crossing in all directions including diagonally. This scramble phase is typically introduced once or twice during a signal cycle. Scramble signal phasing has been implemented at intersections in a number of municipalities in North American, including Toronto and Calgary in Canada. Scrambles have been pursued to reduce pedestrian wait times (reduce pedestrian delays), relieve crowding on intersection sidewalks and crossing areas, improve pedestrian safety by reducing pedestrian / vehicle conflict, and improve the overall pedestrian experience. A pedestrian only scramble phase typically extends a traffic signal length, resulting in increased traffic delays which impacts general traffic and surface transit vehicles. The implementation of pedestrian scrambles is a context-sensitive tool utilized to improve or prioritize pedestrian mobility and safety that has benefits for walking that should be weighed against associated delays for traffic, transit vehicles, and bicycles. The intersection of University Avenue and Union Street in the city of Kingston, Ontario, is being considered for the introduction of a pedestrian scramble phase. The intersection is located within Queen s University, and is subject to higher pedestrian volumes typically associated with a university land use context. The intersection also represents a gateway and primary meeting location for the university campus. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

17 2.0 SITE CONTEXT The intersection of Union Street and University Avenue is located within the Queen s University campus in Kingston, Ontario. University properties constitute all lands in each quadrant of the intersection, with key buildings located on intersection corners including the Joseph S. Stauffer Library, John Deutsch University Centre, Dunning Hall and Douglas Library. As the intersection is located within a central portion of the campus, a considerable volume of pedestrian traffic is observed throughout the day. The location of the subject intersection is illustrated in Figure 1 in Appendix A. 2.1 UNION STREET AND UNIVERSITY AVENUE INTERSECTION The existing Union Street and University Avenue intersection operates with one shared leftthrough-right traffic lane on the north and south legs. The southbound lane is measured at approximately 4.8 metres taken at the stop bar. The northbound lane is not designated on the south leg of the street, as there are not any road traffic markings. The south leg of the intersection was measured to be approximately 10.5 metres in total width. East and west legs are configured with one shared through-right lane and a separate leftturn lane. Left-turn lanes were both measured to be 3.6 m in width. The eastbound shared through-right lane was measured to be approximately 5.9 m at the stop bar, while the westbound shared through-right lane was measured to be approximately 4.6 m at the stop bar. In addition to road lane designations, a curbed median is included separating eastbound and westbound traffic. The median does not extend into the pedestrian crossing area. 2.2 INTERSECTION USER PROFILE Compared with many other intersections in the City of Kingston, the intersection of Union Street and University Avenue operates with a high proportion of pedestrians relative to other mode users. A user profile was established for a typical weekday while the university is in operation during the autumn season. Traffic count data acquired in October 2014 was utilized to develop an understanding of travel mode at the Union Street and University Avenue intersection. As illustrated in Figure 2 in Appendix A, approximately 32,100 pedestrian crossings occur at the intersection over the length of a typical 24-hour period, which constitutes 69% of all users processed at the intersection. Approximately 28 percent of users are drivers (approx.7 percent of vehicles would be classified as heavy vehicles ), and 3 percent are cyclists. It is observed that most pedestrian crossings occur in the northbound and southbound direction across Union Street, with a pronounced southbound orientation in the morning UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

18 and northbound orientation in the late afternoon. The prevailing orientation and routing of pedestrians is also observed amongst cyclists, with most bicycle riders travelling in a northsouth direction through the intersection. Figure 3 in Appendix A illustrates a pedestrian volume profile over the course of a typical weekday. Peak pedestrian travel tends to spike at various times of the day when certain classes finish. It is shown that the greatest peaks in pedestrian volumes occur during the later morning and early afternoon periods. Comparatively, vehicular traffic is more heavily oriented in the eastbound and westbound directions across University Avenue. Approximately 75 percent of through-traffic at the intersection is oriented in an east or west direction, compared with 25 percent oriented in a north-south direction. Traffic flow is observed to be weighted in a southbound and eastbound direction during the weekday morning peak hours, and in the northbound and westbound directions during the weekday afternoon peak hours. 2.3 TRANSIT CONTEXT Three separate bus routes operate through the subject intersection during the day, while one additional service operates through the intersection during the late evening period. The following outlines each bus service. The intersection location within the local transit context is illustrated in Figure 4 in Appendix A. Route 1 operates at 30 minute headways between the Montreal Street Park and Ride facility and St. Lawrence College. Transit vehicles stop on-street along Union Street west of University Avenue and on University Avenue south of Union Street. Eastbound buses conduct an eastbound right-turn movement through the subject intersection, while westbound buses conduct a northbound left-turn movement. Route 2 operates at 30 minute headways between the Montreal Street Park and Ride facility and Kingston Centre. Transit vehicles stop on-street along Union Street west of University Avenue and on University Avenue south of Union Street. Eastbound buses conduct an eastbound right-turn movement through the intersection, while westbound buses conduct a northbound left-turn movement. Route 18 operates with headways of 45 to 50 minutes during the morning, midday and afternoon periods. The service operates in a loop to / from Kingston (Train) Station on John Counter Boulevard, connecting with key transit stops in the city, including Queen s University Main and West Campuses. Transit vehicles stop on-street along Union Street west of University Avenue and on University Avenue south of Union Street. Eastbound buses conduct an eastbound right-turn movement through the intersection, while westbound buses conduct a northbound left-turn movement. Route 17 operates at 30 minute headways during late evening hours from 10:15 p.m. to 2:15 a.m. The route operates between Queen s University West Campus and the main UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

19 campus. This service operates outside general peak travel hours. Transit vehicles stop onstreet along Union Street west of University Avenue. 2.4 ROAD NETWORK CONTEXT University Avenue and Union Street comprise the key roadways for consideration in this report. The following describes these roadways in the local context. The intersection location within the local road network is illustrated in Figure 5 in Appendix A. University Avenue is a north-south direction Local Road, extending from Stuart Street in the south to Princess Street in the north a distance of approximately 1 kilometre. The roadway operates with a typical two-lane cross section, with one traffic lane in either direction approaching Union Street. In the vicinity of the Union Street intersection, the roadway has a posted speed limit of 40 km/h. with average operational speeds observed to be 44 km/h. South of Union Street, University Avenue has been constructed with stone pavers and without roadway markings. This portion of University Avenue constitutes the primary northsouth axis within the university and is designed with wide sidewalks, and limited traffic markings and signals. This section of roadway also includes frequent curb cuts to provide for accessible pedestrian crossing. North of Union Street, University Avenue operates with a typical two-lane cross section, with designated bicycle lanes between Earl Street and Brock Street. Union Street is a Collector Road operating in an east-west direction with a typical two-lane cross-section. Separate left-turn lanes are provided at Union Street s intersection with University Avenue. Union Street begins at the intersection of King Street West and Mowat Avenue in the west and extends to Barrie Street in the east, traveling through the north portions of the Queen s University Campus. The roadway has a speed limit of 40 km/h in the vicinity of its intersection with University Avenue, with an observed average vehicle speed of 48 km/h. East of University Avenue, Union Street includes a wide paved section providing space for parallel on-street parking along both the north and south side curbs. West of University Avenue, on-street parking is not permitted. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

20 3.0 INFLUENCING FACTORS AND OBSERVATIONS 3.1 INTERSECTION USAGE The intersection is defined by a high proportion of pedestrians relative to auto drivers, transit vehicles, and cyclists. Almost 70 percent of users processed through the intersection are pedestrians. Pedestrian demands are also observed to spike during peak times between university classes, whereby in excess of 1,000 students are observed to cross the intersection within certain 15 minute periods. During these times, the frequency of pedestrians tends to restrict left-turn and right-turning vehicle traffic who are required to yield to pedestrians crossing concurrently with traffic. 3.2 GATEWAY LOCATION The intersection of Union Street and University Avenue operates at both a key crossing point within the university, and as a gateway to the historic parts of campus. The southern leg of the intersection consists of a stone-paved portion of University Avenue that operates as the main street bisecting the university. The intersection is also a key point of activity for events and gatherings such as markets, donation drives, sales, or awareness campaigns. As such, the corners of the intersection act as meeting locations and activity centres which draw users to the intersection particularly students on campus who are most often pedestrians. Given the convergence of activity at the intersection, consideration should be given to the intersection s operations as a public space, in addition to processing traffic, cyclists, and pedestrians. 3.3 SAFETY Collision History The incidence of collisions at the Union Street and University Avenue intersection was reviewed for the previous five year period. Collision reporting indicates that one collision occurred between a heavy vehicle and a pedestrian, resulting in the pedestrian being treated for minor injuries. The collision happened while the pedestrian was crossing the south leg of the intersection with the WALK signal. The vehicle in question did not yield to the pedestrian while performing a right-hand turn. To reduce or eliminate this type of collision, and prioritize pedestrian crossing to a greater extent, the City may want to consider introducing no-right-turns-on-red restrictions Pedestrian Compliance Observations of the intersection indicate a low-level of compliance among pedestrians, most notably during peaks in pedestrian travel through the midday period when vehicle traffic is less frequent. Pedestrians are most notably observed crossing against the single UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

21 in the north-south direction on both the east and west sides of the intersection. Pedestrians will observe gaps in traffic and cross when the opportunity arises, occasionally making use of the centreline concrete median on Union Street as a pedestrian refuge. A considerable number of pedestrians are also observed to cross both University Avenue and Union Street adjacent to the intersection, particularly to the south, north and east of the intersection. The high volume of pedestrians gives them a presence within the intersection, which establishes them amongst intersection users. Pedestrians are well viewed and acknowledged at the intersection by drivers and transit operators Vehicle Speeds Vehicle traffic speeds in the area east and south of the intersection are observed to be in the order of 48 and 42 km/h, respectively. Field observations indicate that traffic speed at the intersection is commonly low, but tends to increase once drivers have proceeded through the intersection. 3.4 ACCESSIBILITY Existing Condition The intersection does not include the provision of audible pedestrian technology, or pushbutton technology to help those who are visually impaired to cross the street during the appropriate signal phase. Additionally, tactile markings or grooves and detectable warning underfoot to distinguish pedestrian from vehicular areas are not provided or limited to certain portions of the intersection. Curb ramps are provided for on each corner of the intersection and ramps are flush with the roadway Applying Scramble Signal Timing Pedestrian scramble signals tend to be difficult for pedestrians who are visually impaired, as the onset scramble walk interval is difficult to detect or recognize. Scramble intersections also pose a problem for vision-impaired pedestrians who rely on traffic noise to maintain their alignment. The installation of accessible pedestrian audible and tactile markings is highly advised. Audible announcements indicating the crossing phase, direction, street name, and / or scramble phase help those who are visually impaired to enter the intersection at the appropriate times, and should be implemented upon the introduction of scramble signal timing. Those with guide dogs have concern that their dog may become confused during the scramble walk interval seeing other pedestrians cross the intersection diagonally, and that crossing diagonally would send an inconsistent message to their guide dog. As a result, those using guide dogs will typically cross the street conventionally in two phases to reach the opposite corner of the intersection despite being given the option to cross diagonally. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

22 Other cities in Canada have acknowledged these issues in considering the implementation of scramble intersections. The City of Vancouver decided to cancel planned scramble installations in 2012 after learning that multi-directional pedestrian crossing phases are confusing for those who are visually impaired. Comparatively, the City of Toronto installed a series of audible and tactile components to assist those who are visually impaired, including audible pedestrian signals (APS) that announce walk sign is on for all crossings to indicate when it is permissible to cross the intersection diagonally. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

23 4.0 OPPORTUNITIES FOR A PEDESTRIAN SCRAMBLE 4.1 EXISTING TRAFFIC SIGNAL OPERATIONS Existing signal timings were obtained from the City of Kingston and utilized as the basis for the intersection multi-modal operations analysis. The existing traffic signal has a cycle length of 70 seconds, and provides a typical signal phasing plan free of advance signal timing or protected turning phases. The existing signal timing allows for right-turns-on-red, and currently favours the eastbound and westbound traffic movements. In addition to the existing signal timing scheme, the analysis considers future scenarios with the implementation of pedestrian scramble phases that include no-right-turn-on-red restrictions. 4.2 SCRAMBLE SIGNAL IMPLEMENTATION Scramble signal phasing typically introduces no-right-turns-on-red during all signal phases, limiting right-turn movements to green signal phases only. The analysis herein thereby prohibits right-turns-on-red for all scramble intersection scenarios. Given best practises and the existing context, scramble signal timing would be implemented with fixed signal phasing and operational during all times (24 hours a day). This ensures consistency in operation and reduces unanticipated changes for drivers and pedestrians. As such, the pedestrian scramble phase will not be activated (by pedestrian push-button) and would be operational during all periods including weekends and evenings when pedestrian volumes would typically be lower. This may result in some driver frustration during off-peak hours. The introduction of pedestrian-only scramble phase(s) for each of the scramble types analyzed herein results in longer overall cycle length to accommodate the pedestrian only phase(s). 4.3 SCRAMBLE SIGNAL PHASING OPTIONS For the purpose of the analysis herein, two preferred scramble phasing types have been considered in addition to the existing condition. These preferred scramble phasing options Type 1 and Type 2 - are illustrated in Exhibit 1, and are summarized in the following. Other scramble phasing options were considered for the analysis, but were not pursued as these scramble types were shown to generally increase pedestrian delay, which would be inconsistent with the objective of prioritizing pedestrians at the subject intersection. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

24 4.3.1 Preferred Scramble Phasing Options (Type 1 and Type 2) Type 1 Scramble Phasing Type 1 scramble phasing option has been adopted by the City of Toronto for the intersections of Yonge Street / Dundas Street, Yonge Street / Bloor Street, and Bay Street / Bloor Street. In Toronto, this signal timing pattern was initially adopted to ease pedestrian congestion on sidewalks at the corners of subject intersections, as this scramble phasing permits pedestrian crossing opportunities during all phases. The City of Toronto has recently undertaken a study of the scramble intersection at Bay Street / Bloor Street and recommended its removal (removed as of April 2015) based on concerns related to traffic congestion and low demand for diagonal pedestrian crossing movements. This signal pattern includes three phases, with pedestrians permitted to cross during the pedestrian-only scramble phase as well as concurrently with traffic. As pedestrians are permitted to cross during all phases either concurrently with traffic or within the exclusive pedestrian scramble phase, pedestrian delays are typically shorter. As such, pedestrians are typically more likely to comply with pedestrian signals. This scramble type limits pedestrian and vehicle conflict during the onset pedestrian scramble phase by ensuring exclusive pedestrian crossing during this phase. However, as pedestrians are permitted to cross concurrently with traffic as well, pedestrians may still come into conflict with turning vehicles during the other two phases. Traffic operations tend to experience additional delay resulting from a longer cycle length to accommodate the introduction of an all-red pedestrian scramble phase. Type 2 Scramble Phasing Type 2 scramble intersections include four signal phases, with pedestrians permitted to cross during each of the two exclusive pedestrian scramble phases provided as well as concurrently with traffic. Typically, scramble phases are aligned after each of the northsouth and east-west traffic phases. As pedestrians are permitted to cross during all phases either concurrently with traffic or within exclusive pedestrian scramble phases, pedestrian delays are typically shorter. This scramble type limits pedestrian and vehicle conflict during the onset pedestrian scramble phases by ensuring exclusive pedestrian crossing during these times. However, as pedestrians are permitted to cross concurrently with traffic as well, pedestrians may still come into conflict with turning vehicles during the other two phases. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

25 Traffic operations experience additional delay resulting from the addition of two all-red pedestrian scramble phases which result in a long cycle length. EXHIBIT 1 PREFERRED SCRAMBLE PHASING OPTIONS Other Considered Scramble Phasing Options Other scramble phasing options restrict pedestrian crossing to exclusive pedestrian scramble phases. These scramble intersections are more commonly installed in North America, and is the type of scramble adopted by the City of Calgary for the intersections of 3 Street / 2 Avenue SW, and 3 Street / 3 Avenue SW. This scramble type limits pedestrian and vehicle conflict by providing exclusive traffic and pedestrian phases separate from one another and allowing for pedestrian crossing during the exclusive pedestrian phase. Traffic operations may experience additional delay resulting from an all-red pedestrian scramble phase, but turning traffic is not constrained by pedestrians during applicable green time allowing vehicles to be more efficiently processed through the intersection. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

26 These scramble options typically include three phases, with pedestrians being restricted to crossing only during the exclusive pedestrian scramble phase. During this phase, pedestrians are permitted to cross the intersection in all directions. As pedestrians are limited to crossing during only one phase, pedestrian delays are typically longer. As such, pedestrians are typically less likely to comply with pedestrian signals and cross concurrently with traffic. Upon further consideration, this signal phasing option was removed from the analysis. Longer pedestrian delays resulting in lower pedestrian compliance is inconsistent with the objectives of prioritizing pedestrian movement and increasing pedestrian safety at the subject intersection. Northbound Advance with Scramble Phasing Consideration was given to analyzing scramble types in conjunction with providing a northbound advance traffic phase, which would work to mitigate anticipated increases in northbound traffic delay resulting from longer signal cycle lengths, specifically for transit vehicles conducting a northbound left-turn. Upon further consideration, this signal phasing option was removed from the analysis. It was determined that a separate northbound left-turn lane could not be accommodated and was not advisable on the south leg of the intersection. As such, a northbound advance traffic phase would not be well utilized by key northbound left-turning traffic (including transit vehicles), may be confusing for northbound traffic generally, and would result in increased traffic delays to southbound traffic. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

27 5.0 MULTI-MODAL ANALYSIS Traffic operations for the intersection under existing conditions and for each of the preferred scramble phasing options has been assessed using VISSIM 5.40 analysis software in accordance with the methodologies outlined in the Highway Capacity Manual (HCM) and VISSIM. VISSIM analysis was conducted using traffic counts obtained from the City of Kingston, and adhere to existing lane configurations and dimensions. Existing traffic counts obtained from the City of Kingston (October 15 th, 2014) are attached in Appendix B. VISSIM analysis was completed for the weekday morning (7:30 a.m. to 8:30 a.m.), midday (11:15 a.m. to 12:15 p.m.), and afternoon peak hours (3:45 p.m. to 4:45 p.m.). The results of the analysis for each peak hour are included in VISSIM summary sheets in Appendix C, while the prevailing afternoon peak hour analysis results are reported in the following sections. Only the afternoon peak hour analysis results are presented within the body of this report as this period was shown to have the most conservative (largest) traffic delays, and would be most impacted by the implementation of a pedestrian scramble. Two analysis indicators are provided by the traffic operations analyses. The first is delay time (delay in seconds) which provides an indication of average delay experienced by intersection users. The second is a level-of-service indicator which is reflective of the average delay categorized within a range of LOS A (shorter delay) to LOS F (longer delay), which provides an understanding of the relative time a motorist, pedestrian, transit vehicle, or cyclist may have to wait before conducting a manoeuvre at the intersection. The levelof-service (LOS) grading plan is summarized in Table 1. TABLE 1 LEVEL OF SERVICE (LOS) GRADING PLAN Level-of-Service (LOS) A B C D E F Seconds (For a signalized intersection) < 10 seconds seconds seconds seconds seconds > 80 seconds VISSIM analysis summaries for the existing and contemplated scramble phasing types are attached in Appendix C. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

28 5.1 ANALYSIS METHODOLOGY VISSIM 5.40 software was utilized for the purposes of this analysis to measure the relative performance of the Union Street and University Avenue intersection under each of the preferred scramble options. A base saturation flow of between 1,800-1,900 vehicles per hour per lane was assumed. Bikes and heavy vehicle percentages were calculated based on existing traffic volume data extracted from the traffic counts utilized in this study. Ten simulation runs were completed for each traffic scenario, which were undertaken in order to replicate different arrival patterns for different mode users at the intersection. Each simulation provided for random seeding of vehicles, cyclists, and pedestrians. The existing signal timing allows for right-turns-on-red; however, scramble signal phasing typically restricts this movement. The analyses herein thereby prohibit right-turns-on-red with the introduction of scramble signal timing. The introduction of no-right-turns-on-red restrictions are analyzed independently in the following Section 5.2. One-stage pedestrian crossing average delay was estimated by calculating a weighted average of each pedestrian crossing delay in either direction on each leg of the intersection. Two-stage pedestrian crossing was estimated by averaging the first pedestrian crossing delay for each of the two different routes pedestrians could use to access the opposite corner of the intersection. The concurrent green time of the first crossing stage is added to this average to estimate total delay in crossing two legs of the intersection to route to the opposite corner. The average delay to cross diagonally for scramble Types 1 and 2 were included in the average where applicable. 5.2 APPLICATION OF NO-RIGHT-TURNS-ON-RED RESTRICTIONS As noted in Section 3.3.1, the introduction of no-right-turns-on-red (NRTOR) restrictions would reduce conflict between right-turning vehicles manoeuvring on a red phase and pedestrians crossing the street concurrently with traffic. These restrictions are often pursued to improve pedestrian safety and reduce the potential for pedestrian vehicle conflict Impact to Traffic The introduction of no-right-turns-on-red restrictions would result in some additional delay to motorists and transit vehicles. In preparing this report, analysis was undertaken to understand the implications of introducing no-right-turns-on-red restrictions. The traffic analysis compares the existing condition with traffic operations assuming the introduction of this restriction. The analysis results for the prevailing weekday afternoon peak hour are summarized in Table 2. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

29 TABLE 2 SUMMARY OF NRTOR RESTRICTIONS TRAFFIC ANALYSIS Traffic Movement Existing Conditions Existing Traffic With NRTOR Restrictions Delay (seconds) LOS Delay (seconds) LOS Eastbound -Left-turn -Through -Right-turn C B B C B B Westbound -Left-turn -Through -Right-turn C B B C B B Northbound -Left-turn -Through -Right-turn C C B D C C Southbound -Left-turn -Through -Right-turn C B B C B C The analysis results indicate that traffic delays would increase during the prevailing weekday afternoon peak hour relative to the existing condition by 1 to 4 seconds for eastbound traffic, 0 to 3 seconds for westbound traffic, 5 to 9 seconds for northbound traffic, and 1 to 10 seconds for southbound traffic. Traffic operations are anticipated to operate acceptably with the introduction of no-right-turns-on-red restrictions, with all movementw operating with LOS D or better during the prevailing weekday afternoon peak hour Impact to Transit Buses Traffic analysis was completed to compare existing transit vehicle delays with future transit vehicles delays assuming the introduction of no-right-turns-on-red restrictions. Analysis results for the prevailing weekday afternoon peak hour are summarized in Table 3. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

30 TABLE 3 SUMMARY OF NRTOR RESTRICTIONS TRANSIT VEHICLE ANALYSIS Transit Vehicle Movement Existing Conditions Existing Traffic With NRTOR Restrictions Delay (seconds) LOS Delay (seconds) LOS Eastbound Right-turn 15.5 B 19.4 B Northbound Left-turn 34.0 C 38.3 D The analysis results indicate that transit vehicle delays would increase during the prevailing weekday afternoon peak hour relative to the existing condition by 4 seconds for buses routed in both eastbound and westbound directions. Transit operations are anticipated to continue to operate acceptably with the introduction of no-right-turns-on-red restrictions, with all movement operating with LOS D or better during the prevailing weekday afternoon peak hour. 5.3 PEDESTRIAN SCRAMBLE ANALYSIS FINDINGS The results of the VISSIM analysis for the existing condition and each of the preferred scramble types (Type 1 and Type 2) considered herein are summarized in the following evaluation table - Table 4 Analysis Results of Existing and Scramble Timing Options: Weekday Afternoon Peak Hour University Avenue and Union Street, Kingston, Ontario. Further sections of this report also consider pedestrian safety and compliance, pedestrian accessibility, and scramble signal timing implementation costs, which are additional criteria to consider in implementing changes at the subject intersection. Detailed results of the VISSIM analysis are described in the following sections, while VISSIM analysis summaries for the existing, Type 1 and Type 2 conditions are included in Appendix C. Video depictions are for the existing conditions and for the preferred three-phase scramble option are included as an attachment. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

31 TABLE 4 ANALYSIS RESULTS OF EXISTING AND SCRAMBLE TIMING OPTIONS: WEEKDAY AFTERNOON PEAK HOUR UNIVERSITY AVENUE AND UNION STREET, KINGSTON, ONTARIO. Criteria Description Existing Level of Service (LOS) Scramble Type 1 Level of Service (LOS) Scramble Type 2 Level of Service (LOS) Pedestrian Delay Northbound / Southbound Pedestrian Eastbound / Westbound Pedestrian B to C B B B B B Diagonal Pedestrian -- D C Transit Delay Eastbound Right-turn B E F Northbound Left-turn C E F Traffic Delay Eastbound Traffic B to C D to E F Westbound Traffic B to C C to D F Northbound Traffic B to C E F Southbound Traffic B to C C to D D to E Bicycle Delay Range of Delay A to B A to C A to F UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

32 5.3.1 Impacts to Pedestrians Forecasting Diagonal Pedestrian Crossing Pedestrian utilization of diagonal crossing depends on the scramble phasing type implemented. Typically, scramble phasing that restricts pedestrian crossing to the pedestrian scramble phase would result in more diagonal crossing. Scramble intersection examples from Toronto which permit pedestrians to cross concurrently with traffic indicate that 5 to 15 percent of pedestrian crossings occur diagonally. For each of the scramble phasing types analyzed herein, pedestrian diagonal crossing volumes were estimated based on recorded diagonal crossings from the Toronto example. The proportions of pedestrian crossings which happen diagonally for the scramble phasing types considered are summarized in Table 5. TABLE 5 DIAGONAL PEDESTRIAN CROSSING PROPORTIONS Scramble Phasing Type Weekday Morning Peak Hour Peak Period Weekday Midday Peak Hour Weekday Evening Peak Hour Type 1 Type 2 8% 12% 13% Pedestrian Delay Pedestrians are permitted to cross on all four intersection legs under existing conditions, with pedestrian delays typically in the order of 12 to 22 seconds during the prevailing weekday afternoon peak hour. This level of delay is reflective of a level-of-service (LOS) that ranges from B to C. The analysis results indicate that the preferred Type 1 and Type 2 scramble options would result in a reduction in pedestrian delays relative to existing pedestrian delays during the prevailing weekday afternoon peak hour. Relative to the existing condition, the analysis indicates that the Type 1 scramble option would result in pedestrian delays decreasing on average by 2.5 seconds for one-stage crossings and 8 seconds for two-stage crossings. Additionally, the Type 2 scramble option would result in pedestrian delays decreasing on average by 2 seconds for one-stage crossings and 10 seconds for two-stage crossings. A summary of pedestrian delay and level of service for each of the analysis scenarios for the prevailing afternoon peak hour is summarized in Table 6. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

33 TABLE 6 PEDESTRIAN ANALYSIS SUMMARY WEEKDAY AFTERNOON PEAK HOUR Pedestrian Delay and Level of Service (LOS) Pedestrian Crossing Existing Type 1 Pedestrian Scramble Type 2 Pedestrian Scramble Delay (seconds) 2 LOS Delay (seconds) 2 LOS Delay (seconds) 2 LOS East Leg 20.4 C 13.4 B 15.3 B West Leg 19.4 B 12.8 B 14.7 B North Leg 12.4 B 17.0 B 14.7 B South Leg 12.6 B 16.7 B 15.5 B Diagonal D 23.4 C Diagonal D 24.6 C Average One- Stage Crossing Delay 17.3 B 14.7 B 15.1 B Average Two- Stage Crossing 51.2 D 43.7 D 41.3 D Delay Notes: 1. Diagonal crossing delay is the average delay for pedestrians making the applicable crossing who are arriving at the crossing point. 2. Pedestrian delay for each leg of the intersection is averaged for both directions. For example, on the east leg of the intersection, the average delay for northbound and southbound pedestrians is averaged Pedestrian Compliance Pedestrian compliance is observed to be poor during peak pedestrian periods under existing conditions. Type 1 and Type 2 Pedestrian Scrambles are both intended to improve pedestrian compliance by providing more frequent pedestrian crossing phases, an opportunity to conduct two-phase crossings during a single pedestrian scramble phase, and reduce overall pedestrian delays Pedestrian Safety The relatively high volume of pedestrians during busier daytime hours helps to ensure visibility and acknowledgement of pedestrians amongst intersection users. As such, pedestrians are afforded a certain level of safety in being highly visible and prominent within the intersection. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

34 Type 1 and Type 2 Pedestrian Scrambles provide the option to cross during separate pedestrian crossing phases when pedestrians are given exclusive use of the intersection. During this phase, vehicles are not permitted to pass through the intersection resulting in no pedestrian vehicle conflicts. However, pedestrians may still conflict with turning vehicles during typical traffic phases, when pedestrians are permitted to cross the street concurrently with traffic. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

35 5.3.2 Impacts to Traffic Traffic Delay A summary of vehicular delay and level of service for each of the analysis scenarios for the prevailing weekday afternoon peak hour is summarized in Table 7. Type 1 Scramble Phase Option The analysis results indicate that the Type 1 scramble phase option would result in increased vehicular delays relative to the existing condition. Eastbound and westbound movements are anticipated to operate with LOS D to E during the prevailing weekday afternoon peak hour. The most prevalent delays occur for eastbound movements during this time when delays of 44 to 58 seconds are anticipated, which reflect LOS D to LOS E. The analysis indicates that average eastbound delays would be 32 to 38 seconds longer than existing delays and that average westbound traffic delays would be 23 to 33 seconds longer than existing delays, during the prevailing weekday afternoon peak hour. Northbound and southbound delays would increase relative to existing conditions on account of additional traffic cycle length needed to accommodate the introduction of the pedestrian scramble phase. The most prevalent delays occur for northbound movements during the prevailing weekday afternoon peak hour when delays of 60 to 71 seconds are anticipated, which are reflective of LOS E. The analysis indicates that average northbound delays would be 37 to 41 seconds longer than existing delays and that average southbound traffic delays would be 14 to 23 seconds longer than existing delays, during the prevailing weekday afternoon peak hour. Given the analysis results, traffic operations would be anticipated to operate with increased delay given the introduction of a Type 1 scramble signal timing option during peak travel periods. However, traffic delays may be considered acceptable within this urban / university context, and maximum traffic queue lengths are anticipated to be reasonable (90 m to 110 m) for the key eastbound and northbound approaches during the peak afternoon travel period. Types 2 Scramble Phase Option The analysis results indicate that the Type 2 scramble phase option would result in increased vehicular delays relative to the existing condition. The analysis indicates certain movements operating with long delays on account of a longer traffic signal cycle length to accommodate two pedestrian scramble phases. The analysis indicates level-of-service ranges from LOS D to LOS F during the prevailing afternoon peak hour, with some delays in excess of 100 seconds. The analysis shows traffic delays of 60 seconds longer than the existing condition for northbound, eastbound and westbound movements during the prevailing afternoon peak hour. Also, southbound traffic delays are anticipated to increase between 32 and 42 seconds relative to the existing condition during the prevailing weekday afternoon peak hour. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

36 This signal phasing option was considered for its benefits to pedestrian safety and reductions in pedestrian delay; however, the analysis indicates unacceptable vehicle delays notably during the prevailing weekday afternoon peak hour. TABLE 7 VEHICULAR TRAFFIC ANALYSIS SUMMARY WEEKDAY AFTERNOON PEAK HOUR Vehicular Traffic Movement Average Traffic Delay and Level of Service (LOS) Existing Type 1 Pedestrian Scramble Type 2 Pedestrian Scramble Delay (seconds) LOS Delay (seconds) LOS Delay (seconds) LOS Eastbound Left Thru Right C B B E D D >99 >99 >99 F F F Westbound Left Thru Right C B B D C D > >99 F F F Northbound Left Thru Right C C B E E E >99 >99 >99 F F F Southbound Left Thru Right C B B D C C E D D Fuel Consumption Stop-and-go driving resulting from increased traffic delay and longer queue lengths causes an increase in vehicle emissions, greenhouse gas (GHG) emissions, and fuel consumption for conventional gasoline-powered vehicles. The scramble signal phasing options analyzed herein would result in changes to overall intersection vehicle delays causing an increase in vehicle emissions. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

37 5.3.3 Impacts to Transit Vehicles Transit vehicles travel through the area of the Union Street and University Avenue intersection, making use of the intersection s south and west legs. Westbound transit vehicles conduct a northbound left-turn through the intersection, while eastbound transit vehicles conduct an eastbound right-turn. VISSIM software analyzes delay to transit vehicles at the intersection for each of the scramble signal types considered, as well as the existing condition. Existing transit vehicle delays are typically in the order of 16 seconds (LOS B) for eastbound buses and 34 seconds (LOS C) for westbound buses during the prevailing weekday afternoon peak hour. A summary of transit vehicle delay for each of the analysis scenarios during the prevailing weekday afternoon peak hour is summarized in Table 8. TABLE 8 TRANSIT DELAY SUMMARY WEEKDAY AFTERNOON PEAK HOUR Transit Movement Transit Delay (seconds) Existing Type 1 Type 2 EB Right-turn >99 NB Left-turn >99 Eastbound Travelling Buses The increased signal timing length and introduction of no-right-turns-on-red during each of the preferred scramble phasing options analyzed is anticipated to result in an overall increase in delay for eastbound travelling buses. The analysis indicates that eastbound buses will be subject to increased delays in the order 39 seconds under scramble Type 1 relative to the existing condition during the prevailing weekday afternoon peak hour. Delays to eastbound travelling buses are considered unacceptable given the introduction of scramble Type 2. Westbound Travelling Buses The increased signal timing length introduced to accommodate the preferred scramble phasing options is anticipated to result in an overall increase in delay for westbound travelling buses. The analysis indicates that westbound buses will be subject to increased delays in the order of 33 seconds under scramble Type 1 relative to the existing conditions during the prevailing weekday afternoon peak hour. Delays for westbound travelling buses are considered unacceptable given the introduction of scramble Type 2. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

38 5.3.4 Impacts for Accessibility The existing intersection operates with typical intersection design and signal control which are generally well understood by those who are disabled and/or visually impaired. However, the existing intersection does not provide acoustic signals, audible pedestrian signals, audio-tactile signals (push-button controls), or audible crossing indicators to assist those who are visually impaired. Both Type 1 and Type 2 Pedestrian Scramble intersections result in additional signal phases (pedestrian scramble phase) that are unique from typical signal phasing patterns, and are sometimes confusing for those who are visually impaired and often rely on traffic noise to maintain their alignment. The provision of a pedestrian scramble phase that permits diagonal crossing can also be confusing for those who are visually impaired and for guide dogs. The installation of accessible pedestrian audible and tactile markings is highly advised. Audible announcements indicating the crossing phase, direction, street name, and / or scramble phase help those who are visually impaired to enter the intersection at the appropriate times, and should be implemented upon the introduction of scramble signal timing Cost Implications Maintaining the existing intersection controls would result in no applicable costs to the City of Kingston. However, some costs may be incurred to add accessibility features to the intersection given a review of the existing conditions. Installation of pedestrian priority signal phase heads and pedestrian countdown timers, as well as the introduction of cross-walk striping and signage would be included in the cost to introduce a basic pedestrian scramble intersection. Other costs would include the introduction of accessible pedestrian signal devices, and potential mast arms and pole relocation. The total cost of introducing a pedestrian scramble would be in the order of $40,000 to $100,000. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

39 6.0 RECOMMENDATIONS 1. From a technical operations perspective, the existing signal timing scheme works most efficiently and provides adequate service for all intersection users. Average delay times are considered acceptable for pedestrians, drivers, transit users and cyclists. 2. The existing condition experiences poor pedestrian compliance for a number of reasons, which were observed to include: i) High pedestrian traffic volumes during peak 15-minute intervals, typically between university classes. ii) The existing traffic signal phasing favours east-west oriented traffic resulting in longer delays for key northbound / southbound oriented pedestrian flow. iii) The presence of a centreline elevated (curbed) median on Union Street provides a pedestrian refuge opportunity (albeit outside the pedestrian crossing area), which allows two-stage crossing for pedestrians. iv) Lower traffic volumes on Union Street during off-peak hours result in frequent gaps in traffic, providing opportunities for pedestrians to cross Union Street without being restricted by east-west direction traffic flow. To increase pedestrian crossing compliance, existing signal timing can be modified to favour the north-south phase thereby reducing key northbound / southbound pedestrian delays. 3. The incidence of collisions at the Union Street and University Avenue intersection was reviewed for the previous five year period. Collison reporting indicates that one collision occurred between a heavy vehicle and a pedestrian, resulting in the pedestrian being treated for minor injuries. The collision happened while the pedestrian was crossing the south leg of the intersection with the WALK signal. The vehicle in question did not yield to the pedestrian while performing a right-hand turn. To reduce or eliminate this type of collision, and prioritize pedestrian crossing to a greater extent, the City may want to consider introducing no-right-turns-on-red restrictions. These restrictions would typically be implemented permanently for simplicity. 4. The existing intersection signal timing does not provide pedestrian prioritization to the same extent as the preferred scramble phasing options considered herein. If the City wants to prioritize pedestrian users to a greater extent, the subject intersection provides a relatively good opportunity to do so, given the high volumes of pedestrians relative to all other intersection users. If pedestrian scramble phasing were implemented, the introduction of scramble Type 1, would best achieve the objectives of prioritizing pedestrian movement by reducing pedestrian delay times, increasing pedestrians compliance, providing an exclusive pedestrian crossing phase, while still providing for acceptable traffic operations given UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

40 the urban context of the subject intersection. This signal pattern includes three phases, with pedestrians permitted to cross during the scramble phase as well as concurrently with traffic. Other scramble types are not recommended for this intersection, as they would result in increases to pedestrian delay times, which would be inconsistent with the objective of prioritizing pedestrians at the subject intersection, or would result in unacceptable delays to traffic and transit vehicles. UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

41 Appendix A: Figures FIGURE 1 UNION STREET AND UNIVERSITY AVENUE INTERSECTION LOCATION FIGURE 2 TYPICAL 24-HOUR MULTI-MODAL USER VOLUMES FIGURE 3 DAILY PEDESTRIAN VOLUME PROFILE FIGURE 4 LOCAL TRANSIT CONTEXT FIGURE 5 LOCAL ROAD NETWORK UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

42 Council Meeting 17 June 16,

43 Council Meeting 17 June 16,

44 Council Meeting 17 June 16,

45 Council Meeting 17 June 16,

46 Council Meeting 17 June 16,

47 Appendix B: Traffic Count Data UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

48 Council Meeting 17 June 16,

49 Council Meeting 17 June 16,

50 Council Meeting 17 June 16,

51 Council Meeting 17 June 16,

52 Council Meeting 17 June 16,

53 Council Meeting 17 June 16,

54 Council Meeting 17 June 16,

55 Council Meeting 17 June 16,

56 Council Meeting 17 June 16,

57 Council Meeting 17 June 16,

58 Council Meeting 17 June 16,

59 Council Meeting 17 June 16,

60 Council Meeting 17 June 16,

61 Council Meeting 17 June 16,

62 Appendix C: VISSIM Analysis Summary Sheets UNIVERSITY & UNION SCRAMBLE STUDY - MAY 2015 MAY, Council Meeting 17 June 16,

63 13/04/ Existing conditions AM Number of simulation runs 10 Intersection: University Avenue & Union Street West Vehicular Volumes Pedestrian Volumes 1 Cycle B B C B A A B B B A A B B C B B B A A B B B A A B C B B Bikes Queues NB WB SB EB Buses B B A 50th perc th th B 15.5 Station B Rest of movement (buses) A A D A 0.0 LEGEND A A 0.6 XX Delay 0.5 LOS LOS YY Volume = volume out of the simulation ZZ Count = volume input from assignment sheet SS GEH A A A Council Meeting 17 June 16,

64 13/04/ Existing conditions AM No RTOR Number of simulation runs 10 Intersection: University Avenue & Union Street West Vehicular Volumes Pedestrian Volumes 1 Cycle C B C B A A B B B A A B B C B B B A A B B B A A B C B B Bikes Queues NB WB SB EB Buses B B B 50th perc th th C 20.8 Station B Rest of movement (buses) A A D A 0.0 LEGEND A A 0.6 XX Delay 0.5 LOS LOS YY Volume = volume out of the simulation ZZ Count = volume input from assignment sheet SS GEH A A A Council Meeting 17 June 16,

65 13/04/ Type 1-B AM Number of simulation runs 10 Intersection: University Avenue & Union Street West Vehicular Volumes Pedestrian Volumes 1 Cycle D C C B D D B B B D D C C D D D D D D B B B D D B D C C Bikes Queues NB WB SB EB Buses C C C 50th perc th th E 61.8 Station B Rest of movement (buses) C C D A 0.0 LEGEND C A 2.6 XX Delay 0.5 LOS LOS YY Volume = volume out of the simulation ZZ Count = volume input from assignment sheet SS GEH A A A Council Meeting 17 June 16,

66 13/04/ Type 2-B AM Number of simulation runs 10 Intersection: University Avenue & Union Street West Vehicular Volumes Pedestrian Volumes 1 Cycle E D E B C C B B B C C E D F F F F C C B B B C C B F E E Bikes Queues NB WB SB EB Buses D D E 50th perc th th F Station D Rest of movement (buses) D D F A 0.0 LEGEND D A 8.6 XX Delay 0.4 LOS LOS YY Volume = volume out of the simulation ZZ Count = volume input from assignment sheet SS GEH A C A Council Meeting 17 June 16,

67 13/04/ Existing conditions Midday Number of simulation runs 10 Intersection: University Avenue & Union Street West Vehicular Volumes Pedestrian Volumes 1 Cycle A B C B A A B B B A A B B C C B B A A B B B A A C C C B Bikes Queues NB WB SB EB Buses A B A 50th perc th th B 13.8 Station A Rest of movement (buses) A B C A 0.0 LEGEND A A 0.3 XX Delay 0.5 LOS LOS YY Volume = volume out of the simulation ZZ Count = volume input from assignment sheet SS GEH A B A Council Meeting 17 June 16,

68 13/04/ Existing conditions Midday No RTOR Number of simulation runs 10 Intersection: University Avenue & Union Street West Vehicular Volumes Pedestrian Volumes 1 Cycle B B C B A A B B B A A B B C C B B A A B B B A A C C C C Bikes Queues NB WB SB EB Buses A B A 50th perc th th B 15.0 Station A Rest of movement (buses) A B C A 0.0 LEGEND A A 0.3 XX Delay 0.5 LOS LOS YY Volume = volume out of the simulation ZZ Count = volume input from assignment sheet SS GEH A B A Council Meeting 17 June 16,

69 13/04/ Type 1-B Midday Number of simulation runs 10 Intersection: University Avenue & Union Street West Vehicular Volumes Pedestrian Volumes 1 Cycle C C D B D D B B B D D D C D D D D D D B B B D D B D D D Bikes Queues NB WB SB EB Buses A C A 50th perc th th D 46.1 Station A Rest of movement (buses) C D D A 0.0 LEGEND C A 0.9 XX Delay 0.6 LOS LOS YY Volume = volume out of the simulation ZZ Count = volume input from assignment sheet SS GEH A C A Council Meeting 17 June 16,

70 13/04/ Type 2-B Midday Number of simulation runs 10 Intersection: University Avenue & Union Street West Vehicular Volumes Pedestrian Volumes 1 Cycle E D E B C C B B B C C D D F E E E C C B B B C C B E E E Bikes Queues NB WB SB EB Buses A D A 50th perc th th E 64.4 Station A Rest of movement (buses) D E E A 0.0 LEGEND C A 1.1 XX Delay 0.5 LOS LOS YY Volume = volume out of the simulation ZZ Count = volume input from assignment sheet SS GEH A D B Council Meeting 17 June 16,

71 13/04/ Existing conditions PM Number of simulation runs 10 Intersection: University Avenue & Union Street West Vehicular Volumes Pedestrian Volumes 1 Cycle B B C B A A B B B A A B B C C B B A A B B B A A C C C B Bikes Queues NB WB SB EB Buses A B A 50th perc th th B 15.5 Station A Rest of movement (buses) A A C A 0.0 LEGEND A A 0.3 XX Delay 0.5 LOS LOS YY Volume = volume out of the simulation ZZ Count = volume input from assignment sheet SS GEH A B A Council Meeting 17 June 16,

72 13/04/ Existing conditions PM No RTOR Number of simulation runs 10 Intersection: University Avenue & Union Street West Vehicular Volumes Pedestrian Volumes 1 Cycle C B C B A A B B B A A B B C C B B A A B B B A A C D C C Bikes Queues NB WB SB EB Buses A B B 50th perc th th B 19.4 Station A Rest of movement (buses) A A D A 0.0 LEGEND A A 0.3 XX Delay 0.5 LOS LOS YY Volume = volume out of the simulation ZZ Count = volume input from assignment sheet SS GEH A B A Council Meeting 17 June 16,

73 13/04/ Type 1-B PM Number of simulation runs 10 Intersection: University Avenue & Union Street West Vehicular Volumes Pedestrian Volumes 1 Cycle C C D B D D B B B D D D C D E D D D D B B B D D B E E E Bikes Queues NB WB SB EB Buses A C B 50th perc th th E 55.3 Station B Rest of movement (buses) B C E A 0.0 LEGEND C A 0.3 XX Delay 0.5 LOS LOS YY Volume = volume out of the simulation ZZ Count = volume input from assignment sheet SS GEH A C A Council Meeting 17 June 16,

74 13/04/ Type 2-B PM Number of simulation runs 10 Intersection: University Avenue & Union Street West Vehicular Volumes Pedestrian Volumes 1 Cycle D D E B C C B B B C C F F F F F F C C B B B C C B F F F Bikes Queues NB WB SB EB Buses B D B 50th perc th th F Station C Rest of movement (buses) B F F A 0.0 LEGEND D A 2.5 XX Delay 0.7 LOS LOS YY Volume = volume out of the simulation ZZ Count = volume input from assignment sheet SS GEH A D B Council Meeting 17 June 16,

Council Meeting Number Addeds Tuesday, June 16, 2015

Council Meeting Number Addeds Tuesday, June 16, 2015 ouncil Meeting Number 2015-17 Addeds Tuesday, Page 1 of 3 The ommittee Of The Whole losed Meeting The consent of ouncil is requested for the addition the following item: f) Litigation or potential litigation,

More information

Evaluation and Changes to Pedestrian Priority Phase Signal (Scramble Crossing) at Bay Street and Bloor Street

Evaluation and Changes to Pedestrian Priority Phase Signal (Scramble Crossing) at Bay Street and Bloor Street PW2.2 STAFF REPORT ACTION REQUIRED Evaluation and Changes to Pedestrian Priority Phase Signal (Scramble Crossing) at Bay Street and Bloor Street Date: February 12, 2015 To: From: Public Works and Infrastructure

More information

Public Works and Infrastructure Committee. General Manager, Transportation Services

Public Works and Infrastructure Committee. General Manager, Transportation Services STAFF REPORT ACTION REQUIRED Extending the Bay Street Bicycle Lanes Date: May 16, 2013 To: From: Public Works and Infrastructure Committee General Manager, Transportation Services Wards: Toronto Centre

More information

Pedestrian Crossing Guidelines 2016

Pedestrian Crossing Guidelines 2016 Pedestrian Crossing Guidelines 2016 Engineering Services 1.0 Introduction and Background The City of Kingston s first Pedestrian Crossing Guidelines were approved by Council in 2008 in order to provide

More information

Toronto and East York Community Council. Director, Transportation Services, Toronto and East York District

Toronto and East York Community Council. Director, Transportation Services, Toronto and East York District No Turn on Red Regulations STAFF REPORT ACTION REQUIRED Date: June 1, 2010 To: From: Toronto and East York Community Council Director, Transportation Services, Toronto and East York District Wards: Trinity

More information

CITY OF KINGSTON REPORT TO COUNCIL. Report No.:

CITY OF KINGSTON REPORT TO COUNCIL. Report No.: CITY OF KINGSTON REPORT TO COUNCIL Report No.: 13-072 TO: FROM: RESOURCE STAFF: Mayor and Members of Council Jim Keech, President and CEO, Utilities Kingston Mark Van Buren, Director of Engineering DATE

More information

CITY OF OTTAWA ROADWAY MODIFICATION APPROVAL UNDER DELEGATED AUTHORITY

CITY OF OTTAWA ROADWAY MODIFICATION APPROVAL UNDER DELEGATED AUTHORITY RMA-2015-ATM-038 CITY OF OTTAWA ROADWAY MODIFICATION APPROVAL UNDER DELEGATED AUTHORITY DATE: April 22, 2015 SUBJECT Approval of Roadway Modifications Recommended through an Area Traffic Management Study

More information

Improving Cyclist Safety at the Dundas Street West and Sterling Road Intersection

Improving Cyclist Safety at the Dundas Street West and Sterling Road Intersection STAFF REPORT ACTION REQUIRED Improving Cyclist Safety at the Dundas Street West and Sterling Road Intersection Date: August 17, 2012 To: From: Wards: Reference Number: Public Works and Infrastructure Committee

More information

Purpose: Financial Implications and Impact Statement: It is estimated that the cost to implement:

Purpose: Financial Implications and Impact Statement: It is estimated that the cost to implement: Various Modifications Lower Jarvis Street and Lake Shore Boulevard East; Lower Jarvis Street, east side, between Lake Shore Boulevard East and The Esplanade - 45-77 Lower Jarvis Street; and Lower Jarvis

More information

TRAFFIC CALMING GUIDE FOR TORONTO CITY OF TORONTO TRANSPORTATION SERVICES DIVISION

TRAFFIC CALMING GUIDE FOR TORONTO CITY OF TORONTO TRANSPORTATION SERVICES DIVISION TRAFFIC CALMING GUIDE FOR TORONTO CITY OF TORONTO TRANSPORTATION SERVICES DIVISION CITY OF TORONTO TRANSPORTATION SERVICES DIVISION 2016 TRAFFIC CALMING GUIDE FOR TORONTO TABLE OF CONTENTS Introduction

More information

Having held a public hearing, that Council approve:

Having held a public hearing, that Council approve: 3. MODIFICATIONS TO MERIVALE ROAD FROM FALLOWFIELD ROAD TO OLD HIGHWAY 16 TO ACCOMMODATE THE GROWTH WITHIN THE SOUTH MERIVALE BUSINESS PARK - PUBLIC HEARING COMMITTEE RECOMMENDATIONS Having held a public

More information

CITY OF KINGSTON INFORMATION REPORT TO ENVIRONMENT, INFRASTRUCTURE & TRANSPORTATION POLICIES COMMITTEE Report No.: EITP

CITY OF KINGSTON INFORMATION REPORT TO ENVIRONMENT, INFRASTRUCTURE & TRANSPORTATION POLICIES COMMITTEE Report No.: EITP CITY OF KINGSTON INFORMATION REPORT TO ENVIRONMENT, INFRASTRUCTURE & TRANSPORTATION POLICIES COMMITTEE TO: FROM: RESOURCE STAFF: Chair and Members of Environment, Infrastructure & Transportation Policies

More information

2.0 LANE WIDTHS GUIDELINE

2.0 LANE WIDTHS GUIDELINE 2.0 LANE WIDTHS GUIDELINE Road Engineering Design Guidelines Version 2.0.1 May 2018 City of Toronto, Transportation Services City of Toronto Page 0 Background In early 2014, Transportation Services initiated

More information

4 DISRUPTION MANAGEMENT PLAN HIGHWAY 7 RAPIDWAY CONSTRUCTION BETWEEN BAYVIEW AVENUE AND WARDEN AVENUE TOWNS OF MARKHAM AND RICHMOND HILL

4 DISRUPTION MANAGEMENT PLAN HIGHWAY 7 RAPIDWAY CONSTRUCTION BETWEEN BAYVIEW AVENUE AND WARDEN AVENUE TOWNS OF MARKHAM AND RICHMOND HILL 4 DISRUPTION MANAGEMENT PLAN HIGHWAY 7 RAPIDWAY CONSTRUCTION BETWEEN BAYVIEW AVENUE AND WARDEN AVENUE TOWNS OF MARKHAM AND RICHMOND HILL The Transportation Services Committee recommends the adoption of

More information

Draft North Industrial Area-Wide Traffic Plan

Draft North Industrial Area-Wide Traffic Plan Summary of North Industrial and Hudson Bay Industrial Recommended Improvements Table 1. Summary of s Item Location 1 2 3 4 5 6 7 8 9 10 11 12 Millar Ave north of 51st St Super 8 Motel back lane 400 Block

More information

2. NORTEL CARLING CAMPUS EXPANSION - PROPOSED MODIFICATIONS TO MOODIE DRIVE (REGIONAL ROAD 59) AND HIGHWAY 417 INTERCHANGE

2. NORTEL CARLING CAMPUS EXPANSION - PROPOSED MODIFICATIONS TO MOODIE DRIVE (REGIONAL ROAD 59) AND HIGHWAY 417 INTERCHANGE 2. NORTEL CARLING CAMPUS EXPANSION - PROPOSED MODIFICATIONS TO MOODIE DRIVE (REGIONAL ROAD 59) AND HIGHWAY 417 INTERCHANGE COMMITTEE RECOMMENDATIONS AS AMENDED That Council approve: 1. The endorsement

More information

TRAFFIC IMPACT ANALYSIS

TRAFFIC IMPACT ANALYSIS TRAFFIC IMPACT ANALYSIS FOR THE CHAMPAIGN UNIT#4 SCHOOL DISTRICT PROPOSED HIGH SCHOOL (SPALDING PARK SITE) IN THE CITY OF CHAMPAIGN Final Report Champaign Urbana Urbanized Area Transportation Study 6/24/2014

More information

Minor Amendments to the Street and Traffic By-law 2849 and Skateboards in Protected Bike Lanes

Minor Amendments to the Street and Traffic By-law 2849 and Skateboards in Protected Bike Lanes ADMINISTRATIVE REPORT Report Date: October 31, 2017 Contact: Lon LaClaire Contact No.: 604.873.7336 RTS No.: 12241 VanRIMS No.: 08-2000-20 Meeting Date: November 15, 2017 TO: FROM: SUBJECT: Standing Committee

More information

2. Executing a legal agreement with respect to (1) above.

2. Executing a legal agreement with respect to (1) above. 3. INSTALLATION OF TRAFFIC CONTROL SIGNALS AT HUNT CLUB AND PAUL ANKA TO ACCOMMODATE THE DEVELOPMENT OF A GAS BAR, CONVENIENCE STORE AND CAR WASH COMMITTEE RECOMMENDATIONS That Council approve the installation

More information

Edgemont Village Traffic and Parking Technical Report January 2014

Edgemont Village Traffic and Parking Technical Report January 2014 Edgemont Village Traffic and Parking Technical Report January 2014 In the fall of 2013, the District of North Vancouver engaged consultants to assess existing intersection and parking conditions in Edgemont

More information

CITY OF HAMILTON PLANNING AND ECONOMIC DEVELOPMENT DEPARTMENT Transportation Planning and Parking Division

CITY OF HAMILTON PLANNING AND ECONOMIC DEVELOPMENT DEPARTMENT Transportation Planning and Parking Division CITY OF HAMILTON PLANNING AND ECONOMIC DEVELOPMENT DEPARTMENT Transportation Planning and Parking Division TO: Chair and Members Public Works Committee COMMITTEE DATE: June 18, 2018 SUBJECT/REPORT NO:

More information

ALLEY 24 TRAFFIC STUDY

ALLEY 24 TRAFFIC STUDY ALLEY 24 TRAFFIC STUDY in City of Frostburg, Maryland January 2013 3566 Teays Valley Road Hurricane, WV Office: (304) 397-5508 www.denniscorporation.com Alley 24 Traffic Study January 2013 Frostburg, Maryland

More information

Appendix A. Road Classification Review of Outstanding Issues and Proposed Classifications (All Wards) Staff Report Road Classification System

Appendix A. Road Classification Review of Outstanding Issues and Proposed Classifications (All Wards) Staff Report Road Classification System Appendix A Road Classification Review of Outstanding Issues and Proposed Classifications (All Wards) Staff Report 2000 A.1 of A.10 A.2 of A.10 STAFF REPORT January 26, 2000 To: From: Works Committee Barry

More information

3 TRAFFIC CONTROL SIGNAL TIMING AND SYNCHRONIZATION

3 TRAFFIC CONTROL SIGNAL TIMING AND SYNCHRONIZATION Report No. 8 of the Transportation Services Committee Regional Council Meeting of October 20, 2011 3 TRAFFIC CONTROL SIGNAL TIMING AND SYNCHRONIZATION The Transportation Services Committee recommends:

More information

OTTAWA TRAIN YARDS PHASE 3 DEVELOPMENT CITY OF OTTAWA TRANSPORTATION IMPACT STUDY. Prepared for:

OTTAWA TRAIN YARDS PHASE 3 DEVELOPMENT CITY OF OTTAWA TRANSPORTATION IMPACT STUDY. Prepared for: OTTAWA TRAIN YARDS PHASE 3 DEVELOPMENT CITY OF OTTAWA TRANSPORTATION IMPACT STUDY Prepared for: The Ottawa Train Yards Inc. 223 Colonnade Road South, Suite 212 Nepean, Ontario K2E 7K3 January 17, 2012

More information

Richmond-Adelaide Cycle Tracks

Richmond-Adelaide Cycle Tracks Public Drop-In Event Richmond-Adelaide Cycle Tracks June 25, 2018 12:00 p.m. 3:00 p.m. 4:30 p.m. 7:30 p.m. Metro Hall, Rotunda 55 John Street 1 Purpose of Event In Scope Communicate an update about the

More information

Rank #1 Highest Priority Intersection

Rank #1 Highest Priority Intersection Rank #1 Highest Priority Intersection Attachment 3: Proposed Interventions Pedestrian Safety City of Toronto s 10 Priority Intersections Sheppard Avenue East and Ambrose Road/Provost Drive Located in the

More information

Implementing Complete Streets in Ottawa. Project Delivery Process and Tools Complete Streets Forum 2015 October 1, 2015

Implementing Complete Streets in Ottawa. Project Delivery Process and Tools Complete Streets Forum 2015 October 1, 2015 Implementing Complete Streets in Ottawa October 1, 2015 The Essentials Complete Streets Implementation Framework will become part of the routine delivery of City transportation projects Approach uses every

More information

Public Information Centre

Public Information Centre WELCOME Public Information Centre Father Tobin Road Lougheed Middle School - Library Wednesday November 7, 2012 7:00 p.m.to 9:00 p.m. Please sign in Neighbourhood Traffic Calming Guide Background The City

More information

INDUSTRIAL BUILDING 1660 COMSTOCK ROAD CITY OF OTTAWA TRANSPORTATION OVERVIEW. Prepared for:

INDUSTRIAL BUILDING 1660 COMSTOCK ROAD CITY OF OTTAWA TRANSPORTATION OVERVIEW. Prepared for: INDUSTRIAL BUILDING 1660 COMSTOCK ROAD CITY OF OTTAWA TRANSPORTATION OVERVIEW Prepared for: Simluc Contractors Limited 2550 Blackwell Street, Ottawa K1B 5R1 October 18, 2013 113-584 Overview_1.doc D. J.

More information

5. MODIFICATIONS AT JEANNE D ARC BOULEVARD/REGIONAL ROAD 174 INTERCHANGE INTERSECTION - PUBLIC HEARING COMMITTEE RECOMMENDATION

5. MODIFICATIONS AT JEANNE D ARC BOULEVARD/REGIONAL ROAD 174 INTERCHANGE INTERSECTION - PUBLIC HEARING COMMITTEE RECOMMENDATION 5. MODIFICATIONS AT JEANNE D ARC BOULEVARD/REGIONAL ROAD 174 INTERCHANGE INTERSECTION - PUBLIC HEARING COMMITTEE RECOMMENDATION Having held a public hearing, that Council approve the preliminary designs

More information

10.0 CURB EXTENSIONS GUIDELINE

10.0 CURB EXTENSIONS GUIDELINE 10.0 CURB EXTENSIONS GUIDELINE Road Engineering Design Guidelines Version 1.0 March 2017 City of Toronto, Transportation Services City of Toronto Page 0 Background In early 2014, Transportation Services

More information

Simulation Analysis of Intersection Treatments for Cycle Tracks

Simulation Analysis of Intersection Treatments for Cycle Tracks Abstract Simulation Analysis of Intersection Treatments for Cycle Tracks The increased use of cycle tracks also known as protected bike lanes has led to investigations of how to accommodate them at intersections.

More information

APPENDIX 2 LAKESHORE ROAD TRANSPORTATION REVIEW STUDY EXECUTIVE SUMMARY

APPENDIX 2 LAKESHORE ROAD TRANSPORTATION REVIEW STUDY EXECUTIVE SUMMARY APPENDIX 2 LAKESHORE ROAD TRANSPORTATION REVIEW STUDY EXECUTIVE SUMMARY Appendix 2 City of Mississauga Lakeshore Road FINAL REPORT Transportation Review Study December 2010 EXECUTIVE SUMMARY Study Purpose

More information

TRANSPORTATION ANALYSIS REPORT US Route 6 Huron, Erie County, Ohio

TRANSPORTATION ANALYSIS REPORT US Route 6 Huron, Erie County, Ohio TRANSPORTATION ANALYSIS REPORT US Route 6 Huron, Erie County, Ohio December 12, 2012 Prepared for: The City of Huron 417 Main Huron, OH 44839 Providing Practical Experience Technical Excellence and Client

More information

The Corporation of the City of Sarnia. School Crossing Guard Warrant Policy

The Corporation of the City of Sarnia. School Crossing Guard Warrant Policy The Corporation of the City of Sarnia School Crossing Guard Warrant Policy Table of Contents Overview And Description... 2 Role of the School Crossing Guard... 2 Definition of a Designated School Crossing...

More information

Chapter 16: Traffic and Parking A. INTRODUCTION

Chapter 16: Traffic and Parking A. INTRODUCTION Chapter 6: Traffic and Parking A. ITRODUCTIO This chapter examines the potential traffic and parking impacts of the proposed Fresh Kills Park roads. The analysis of transit and pedestrians is presented

More information

Harbord Street and Hoskin Avenue Bicycle Lane Upgrades

Harbord Street and Hoskin Avenue Bicycle Lane Upgrades STAFF REPORT ACTION REQUIRED and Bicycle Lane Upgrades Date: April 22, 2014 To: From: Wards: Reference Number: Public Works and Infrastructure Committee General Manager, Transportation Services 19 and

More information

Transportation Impact Study for Abington Terrace

Transportation Impact Study for Abington Terrace Transportation Impact Study for Abington Terrace Abington Township, Montgomery County, PA Sandy A. Koza, P.E., PTOE PA PE License Number PE059911 Prepared by McMahon Associates, Inc. 425 Commerce Drive,

More information

Welcome. If you have any questions or comments on the project, please contact:

Welcome. If you have any questions or comments on the project, please contact: Welcome This drop-in public open house is intended to provide information about the Bay Street bike lanes project. This project proposes a dedicated cycling facility along Bay Street between Aberdeen Avenue

More information

REPORT CONCURRENCE. City Manager. The General Manager concurs with the recommendation of this report.

REPORT CONCURRENCE. City Manager. The General Manager concurs with the recommendation of this report. COUNCIL REPORT Report No. ENG 08-018 Executive Committee Date: May 0, 018 File No: 5400-1 To: From: Subject: Mayor and Council Purvez Irani, Senior Transportation Engineer Bluejay Street Road Improvements

More information

Traffic Control Signals Review 4325 McCowan Road

Traffic Control Signals Review 4325 McCowan Road REPORT FOR ACTION Traffic Control Signals Review 4325 McCowan Road Date: March 15, 2018 To: Scarborough Community Council From: Director, Transportation Services, Scarborough District Wards: Ward 41 Scarborough

More information

As the Toronto Transit Commission (TTC) operates a transit service on Avenue Road, City Council approval of this report is required.

As the Toronto Transit Commission (TTC) operates a transit service on Avenue Road, City Council approval of this report is required. REPORT FOR ACTION Corridor Safety Review - Avenue Road Date: September 27, 2017 To: Toronto and East York Community Council From: Acting Director, Transportation Services, Toronto and East York District

More information

Corporate. Report COUNCIL DATE: May 25, 1998 NO: R1500 REGULAR COUNCIL. TO: Mayor & Council DATE: April 27, 1998

Corporate. Report COUNCIL DATE: May 25, 1998 NO: R1500 REGULAR COUNCIL. TO: Mayor & Council DATE: April 27, 1998 R1500 : Traffic Safety at 25 Avenue and 128 Street Intersection Corporate NO: R1500 Report COUNCIL DATE: May 25, 1998 REGULAR COUNCIL TO: Mayor & Council DATE: April 27, 1998 FROM: General Manager, Engineering

More information

MEETING FACILITY 2901 GIBFORD DRIVE CITY OF OTTAWA TRANSPORTATION BRIEF. Prepared for: Holiday Inn Express 2881 Gibford Drive Ottawa, ON K1V 2L9

MEETING FACILITY 2901 GIBFORD DRIVE CITY OF OTTAWA TRANSPORTATION BRIEF. Prepared for: Holiday Inn Express 2881 Gibford Drive Ottawa, ON K1V 2L9 MEETING FACILITY 2901 GIBFORD DRIVE CITY OF OTTAWA TRANSPORTATION BRIEF Prepared for: Holiday Inn Express 2881 Gibford Drive Ottawa, ON K1V 2L9 December 18, 2012 112-566 Brief_1.doc D. J. Halpenny & Associates

More information

QUICKIE C STORE AND GAS BAR 1780 HERON ROAD OTTAWA, ONTARIO TRANSPORTATION BRIEF. Prepared for:

QUICKIE C STORE AND GAS BAR 1780 HERON ROAD OTTAWA, ONTARIO TRANSPORTATION BRIEF. Prepared for: QUICKIE C STORE AND GAS BAR 1780 HERON ROAD OTTAWA, ONTARIO TRANSPORTATION BRIEF Prepared for: Quickie Convenience Stores Larny Holdings Ltd. c/o PBC Group April 15, 2015 115-615 Report_1.doc D. J. Halpenny

More information

8 PROPOSED ROUNDABOUT DUFFERIN STREET AND KING VAUGHAN ROAD INTERSECTION CITY OF VAUGHAN

8 PROPOSED ROUNDABOUT DUFFERIN STREET AND KING VAUGHAN ROAD INTERSECTION CITY OF VAUGHAN 8 PROPOSED ROUNDABOUT DUFFERIN STREET AND KING VAUGHAN ROAD INTERSECTION CITY OF VAUGHAN The Transportation Services Committee recommends the adoption of the recommendation contained in the following report

More information

Cycle Track Design Best Practices Cycle Track Sections

Cycle Track Design Best Practices Cycle Track Sections Design Best Practices Sections It is along street segments where the separation and protection methods of cycle tracks offer more comfort than conventional bicycle lanes, and are more attractive to a wide

More information

Clay Street Realignment Project Traffic Study

Clay Street Realignment Project Traffic Study Final Clay Street Realignment Project Traffic Study November 24, 2009 Prepared for: City of Placerville RS07-2466 2990 Lava Ridge Court, Suite 200 Roseville, CA 95661 (916) 773-1900 Fax (916) 773-2015

More information

Broad Street Bicycle Boulevard Design Guidelines

Broad Street Bicycle Boulevard Design Guidelines Broad Street Bicycle Boulevard Design Guidelines Building from the strategies introduced in the 2013 Bicycle Transportation Plan and community input received thus far, City Transportation Staff have identified

More information

Coquitlam Cross-town Bike Route Improving Bicycle Facilities in a Mature Suburban Environment

Coquitlam Cross-town Bike Route Improving Bicycle Facilities in a Mature Suburban Environment Coquitlam Cross-town Bike Route Improving Bicycle Facilities in a Mature Suburban Environment Sarah Rocchi, Vice-President, Projects, Opus International Consultants (Main Presenter) Catherine Mohoruk,

More information

Bicycle Traffic Control Signal - St. Clair Avenue West and Poplar Plains Road

Bicycle Traffic Control Signal - St. Clair Avenue West and Poplar Plains Road PW17.11 REPORT FOR ACTION Bicycle Traffic Control Signal - St. Clair Avenue West and Poplar Plains Road Date: November 4, 2016 To: Public Works and Infrastructure Committee From: Acting General Manager,

More information

WEST AND SOUTH WEST RING ROAD DOWNSTREAM TRAFFIC IMPACTS

WEST AND SOUTH WEST RING ROAD DOWNSTREAM TRAFFIC IMPACTS Page 1 of 9 EXECUTIVE SUMMARY Alberta Transportation ( AT ) is preparing to construct the final sections of the Calgary Ring Road. This includes the South West Ring Road ( SWRR ) (from Lott Creek Blvd

More information

EMPHASIS AREA 1: PEDESTRIANS

EMPHASIS AREA 1: PEDESTRIANS EMPHASIS AREA 1: PEDESTRIANS A pedestrian is seriously injured or killed every 3 days on Toronto s roads. Pedestrian collisions involve any person that is not riding in a vehicle or on a bicycle. 26% OF

More information

Mission Bay Loop (MBL) Public Meeting

Mission Bay Loop (MBL) Public Meeting Mission Bay Loop (MBL) Public Meeting La Scuola Internazionale di San Francisco, November 18, 2014 Frequently Asked Questions 1. When would construction have to start before the SFMTA loses TIGER funds?

More information

Chapter 3 DESIGN SPECIFICATIONS

Chapter 3 DESIGN SPECIFICATIONS Brampton PathWays Planning and Design Guidelines 27 Chapter 3 DESIGN SPECIFICATIONS 3.1 CLASS 1 MULTI-USE PATH Off-road multi-use trails are the backbone of the Brampton PathWays Network. They are typically

More information

MEMORANDUM. Charlotte Fleetwood, Transportation Planner

MEMORANDUM. Charlotte Fleetwood, Transportation Planner MEMORANDUM Date: Updated August 22, 2017 To: Organization: Charlotte Fleetwood, Transportation Planner Boston Transportation Department From: Jason DeGray, P.E., PTOE, Regional Director of Engineering

More information

METHODOLOGY. Signalized Intersection Average Control Delay (sec/veh)

METHODOLOGY. Signalized Intersection Average Control Delay (sec/veh) Chapter 5 Traffic Analysis 5.1 SUMMARY US /West 6 th Street assumes a unique role in the Lawrence Douglas County transportation system. This principal arterial street currently conveys commuter traffic

More information

Pedestrian Crosswalk Audit

Pedestrian Crosswalk Audit 1200, Scotia Place, Tower 1 10060 Jasper Avenue Edmonton, Alberta T5J 3R8 edmonton.ca/auditor Pedestrian Crosswalk Audit June 19, 2017 The conducted this project in accordance with the International Standards

More information

MEDICAL/OFFICE BUILDING 1637 BANK STREET OTTAWA, ONTARIO TRANSPORTATION OVERVIEW. Prepared for:

MEDICAL/OFFICE BUILDING 1637 BANK STREET OTTAWA, ONTARIO TRANSPORTATION OVERVIEW. Prepared for: MEDICAL/OFFICE BUILDING 1637 BANK STREET OTTAWA, ONTARIO TRANSPORTATION OVERVIEW Prepared for: 2434984 Ontario Inc. 13-5510 Canotek Road Ottawa, Ontario K1J 9J5 June 4, 2015 115-613 Report_2.doc D. J.

More information

1. Provide a dedicated westbound approach bus lane at the intersection;

1. Provide a dedicated westbound approach bus lane at the intersection; 3. MODIFICATIONS AT HIGHWAY 417 WESTBOUND OFF-RAMP/PINCREST ROAD - PUBLIC HEARING COMMITTEE RECOMMENDATIONS Having held a public hearing, that Council approve the preliminary design for the proposed modifications

More information

Transportation Impacts: Toronto York Spadina Subway Extension

Transportation Impacts: Toronto York Spadina Subway Extension STAFF REPORT ACTION REQUIRED Transportation Impacts: Toronto York Spadina Subway Extension Date: June 6, 2011 To: From: Wards: Reference Number: North York Community Council Director, Transportation Services

More information

Southwest Bus Rapid Transit (SW BRT) Functional Planning Study - Executive Summary January 19 LPT ATTACHMENT 2.

Southwest Bus Rapid Transit (SW BRT) Functional Planning Study - Executive Summary January 19 LPT ATTACHMENT 2. Southwest Bus Rapid Transit (SW BRT) Functional Planning Study - Executive Summary 2011 January 19 1 of 19 Introduction This executive summary presents the results of the Southwest Bus Rapid Transit (SW

More information

CITY OF WEST KELOWNA COUNCIL POLICY MANUAL

CITY OF WEST KELOWNA COUNCIL POLICY MANUAL CITY OF WEST KELOWNA COUNCIL POLICY MANUAL Page 1 of 7 DEPARTMENT: Engineering Services SUBJECT: Traffic Calming Policy (Revised June 6, 2017) Policy Statement: The provision of traffic calming measures

More information

PEDESTRIAN ACTION PLAN

PEDESTRIAN ACTION PLAN ATTACHMENT 2 CITY OF SANTA MONICA PEDESTRIAN ACTION PLAN CITY OF SANTA MONICA PEDESTRIAN ACTION PLAN This page intentionally left blank EXECUTIVE SUMMARY CHAPTER 1 EXECUTIVE SUMMARY Setting the Stage

More information

OFFICE/RETAIL DEVELOPMENT 1625 BANK STREET OTTAWA, ONTARIO TRANSPORTATION BRIEF. Prepared for: Canada Inc.

OFFICE/RETAIL DEVELOPMENT 1625 BANK STREET OTTAWA, ONTARIO TRANSPORTATION BRIEF. Prepared for: Canada Inc. OFFICE/RETAIL DEVELOPMENT 1625 BANK STREET OTTAWA, ONTARIO TRANSPORTATION BRIEF Prepared for: 9402209 Canada Inc. December 15, 2015 115-625 Report_2.doc D. J. Halpenny & Associates Ltd. Consulting Transportation

More information

WELCOME Public Information Centre

WELCOME Public Information Centre WELCOME Public Information Centre Fernforest Drive Brampton Soccer Centre Community Room #2 Tuesday January 19, 2016 6:30 p.m.to 9:00 p.m. Please sign in Neighbourhood Traffic Calming Guide Background

More information

Forest Hills Improvement Initiative

Forest Hills Improvement Initiative Forest Hills Improvement Initiative Transportation Action Plan Short Term Recommendations ONLY Final Draft as of April 30, 2008 For Community Review and Feedback Prepared for: The City of Boston Boston

More information

Traffic Control Signals - Cosburn Avenue and Cedarvale Avenue

Traffic Control Signals - Cosburn Avenue and Cedarvale Avenue REPORT FOR ACTION Traffic Control Signals - Cosburn Avenue and Cedarvale Avenue Date: April 24, 2017 To: Toronto and East York Community Council From: Acting Director, Transportation Services, Toronto

More information

Traffic Safety Plan Second Avenue

Traffic Safety Plan Second Avenue Traffic Safety Plan Second Avenue April 2017 City of Greater Sudbury Roads & Transportation Services Division Overview Overview... 2 1.0 Project Overview... 4 2.0 Pedestrian Safety... 4 2.1 Current Infrastructure...

More information

to the Public Information Centre for the Downtown Traffic Study

to the Public Information Centre for the Downtown Traffic Study to the Public Information Centre for the Downtown Traffic Study City of Sault Ste. Marie July 25, 2018 Purpose of Study Determine if changes to one-way corridors can enhance downtown s character and spaces

More information

9 Leeming Drive Redevelopment Ottawa, ON Transportation Brief. Prepared By: Stantec Consulting Ltd.

9 Leeming Drive Redevelopment Ottawa, ON Transportation Brief. Prepared By: Stantec Consulting Ltd. 9 Leeming Drive Redevelopment Ottawa, ON Transportation Brief Prepared By: Stantec Consulting Ltd. TIA GUIDELINES CHECKLIST Report Context Municipal Address Comment: Section 1.1 Location relative to major

More information

HILTON GARDEN INN HOTEL HOTEL EXPANSION 2400 ALERT ROAD, OTTAWA TRANSPORTATION BRIEF. Prepared for:

HILTON GARDEN INN HOTEL HOTEL EXPANSION 2400 ALERT ROAD, OTTAWA TRANSPORTATION BRIEF. Prepared for: HILTON GARDEN INN HOTEL HOTEL EXPANSION 2400 ALERT ROAD, OTTAWA TRANSPORTATION BRIEF Prepared for: Bona Building & Management Co. Ltd. Place Vanier, 333 North River Road Vanier, Ontario K1L 8B9 October

More information

Complete Street Analysis of a Road Diet: Orange Grove Boulevard, Pasadena, CA

Complete Street Analysis of a Road Diet: Orange Grove Boulevard, Pasadena, CA Complete Street Analysis of a Road Diet: Orange Grove Boulevard, Pasadena, CA Aaron Elias, Bill Cisco Abstract As part of evaluating the feasibility of a road diet on Orange Grove Boulevard in Pasadena,

More information

CITY OF LOS ANGELES INTER-DEPARTMENTAL MEMORANDUM

CITY OF LOS ANGELES INTER-DEPARTMENTAL MEMORANDUM CITY OF LOS ANGELES INTER-DEPARTMENTAL MEMORANDUM Date: April 1, 219 To: Honorable City Council c/o City Clerk, Room 395, City Hall Attention: Honorable Mike Bonin, Chair, Transportation Committee From:

More information

INDUSTRIAL BUILDING 3009 HAWTHORNE ROAD CITY OF OTTAWA TRANSPORTATION OVERVIEW REVISED. Prepared for: Canada Inc.

INDUSTRIAL BUILDING 3009 HAWTHORNE ROAD CITY OF OTTAWA TRANSPORTATION OVERVIEW REVISED. Prepared for: Canada Inc. INDUSTRIAL BUILDING 3009 HAWTHORNE ROAD CITY OF OTTAWA TRANSPORTATION OVERVIEW REVISED Prepared for: 7849648 Canada Inc. Octiober 1, 2015 114-598 Overview_2.doc D. J. Halpenny & Associates Ltd. Consulting

More information

102 Avenue Corridor Review

102 Avenue Corridor Review February 26, 2015 102 Avenue Corridor Review Transportation Association of Canada Road Safety Engineering Award Submission for the City of Edmonton Introduction Transportation Association of Canada Road

More information

EUCLID AVENUE PARKING STUDY CITY OF SYRACUSE, ONONDAGA COUNTY, NEW YORK

EUCLID AVENUE PARKING STUDY CITY OF SYRACUSE, ONONDAGA COUNTY, NEW YORK EUCLID AVENUE PARKING STUDY CITY OF SYRACUSE, ONONDAGA COUNTY, NEW YORK CITY OF SYRACUSE DEPARTMENT OF PUBLIC WORKS 1200 CANAL STREET EXTENSION SYRACUSE, NEW YORK 13210 DRAFT REPORT DATE: November 13,

More information

HENDERSON DEVELOPMENT 213, 217, 221, 221 ½, 223 HENDERSON AVENUE and 65 TEMPLETON STREET OTTAWA, ONTARIO TRANSPORTATION OVERVIEW.

HENDERSON DEVELOPMENT 213, 217, 221, 221 ½, 223 HENDERSON AVENUE and 65 TEMPLETON STREET OTTAWA, ONTARIO TRANSPORTATION OVERVIEW. HENDERSON DEVELOPMENT 213, 217, 221, 221 ½, 223 HENDERSON AVENUE and 65 TEMPLETON STREET OTTAWA, ONTARIO TRANSPORTATION OVERVIEW Prepared for: 2294170 Ontario Inc. February 2, 2017 117-652 Report_1.doc

More information

Tonight is for you. Learn everything you can. Share all your ideas.

Tonight is for you. Learn everything you can. Share all your ideas. Strathcona Neighbourhood Renewal Draft Concept Design Tonight is for you. Learn everything you can. Share all your ideas. What is Neighbourhood Renewal? Creating a design with you for your neighbourhood.

More information

Road Alterations - Wellington Street East, Church Street, and Front Street Intersection

Road Alterations - Wellington Street East, Church Street, and Front Street Intersection REPORT FOR ACTION Road Alterations - Wellington Street, Church Street, and Front Street Intersection Date: November 1, 2016 To: Toronto and York Community Council From: Director, Public Realm Section,

More information

Governance and Priorities Committee Report For the July 2, 2015 Meeting

Governance and Priorities Committee Report For the July 2, 2015 Meeting CITY OF VICTORIA For the July 2, 2015 Meeting To: Governance and Priorities Committee Date: From: Subject: Brad Dellebuur, A/Assistant Director, Transportation and Parking Services Executive Summary The

More information

TRAFFIC ACTION PLAN. Laurie Meadows Neighborhood CITY OF SAN MATEO

TRAFFIC ACTION PLAN. Laurie Meadows Neighborhood CITY OF SAN MATEO TRAFFIC ACTION PLAN Laurie Meadows Neighborhood CITY OF SAN MATEO Draft January 2017 Table of Contents Introduction... 2 The Traffic Forum Process... 5 Neighborhood Traffic Issues... 7 Neighborhood Recommendations

More information

Town of Mooresville, North Carolina Neighborhood Traffic Calming and Control Device Policy

Town of Mooresville, North Carolina Neighborhood Traffic Calming and Control Device Policy Town of Mooresville, North Carolina Neighborhood Traffic Calming and Control Device Policy Adopted January 6, 2014 Town of Mooresville Development Services Department TOWN OF MOORESVILLE NEIGHBORHOOD TRAFFIC

More information

REPORT. Engineering and Construction Department

REPORT. Engineering and Construction Department REPORT COMMUNITY SERVICES COMMITTEE MEETING DATE: JUNE 11, 2013 FROM: Engineering and Construction Department DATE: May 24, 2013 SUBJECT: Great Lakes Boulevard Mini Roundabout LOCATION: Great Lakes Boulevard

More information

Active Transportation Facility Glossary

Active Transportation Facility Glossary Active Transportation Facility Glossary This document defines different active transportation facilities and suggests appropriate corridor types. Click on a facility type to jump to its definition. Bike

More information

D.13 Transportation and Traffic

D.13 Transportation and Traffic This section addresses transportation and traffic issues and impacts related to the Proposed Project. Section D.13.1 provides a description of the affected environment for the Proposed Project. Applicable

More information

Traffic Impact Analysis Chatham County Grocery Chatham County, NC

Traffic Impact Analysis Chatham County Grocery Chatham County, NC Chatham County Grocery Chatham County, NC TABLE OF CONTENTS 1. INTRODUCTION... 1 1.1. Location and Study Area... 1 1.2. Proposed Land Use and Access... 2 1.3. Adjacent Land Uses... 2 1.4. Existing ways...

More information

Co-ordinator Transportation Committee. Director, Mobility Services and Corporate Fleet Services Environment and Transportation Department

Co-ordinator Transportation Committee. Director, Mobility Services and Corporate Fleet Services Environment and Transportation Department 28 REGIONAL MUNICIPALITY OF OTTAWA-CARLETON MUNICIPALITÉ RÉGIONALE D OTTAWA-CARLETON REPORT RAPPORT Our File/N/Réf. Your File/V/Réf. 25 23-97-R016 DATE 15 April 1997 TO/DEST. FROM/EXP. SUBJECT/OBJET Co-ordinator

More information

South Albion-Bolton Community Plan North Hill Supermarket Transportation Study Part B: Evaluation of Alternatives

South Albion-Bolton Community Plan North Hill Supermarket Transportation Study Part B: Evaluation of Alternatives Community Plan North Hill Supermarket Transportation Study Part B: Evaluation of Alternatives Prepared for: The Town of Caledon August 9 Transportation Solutions Ltd. 43 Forest Road Cambridge, ON N1S 3B4

More information

Joe Rocca P.Eng., Traffic and Asset Management Supervisor. Review for Proposed Kingsway Sports and Entertainment Complex, City of Greater Sudbury

Joe Rocca P.Eng., Traffic and Asset Management Supervisor. Review for Proposed Kingsway Sports and Entertainment Complex, City of Greater Sudbury LETTER REPORT TO: Joe Rocca P.Eng., Traffic and Asset Management Supervisor FROM: Brett Sears and Ubaid Ali, WSP SUBJECT: Review for Proposed Kingsway Sports and Entertainment Complex, City of Greater

More information

URBAN QUARRY HEADQUARTERS 2717 STEVENAGE DRIVE CITY OF OTTAWA TRANSPORTATION OVERVIEW. Prepared for: Urban Quarry 4123 Belgreen Drive, Ottawa K1G 3N2

URBAN QUARRY HEADQUARTERS 2717 STEVENAGE DRIVE CITY OF OTTAWA TRANSPORTATION OVERVIEW. Prepared for: Urban Quarry 4123 Belgreen Drive, Ottawa K1G 3N2 URBAN QUARRY HEADQUARTERS 2717 STEVENAGE DRIVE CITY OF OTTAWA TRANSPORTATION OVERVIEW Prepared for: Urban Quarry 4123 Belgreen Drive, Ottawa K1G 3N2 February 27, 2014 113-584 Overview_1.doc D. J. Halpenny

More information

Terwillegar Drive Expressway Draft Concept Plan

Terwillegar Drive Expressway Draft Concept Plan Terwillegar Drive Expressway Draft Concept Plan Anthony Henday Drive to Whitemud Drive November 28 5:00-8:00 p.m. December 1 10:00 a.m. - 3:00 p.m. Let s Talk Today you can: Learn about the new direction

More information

DEPARTMENT OF ENVIRONMENTAL SERVICES. North Harrison Street (Lee Highway to Little Falls Road) Comparative Analysis. Prepared for:

DEPARTMENT OF ENVIRONMENTAL SERVICES. North Harrison Street (Lee Highway to Little Falls Road) Comparative Analysis. Prepared for: DEPARTMENT OF ENVIRONMENTAL SERVICES North Harrison Street (Lee Highway to Little Falls Road) Comparative Analysis Prepared for: Arlington County Department of Environmental Services 2100 Clarendon Boulevard,

More information

University of Victoria Campus Cycling Plan Terms of Reference. 1.0 Project Description

University of Victoria Campus Cycling Plan Terms of Reference. 1.0 Project Description University of Victoria Campus Cycling Plan Terms of Reference 1.0 Project Description The Campus Cycling Plan, a first for the University, will provide a comprehensive and coordinated approach to support

More information

CITY OF WEST LAKE HILLS. Forest View Neighborhood Traffic Calming Study

CITY OF WEST LAKE HILLS. Forest View Neighborhood Traffic Calming Study CITY OF WEST LAKE HILLS 901 South Mopac Expressway Building V, Suite 220 Austin, Texas 78746 Texas P.E. Firm Registration No. F-929 Klotz Associates Final Report Submittal: March 20, 2015 Revised Final

More information

Arlington Public Schools Thomas Jefferson Site Evaluation Transportation Networks. Thomas Jefferson Working Group Meeting #6 November 10, 2014

Arlington Public Schools Thomas Jefferson Site Evaluation Transportation Networks. Thomas Jefferson Working Group Meeting #6 November 10, 2014 Arlington Public Schools Thomas Jefferson Site Evaluation Transportation Networks Thomas Jefferson Working Group Meeting #6 November 10, 2014 2 3 INTRODUCTION 4 Goal of our work: Identify and assess multi-modal

More information

Meadow Woods Elementary School

Meadow Woods Elementary School Drag and drop pic and stretch/crop to the limits of the blue rectangle (delete this text box) Meadow Woods Elementary School Drag and drop pic and stretch/crop to the limits of the blue rectangle (delete

More information

CHAPTER 1 STANDARD PRACTICES

CHAPTER 1 STANDARD PRACTICES CHAPTER 1 STANDARD PRACTICES OBJECTIVES 1) Functions and Limitations 2) Standardization of Application 3) Materials 4) Colors 5) Widths and Patterns of Longitudinal Pavement Marking Lines 6) General Principles

More information

Appendix A: Crosswalk Policy

Appendix A: Crosswalk Policy Appendix A: Crosswalk Policy Appendix A: Crosswalk Policy Introduction This citywide Crosswalk Policy is aimed at improving pedestrian safety and enhancing pedestrian mobility by providing a framework

More information