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Final Report Feb. 2002

Glebe Traffic Plan 2001 - DRAFT

May 16, 2001

The final report will be considered at a community open house TBA in the Fall.

Bronson Avenue Corridor
Queen Elizabeth Drive Transfer
Rest of Glebe
Area 1: Dows Lake
Area 2: Southwest Glebe
Area 3: Glebe West
Area 4: Northwest Glebe
Area 5: Bank Street
Area 6: Southeast Glebe
Area 7: Northeast Glebe

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

• Priority within the neighbourhood shall be given to the safety and comfort of pedestrians, cyclists and residents.
• Traffic flowing through the Glebe shall be largely restricted to arterial roads in such a way as to minimize its effect on the neighbourhood and its core shopping and community facilities.
• The existing restrictions on entry and flow within the neighbourhood shall be maintained and enhanced.
• While entry and egress by Glebe residents will necessarily be affected by the measures set out in the plan, measures shall distribute such effects as equitably as possible consistent with the overall objective of restricting traffic flow through the community.

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

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

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

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

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

The Glebe Traffic Plan 2001 is organized around three distinct, but related, problem sets – (1) the Bronson Avenue Corridor, (2) the Queen Elizabeth Drive (QED) "transfer" and (3) the "rest of Glebe" (ROG). While the last category was considered as ‘one’ problem area for the purposes of identifying community-wide issues requiring a common treatment, it was further broken down geographically to allow the Committee to address localized problems and propose appropriate corrective measures. These are: Area 1: Dows Lake (bounded by QED, Carling and Bronson); Area 2: Southwest Glebe (bounded by Fifth, Bronson, QED and Bank); Area 3: Glebe west (bounded by Fourth, Bronson, Glebe and Bank); Area 4: Northwest Glebe (bounded by Clemow, Bronson, Chamberlain and Bank); Area 5: Bank Street (canal to Queensway); Area 6: Southeast Glebe (bounded by Bank, Glebe/First and QED); and Area 7: Northeast Glebe (bounded by Bank, Isabella, QED and Linden Terrace/Clemow)

The elaboration of the Glebe Traffic Plan 2001 was guided by the objectives and principles set out above. Building on these, the Committee first envisaged each problem area in terms of the intended effect of any proposed improvements, before moving on to identify the proposals themselves. The Glebe traffic plan proposes measures to manage existing traffic; it was beyond the scope of its terms of reference to address broader issues of overall transportation demand management and its effects on the quality of life in the inner city. However, the community wishes to express its concurrence with the findings and recommendations of the Airport Parkway Extended Traffic Impact Study (APETIS) Steering Committee Report, particularly those encouraging the use of more community-friendly modes of transportation, for example, light rail. (See Appendix A).

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

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

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

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

Our plan will focus improvements first on streets with the greatest problems so as to ensure that solutions do not simply shift the problem elsewhere.

Our plan recognizes and accounts for all emergency vehicles and public transport and restrictions proposed in any of the recommendations contained herein are exclusive to aforemantioned.

Bronson Avenue Corridor:

Problem definition:

• Bronson Avenue is now used primarily as a express link between communities in the south end of the region and the Queensway, downtown, and the bridges to the Outouais. Enhanced access to the Airport Parkway has increased the volume of traffic on Bronson which, in turn, has increased the number commuters using local residential streets to bypass the congestion.
• The volume and excessive speed of traffic on Bronson now constitutes a significant barrier separating Dow’s Lake from the Glebe.
• Aggressive and inconsiderate drivers run through intersections, ignoring signals and endangering those crossing – particularly children, older people and the disabled. Close proximity to fast, dense traffic is menacing to pedestrians and cyclists, inhibiting the use of these environmentally friendly, community sustaining modes of transportation.

Community Vision/Desired State

• Bronson is the route visitors take from the airport into the City centre. In our campaign to position Ottawa as a desirable location for new investment, Bronson will again become a green and stately avenue.
• Bronson will deliver commuters and other drivers into the centre of town easily but in a manner that is both controlled (using the designated arterials) and safe.
• Dow’s Lake and the Glebe form a single, contiguous, integrated community. Bronson is primarily a residential street, the scale and ambience of which should be consistent with the rest of the neighbourhood. Bronson should not constitute a barrier to movement between the two neighbourhoods.
• The realization of our vision calls for measures that will allow Bronson to continue to offer access to the downtown while at the same time enhancing the safety and comfort of all users and the adjacent neighbourhoods.

Recommendations

Safety:

Speed

• Reduce existing speed limits along Bronson to 60 kph at the Dunbar Bridge, to 50 kph at Sunnyside and to 40 kph at the Bronson Bridge.
• Lift restrictions on off-peak parking.
• Install, from time to time, a visible, speed-feedback monitor on or near the Bronson Bridge.
• Adjust the signalization cycles at intersections to support the above-noted speed limits.
• Mark pedestrian crossings with permanent acrylic zebra stripes.

Intersections

• Adjust traffic signal cycles to provide more opportunity for pedestrians to cross at Holmwood, Fifth and Carling Avenues.
• Install red light cameras at Fifth Avenue intersection, in addition to the one at Carling Avenue, to inhibit drivers running red lights.
• Install photo radar cameras at Fifth Avenue intersection, in addition to the one at Carling Avenue, to inhibit drivers running red lights.
• Install a new traffic light at the intersection of Bronson and Findlay Avenues.
• Install a traffic lights at the optimal location between Fifth Avenue and Carling Avenue to facilitate pedestrian crossing.
• Install an audible signal at Fifth and Bronson.

Traffic Management

Reduce cut-through traffic

• During a.m. peak, prohibit right turns from Bronson northbound, between Bronson Bridge and Chamberlain Avenue. (Suggest same restriction at Sunnyside.)
• During a.m. peak, prohibit left turns from Bronson northbound at Madawaska and Kippewa.
• Prohibit left turns from Bronson northbound onto Sunset (24/7).

Sense of Neighbourhood - Streetscaping

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

Queen Elizabeth Drive Transfer

Problem Definition

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

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

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

Clearly, the weekday, peak hour volume on these residential streets is excessive and unacceptable; more than 1000 vehicles currently travel the Findlay, Broadway, Torrington leg between 7 and 9 a.m..

The situation is aggravated further by the behaviour of the drivers, many of whom travel too fast, fail to respect stop signs and are often rude.

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

Community Vision/Desired State

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

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

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

Recommendations

Volume:

• Prohibit right turns from Bronson northbound during the a.m. peak, will significantly reduce volume. (See Bronson Corridor recommendations)
• Eliminate the third (dedicated turning) northbound lane over the Bronson Bridge.
• Install a traffic signal at the intersection of Bronson and Findlay Avenues.
• Reconstruct the intersection of Bronson and Findlay Avenues to reduce turning radii.

Behaviour:

• Post more explicit and larger signage on the Bronson Bridge indicating that drivers are now on a residential street and now entering a residential neighbourhood.
• Subject taxi and other commercial drivers to special restrictions/penalties with respect to traffic infractions.

Speed:

• Install a sign on the Bronson Bridge warning drivers to "be prepared to stop".
• Install speed humps on Broadway Avenue, Findlay and Torrington Avenues between Bronson Avenue and the QED.
• As for all residential streets in the Glebe, limit speed on Broadway, Findlay and Torrington Avenues to 40 km/h, with advisory that recommended speed is 30 knm/h
• Allow parking on both sides of Broadway Avenue.
• Introduce staggered parking on Findlay.

Rest of Glebe

Problem definition:

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

Community Vision/Desired State

• Cars on residential streets will be principally local traffic or will belong to people visiting residents.
• Drivers on local streets will behave civilly and respectfully and will travel at a pace that does not threaten pedestrians or compromise the quality of life of residents.
• Sidewalks will be wide enough for people to pass comfortably and designed and maintained so that they may be walked on safely in all weather conditions.

Community-wide Recommendations:

• Set speed limit on all streets to 40 km/h, as per provincial regulations.
• All-way stops introduced at all intersections along Lyon, Percy, Chrysler, and O’Connor, within the Glebe.

Area 1: Dows Lake (bounded by QED, Carling and Bronson)

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

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

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

Problem: There is a conflict between eastbound vehicles on Carling turning left onto Bronson, and pedestrians crossing Bronson at the north end of the intersection. Drivers cannot see the pedestrian crossing light, and both pedestrians and vehicles have a green light at the same time.

Recommendation: Provide pedestrians three seconds to get into intersection before eastbound traffic off of Carling on to Bronson gets the green light. Make pedestrian crossing light visible to drivers on Carling.

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

Recommendations:

• Prohibit all left turns onto Sunset from Bronson Avenue (24/7).
• Narrow the Bronson-Sunset intersection on south side with a bulbout

Problem: Drivers using local streets to transfer between Bronson Avenue and QED/Preston Street.

Recommendations:

• During a.m. peak, prohibit left turns from Bronson onto Madawaska and Kippewa Avenues. (See Bronson Corridor recommendations)
• Study the impacts of the following: During p.m. peak (3:30-5:30PM, Monday to Friday), prohibit left turns off QED onto Lakeside and Crescent Heights.
• Introduce traffic calming measures on Lakeside, as deemed necessary. Possibilities to be studied are:
  • Two-sided parking in non-winter months.
  • Widen sidewalks.
  • Introduce speed humps.

• Kippewa: maintain 1-sided parking in winter and 2-sided parking for rest of year.
• Madawaska: maintain 2-sided parking, but reduce parking near Bronson by 2 to 3 car lengths.
• Opeongo: maintain 1-sided parking.

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

Recommendation: Post stop sign at the north-east corner of Frederick and Jackson (one-way stop).

Area 2: Southwest Glebe (bounded by Fifth, Bronson, QED and Bank, but excluding QED "transfer")

Problem: Approaching drivers use excessive speed and frequently disregard traffic signals, making the intersection crossing at Holmwood and Bronson dangerous and uncomfortable for pedestrians (includes many Carleton students) to use. Further, the signal cycle is heavily biased in favour of the north-south flow, which encourages speeding and means pedestrians and other westbound traffic must wait an uncomfortably long time. The diminished turning opportunity induces drivers to speed up when approaching the intersection from Holmwood Avenue. The problems are accentuated in off-peak hours.

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

Problem:

• A growing number of drivers are using Fifth Avenue to transfer between Bronson Avenue and Bank Street; the volume on Fifth at Bronson exceeds 200 vph during both the morning and afternoon peaks.
• Intersection volume encourages drivers (particularly taxis and other commercial vehicles) to use Muriel Street and Gordon Street to avoid waiting for the lights at either Bronson and Fifth or Bronson and Holmwood.
• Cars travelling west along Fifth Avenue and anticipating a red light at the Bronson Avenue intersection use Muriel Street to access Bronson at Holmwood Avenue.

• Introduce all-way stops at both ends of Muriel and Gordon Streets.
• Reconfigure intersections of Muriel and Gordon Streets and Fifth Avenue to ensure drivers slow down and use the appropriate lane when turning onto the street.

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

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

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

1. Add flashing signals to stop signs during school crossing hours.
2. Modify intersection (narrow, bulbouts, bollards) to ensure cars come to a complete stop.
3. Post additional signage indicating the presence of children.
4. Paint zebra stripes over pedestrian crossing areas.
5. Designate intersection as a community safety zone and therefore a high-fine area.

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

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

• During a.m. and p.m. peaks, prohibit access to Glebe Avenue from Carling Avenue eastbound (buses and emergency vehicles excepted).
• To allow residents access to their homes, Glebe Avenue becomes two-way between Percy and Bronson, but with no exit onto Bronson from Glebe.

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

Problem

• Heavy volume on Percy during peak periods resulting from commuters and other drivers trying to avoid congestion on Bronson.
• Cars using residential cross streets to transfer between Bank Street and Bronson Avenue.
• High traffic volume on Powell because Clemow (the closest adjacent street) cannot be accessed either at Bank or Bronson.

Recommendations: Morning peak prohibition against right turns off Bronson northbound will reduce cut-through traffic. (See Bronson Corridor recommendations)

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

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

Area 5: Bank Street (Canal to Queensway)

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

Recommendations

• Remove the third lane and add parking.
• Install a traffic signal at Bank and Wilton.
• Set signal cycle to keep Bank Street traffic at 30 kph and to allow frequent opportunity for crossing.
• Add trees and other streetscaping features to slow drivers down.

Problem: Several accidents have resulted when drivers try to cross Bank Street at Fourth Avenue, many serious.

Recommendation: Install traffic signal at intersection of Fourth and Bank. To prevent cars from transferring to Fourth to take advantage of the signalized intersection and to ensure consistency of flow along Bank Street, also install traffic lights at Bank and Second.

Problem:

• Although Bank Street between Holmwood and Glebe Avenue attracts heavy pedestrian traffic, the traffic environment on Bank Street is not very pedestrian-friendly.
• During peak hours, when parking is restricted, many cars use the curb lane to pass. This has led to cars mounting the sidewalk, particularly when roads are slippery. Not only does this endanger the life and health of pedestrians, it results in their being splashed in wet or slushy weather.
• Many cars travel along Bank Street at speeds that are unsafe in such a pedestrian-intensive area.

Recommendations

• Configure flow along Bank Street between Canal and Queensway for speed limits and speed targets of 30 km/h.
• Remove all parking restrictions and add bulbouts to stop drivers from using the curb lane when no parked vehicles are present.
• Eliminate requirement for pedestrians to push a button in order to trigger the walk signal at traffic signals on Bank Street.

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

Recommendations

• Remove all parking restrictions, except between Pretoria and Catherine, and add bulbouts to protect parked cars.
• Relocate parking meters to curbside of the sidewalk (defines sidewalk and imposes a barrier between vehicles and pedestrians).
• Add traffic light at Powell and Bank.

Area 6: Southeast Glebe (bounded by Bank, Glebe/First and QED)

Problem

• Particularly in the p.m. peak, the high volume of north- (Quebec) bound commuters using Holmwood to transfer from Bronson Avenue to Queen Elizabeth Driveway/the Pretoria Bridge is making that street increasingly unsafe for pedestrians and unpleasant for residents.
• The problem is particularly acute east of Bank Street, where cut-through traffic on Holmwood is increasing, travelling too fast and frequently not complying with traffic regulations.
• General failure to come to a full stop at the indicated stop line before entering an intersection is hazardous for pedestrians throughout the Glebe and of particular concern along O’Connor Street.
• Drivers ignoring restrictions on through traffic on Fifth at O’Connor.

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

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

Recommendation: Investigate the possibility of installing a traffic signal at Fifth and the QED, so that emergency vehicles can use the Driveway as their designated emergency route.

Problem

• Volume of cars using O’Connor is the highest of any non-arterial street in the Glebe.
• Cars using O’Connor travel at unsafe speeds and ignore stops signs, especially near First Avenue School.

1. Introduce all-way stops at all O’Connor intersections between Fifth and Isabella.
2. Raise all intersections along O’Connor, as has been done on Lyon Street between Somerset and Catherine.
3. Install flashing stop signals at intersection of First and O’Connor during school crossing hours.
4. Post additional signage indicating school area around First Avenue school and designate area as a high-fine zone.
5. Narrow street and widen and straighten sidewalks.

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

Problem

• High volume of cars (600 per hour during peak hour) using Pretoria to access O’Connor from O’Connor north of the Queensway.
• High volume of cars using Strathcona to transfer from Bank Street to Queen Elizabeth Driveway/Pretoria Bridge.

Recommendations

• Open O’Connor to northbound traffic between Strathcona and Isabella while continuing to prevent cars travelling southbound on O’Connor north of the Queensway from continuing along O’Connor south of the Isabella.
• Pretoria to become one-way eastbound between Bank Street and O’Connor.
• Pretoria to remain one-way westbound between O’Connor and Metcalfe, with a prohibition to be in effect against left turns onto O’Connor southbound (transit and emergency vehicles excepted).
• Pretoria to become two-way between Metcalfe and Queen Elizabeth Drive.
• Ensure all-way stops at every intersection along O’Connor between Fifth Avenue and Isabella.
• Allow left turns from QED southbound onto the Pretoria Bridge.
• Provide for an advanced green for those vehicles northbound on Elgin turning left on to Catherine Street.