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Draft Plan (May 2001)
City Centre Coalition Response to Ottawa Citizen article Dec. 28, 2001
Clive's Response to the Citizen

Glebe Traffic Plan 2001

Approved by GCA and DLRA
November 20, 2001

Bronson Avenue Corridor
Queen Elizabeth Drive Transfer
Rest of Glebe
Area 1: Dows Lake (bounded by QED, Carling and Bronson)
Area 2: Southwest Glebe (bounded by Fifth, Bronson, QED and Bank, but excluding QED "transfer")
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)
Area 7: Northeast Glebe (bounded by Bank, Isabella, QED and Linden/Clemow)
APPENDIX

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.

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

  • Priority within the neighbourhood shall be given to the safety and comfort of pedestrians, cyclists and residents.
  • Traffic flowing through the Glebe shall be largely restricted to arterial roads in such a way as to minimize its effect on the neighbourhood and its core shopping and community facilities.
  • The existing restrictions on entry and flow within the neighbourhood shall be maintained and enhanced.
  • 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. A public workshop was held in September 1998 to identify the issues. Evidence of the high level of community concern about traffic in the Glebe was provided by the active participation of over 100 community members in the gathering of traffic data during 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.
  • Establish a Community Safety Zone in the 40 kph zone on Bronson from Chamberlain to the Bronson Bridge, with higher fines and increased enforcement. Examples are similar zones established on Smythe Road and on Dynes Road. This would include measures such as signs stating increased fines in the Community Safety Zone.
  • School crossing signs on Bronson at the Glebe/Carling intersection.
  • Lift restrictions on off-peak parking.
  • Install, from time to time, a visible, speed-feedback monitor on or near the Bronson Bridge.
  • Adjust the synchronization of the signal lights at all Bronson intersections to support the above-noted speed limits.
  • Mark pedestrian crossings with permanent acrylic zebra stripes.
  • Have city staff study the results of an experiment in Indianopolis that linked speed signs with red lights. "Warning, if you exceed the speed limit, the upcoming traffic light will turn red."

Intersections

  • Adjust traffic signal cycles to provide more time for pedestrians to cross at Holmwood, Fifth, Carling, and Powell Avenues.
  • Reduce the waiting time for pedestrian crossings on Bronson.
  • Install red light cameras at first traffic light north of Sunnyside, in addition to the one at Carling Avenue, to inhibit drivers running red lights.
  • 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 pedestrian activated traffic signal mid-block between Second and Third to facilitate pedestrian crossing. This signal should be synchronized with the other traffic signals on Bronson.
  • 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. Bicycles excepted. (Suggest same restriction at Sunnyside.)
  • During a.m. peak, prohibit left turns from Bronson northbound at Madawaska and Kippewa. Bicycles excepted.
  • Reconfigure the Bronson/Chamberlain intersection, and add an on-ramp from Chamberlain to the Queensway. Make use of the opportunity to purchase the unused Board of Education property to provide additional space for the on-ramp. This will reduce cut-through traffic in the Glebe, and take traffic off Chamberlain and Isabella.
  • At the existing billboard at Bronson and Carling, have OC Transpo advertise the O-Train as an alternative for Bronson commuters.
  • Prohibit left turns from Bronson northbound onto Sunset (24/7), bicycles excepted.

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 turning lane also eliminated the northbound bicycle lane on the Bridge, encouraging cyclists to use the sidewalks, creating a conflict with pedestrians.

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. Bicycles excepted. (See Bronson Corridor recommendations)
  • Eliminate the third (dedicated turning) northbound lane over the Bronson Bridge. This would return the Bronson Bridge to the previous design which protected Findlay. It would provide increased pedestrian safety on Bronson, Findlay, Broadway, and Torrington.
  • Install a traffic signal at the intersection of Bronson and Findlay Avenues.
  • Reconstruct the intersection of Bronson and Findlay Avenues to reduce turning radii.
  • Establish a bicycle lane northbound on the Bronson Bridge to Holmwood. This will encourage cyclists away from the sidewalks and to use the existing Bronson/Holmwood/Craig/Percy cycling route.
  • Add signage to direct cyclists to follow the Holmwood/Craig/Percy cycling route.

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

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), bicycles excepted..

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. Bicycles excepted. (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. Bicycles excepted.


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

  • Two-sided parking in non-winter months.
  • Widen sidewalks.
  • Introduce speed humps.


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

  • 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.

Recommendations

  • 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.

Recommendations

  • Add flashing signals to stop signs during school crossing hours.
  • Modify intersection (narrow, bulbouts, bollards) to ensure cars come to a complete stop.
  • Post additional signage indicating the presence of children.
  • Paint zebra stripes over pedestrian crossing areas.
  • 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.

Recommendations

  1. During a.m. peak, prohibit right turns from Bronson. Bicycles excepted. (See Bronson Corridor recommendations)
  • To calm peak traffic, and 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

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

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

  • Community Safety Zone from Imperial to Kent with higher fines and increased enforcement.
  • School crossing sign and audible signal at Kent and Chamberlain. This provides safe crossing for school children who use this crossing to access Glashan School, and access physical education facilities in the Central Park chain at multiple times during the day.
  • Morning peak prohibition against right turns off Bronson northbound will reduce cut-through traffic. Bicycles excepted. (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

See Appendix.

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).
  • Calming measures are needed to control the volume of traffic on Powell, such as midblock speed humps, or bulbouts at Percy or Lyon.
  • Remove parking meters at Bank and Powell on Powell.

 

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

  • Install a pedestrian activated 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.

Recommendations

  • On O’Connor, widen sidewalks (especially critical at the O’Connor St. Bridge), provide landscaping, clearly designated bicycle lanes and possibly bulb-outs or speed humps;
  • Install flashing stop signals at intersection of First and O’Connor during school crossing hours.
  • Post additional signage indicating school area around First Avenue school and designate area as a high-fine zone.

 

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

Problem

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

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

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

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

Primary Objectives:

  1. Increase safety for pedestrians, cyclists and residents on residential streets, especially elementary school students using Pretoria, Strathcona, O’Connor, Glebe and First Avenue.
  2. Create an environment that slows traffic speed.
  3. Limit through traffic without causing serious impediments to local access.

Recommendations

  • Implement speed reduction and streetscaping initiatives in the area. For example; on Pretoria Ave., provide a mid block speed hump between O’Connor and Bank; on O’Connor, widen sidewalks (especially critical at the O’Connor St. Bridge, provide landscaping, clearly designated bicycle lanes with bulb-outs or speed humps; on Glebe add sidewalk with a landscaped buffer on the North side to narrow lanes for cars and slow the traffic. As an immediate measure to calm traffic on Glebe and other one way streets within the Northeast Glebe area, introduce alternating left-right side street parking to create chicanes.
  • Make O’Connor 2-way in order to open northbound access from O’Connor to Isabella with a 4-way stop at Patterson and a three-way stop Pretoria. This allows an outlet to Isabella from O’Connor and would ease traffic on Strathcona and Metcalfe. Traffic travelling from North of the Queensway will be forced to turn at Isabella and not be permitted to proceed on O'Connor south of the Queensway. Also allow 2-way local movement on Strathcona from Metcalfe to QE Driveway to ease local access, but continue no access restriction from QE driveway.
  • Create a community safety zone for First Avenue School.
  • Install flashing stop signals at intersection of First and O’Connor during school crossing hours.
  • Post additional signage indicating school area around First Avenue school and designate area as a high-fine zone.
  • Make Metcalfe between Strathcona and Pretoria 2-way. This will reduce circuitous travel by residents of Patterson, Monkland and part of Strathcona who are returning home from Loblaws and downtown.
  • Allow left turns from QED southbound onto the Pretoria Bridge.
  • Provide for an advanced green for those vehicles northbound on Elgin turning left on to Catherine Street.
  • Add a four-way stop at Second and O’Connor

APPENDIX

The following points are still being discussed by the Glebe Traffic Committee for resolution at the next meeting of the Traffic Committee.

Bronson and the Queen Elizabeth Driveway Interchange

  • Parking on Bronson for off-peak hours. There continues to be discussion regarding the start and end zones for such parking. In principle, however, there is concensus on keeping it in the plan.
  • Speed feedback signs,displaying speed and fine at Bronson Bridge northbound and Bronson and Fifth southbound. For discussion is whether the signs should be mobile or permanent.
  • Access to Glebe Collegiate from Bronson at the a.m. peak.
  • During a.m. and p.m. peaks, prohibit access to Glebe Avenue from Carling Avenue eastbound (buses and emergency vehicles excepted).
  • Raised intersections on Chamberlain at pedestrian crossings at Percy and at Kent.
  • Bus and cyclist lanes on Bronson.
  • No right turns on red at proposed traffic light at Findlay and Bronson.
  • Bulbout at the intersection of Lakeview and Bronson.

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

  • Restrict access over the O’Connor Street bridge except to emergency vehicles, buses, cyclists and pedestrians. This will provide a safer school zone adjacent to First Avenue School, while addressing most of the problems referred to the subcommittee (volume of traffic using O’Connor as a commuter route, cut-through traffic at Loblaws, volumes on Pretoria/Strathcona/Metcalfe). It will redirect local traffic traversing these streets to access other streets throughout the Glebe. It will also significantly reduce the serious problem posed by the large and growing volume of cut-through traffic moving through the rest of the Glebe via such routes as Holmwood and Fifth Avenue, while at the same time creating a safer envioronment along this major pedestrian thoroughfare.
  • The Draft Glebe Traffic Plan 2001 states "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."
  • In addition to the impact caused by commuter traffic, most members of the community use O’Connor Street as a major driving route. It should be noted that O’Connor Street between Glebe and Fifth Avenues is quite possibly the most densely populated residential street in the community. While many Glebe residents will be inconvenienced by the restricted access measure, we feel that the children of First Avenue School and the residents of O’Connor Street deserve the same level of safety and quality of life enjoyed by other members of the community.

Rest of the Glebe

  • Mid-block speed humps on Glebe streets where needed. Recommended in principle; particular locations to be discussed.
  • No turn off Bank at Powell during peak hours.
  • Local residents only signs, no turns, no exits, no straight through. Consult City staff.
  • Proposed lights on Bank at Fourth and at Second.
  • Raised intersections at Muriel, Gordon and Holmwood instead of all-way stops.
  • Stop sign at Holmwood and Adelaide. Discussion linked to raised intersections at Muriel and Gordon.
  • Pedestrian activated traffic light at Crescent Heights and Queen Elizabeth Driveway.
  • 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.
  • The high traffic volume on Powell Avenue remains a problem.
  1. This is in part due to the fact that Clemow Avenue (the closest adjacent street) cannot be accessed at either Bank or Bronson.
  2. This is in part due to commuter traffic. Turnoffs at Bronson should be restricted at peak hours. Ie. Control volume on Powell (westbound) by restricting left turns at Bronson 3:30-5:30PM. To control same problem on Fifth – no left turns onto Bronson 3:30-5:30PM.
  • Add active traffic calming measures on Holmwood between Craig and Monk.
  • Add traffic calming measures for access/egress to Queen Elizabeth between Bank and the Queen Elizabeth Driveway.
  • Recommend possible mitigation for the traffic implications of the Glebe Centre expansion.
  • Community Safety Zones to be implemented around all schools in the Glebe.