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HomeMy WebLinkAboutPWD-007-23Clarftwn Staff Report If this information is required in an alternate accessible format, please contact the Accessibility Coordinator at 905-623-3379 ext. 2131. Report To: General Government Committee Date of Meeting: September 11, 2023 Report Number: PWD-007-23 Submitted By: Stephen Brake, Director of Public Works Resolution #: GG-153-23, C-114-23, C-115-23, Reviewed By: Robert Maciver, Deputy CAO/Solicitor GG-177-23 File Number: School and Community Safety Zone Traffic Speeds Bylaw #: Report Subject: Recommendations: 1. That Report PWD-007-23 and any related delegations or communication items, be received; and 2. That all interested parties listed in Report PWD-007-23 and any delegations be advised of Council's decision. Municipality of Clarington Report PWD-007-23 Report Overview Page 2 At the December 12, 2022, regular Council meeting, resolution #C-224-22 was passed, requesting that staff report on the impacts of speeding in Clarington communities, specifically in school zones and community safety zones. This report provides an overview of traffic observations in the majority of existing school zones and community safety zones within Clarington. The report also includes and discusses other factors contributing to speeding complaints, such as school operations and human factors. 1. Background 1.1 At the regular Council meeting held on December 12, 2022, Council passed resolution #C-224-22, which directed staff to report back on the impacts of speeding in Clarington communities, specifically in school zones and community safety zones. The motion was brought forward by Councillor Anderson, who had recently travelled to the United States, where he observed various school zones with reduced speed limits. 1.2 Most of the elementary and intermediate schools in Clarington are located along roads that are classified as Collector or Arterial type roads, as per the Clarington Official Plan. Only five schools are located on Local class roads. The purpose and design of Arterial and Collector type roads allows for a higher level of service, including higher traffic volumes, a less restrictive flow of traffic and a larger mix of vehicle types, including transit, trucks, bicycles and passenger vehicles. All school frontages that are under Clarington jurisdiction have a speed limit of 50 km/h. Several school frontages are also designated as Community Safety Zones (CSZ), where the Highway Traffic Act offence fines are doubled. 1.3 Speeding complaints have always accounted for a large part of the workload for Public Works staff. Clarington is experiencing rapid growth with new developments mostly occurring throughout Newcastle, Bowmanville and Courtice. This results in an increase of traffic and pedestrian movements, which in turn increases the possibility of actual or perceived vehicle -pedestrian conflicts and related complaints. What is often labelled as speeding, factually involves other traffic violations, such as illegal parking, u-turns, entering oncoming lanes to bypass congestion, rapid acceleration (within speed limits), forms of aggressive behavior with both the drivers and pedestrians, and disobeying traffic control devices such as a school crossing guard, traffic signal or a stop sign. Many concerns which are initially logged as speeding, often result from triggers other than speeds, following a more detailed discussion with the constituents. 1.4 School crossings are present at many of the school locations where the crossing guards provide opportunities to cross, as needed, during school times. The design components of a school crossing include rectangular warning signs and painted lines. They are often Municipality of Clarington Report PWD-007-23 Page 3 misunderstood by the public as they are similar in appearance to Provincially regulated pedestrian crossovers (PXO). A school crossing is a regulated crossing only if a crossing guard is present and displays the STOP paddle. 1.5 Due to this misinterpretation, the issue was recognized as an opportunity for improvement. For the past several years, staff have been utilizing traffic calming Flex Signs installed seasonally at approaches to most of the school crossings in Clarington. These Flex Signs have been found to help reduce speeds by several kilometers per hour and provide a visual cue to drivers to stop and maintain a distance from the crossing. At other locations, where opportunities have been favorable, staff instead have installed PXO's to provide a regulated crosswalk for all pedestrians at all times. For those locations where vehicle operating speeds are confirmed to be an issue staff have selected the use of temporary speed cushions. One school area which includes this traffic calming feature is the Enniskillen Public School on Old Scugog Road. 2. Factors Traffic Data 2.1 Over the course of several months, staff have completed a series of traffic studies, directly targeting school zones and community safety zones. With the use of the available Armadillo stealth radar counters, staff collected traffic speed and traffic volume information at the following schools: • Aspen Springs Drive at Holy Family Catholic Elementary School • Avondale Drive at Lydia Trull Public School • Beaver Street at Robert Street at Newcastle Public School • Bons Avenue at Charles Bowman Public School (pre Flex Sign deployment) • Fieldcrest Avenue at Good Shepherd Catholic Elementary School • Glenabbey Drive at Saint Mother Theresa Catholic Elementary School • Longworth Avenue at Harold Longworth Public School (CSZ) • Longworth Avenue at Saint Elizabeth Catholic Elementary School (CSZ) • Meadowglade Road at G. J. MacGillivray Public School • Nash Road at Courtice North Public School (pre Flex Sign deployment, CSZ) Municipality of Clarington Page 4 Report PWD-007-23 • Nash Road at S.T. Worden Public School (pre Flex Sign deployment) • Sandringham Drive at Emily Stowe Public School • Scugog Street at Saint Stephen Catholic Secondary School (CSZ) • Waverley Road at Waverley Public School (pre Flex Sign deployment) • Westside Drive at Dr. Ross Tilley Public School (pre Flex Sign deployment) 2.2 The collected traffic data was charted by categorizing speeds and volumes in two separate graphs for each location, displayed hourly. The graphs are included in Attachment 1 to this report. The recorded speeds average around 40-55 km/h throughout the daytime at many school locations and are the highest along Arterials such as Longworth Ave and Scugog St. 2.3 During the school arrival and dismissal times there are noticeable, and at some locations, significant drops in speeds which average around 30-45 km/h. The traffic speed and volume data demonstrate a common trend between an increase in volumes and a corresponding decrease in speed during the school arrival and dismissal times. This occurs due to the increased congestion during school times, for which some of the contributing factors are discussed later in this report. 2.4 In the past, staff have often visited schools and collected data and pictures for internal analysis. However, due to several incidents where extremely aggressive parents threaten and insult staff, this type of investigation is no longer conducted. Staff instead resort to the use of google maps live traffic data. Figures 1-6 below show samples of live traffic at several schools during the AM bell times, where the green lines indicate that traffic is moving, orange lines indicate slowdowns and congestion, and red lines indicate very slow or stopped traffic. Google obtains its live traffic information from various sources, mostly mobile devices such as cellphones and tablets. The data in the images directly corresponds to the respective graphs in Attachment 1, and further supports staff's findings. Additional graphs for traffic studies at other schools are also included. Municipality of Clarington Report PWD-007-23 Figure 1 — Longworth Avenue at St. Elizabeth C. E S. AM bell time traffic Avondale Park V Tennis Court 9 Lydia Trull Public School lees Beauty Spot ro,,hSlone Cr-3ce nr El sr,?9 I asi". C relsceOt Figure 2 — Avondale Drive at Lydia Trull P. S. AM bell time traffic Page 5 Municipality of Clarington Report PWD-007-23 4 r Flo Page 6 Wed Property Tri-Care Se - Management Compass Early Learning & Care... Zeta Horizon 0 Holy Family C. E. S Baxter Park , .: S Figure 3 — Green Rd and Aspen Springs Dr at Holy Family C. E. S. AM bell time traffic C~ SIM Landscape Snow Removal Dr. Ross Tillq Public Schoo 4? Chris Trelbal, Ch DF I - Floor R �rf 19Wesl Side Park Figure 4 — West Side Dr at Dr. Ross Tilley P. S. AM bell time traffic Municipality of Clarington Report PWD-007-23 ;tee 16, pc GJ MacgilIivray Public school Page 7 Figure 5 — Meadowglade Dr at Dr. G. J. MacGillivray P. S. AM bell time traffic t` The Bittmore Tap & Grid Gail • SS 1 �a �r Courtice North Courtice Millennium Public School Trail (Nash Road... Newcastle Condominium " Moration #5 Figure 6 — Nash Rd at Courtice North P. S. AM bell time traffic Municipality of Clarington Page 8 Report PWD-007-23 School operations 2.5 Clarington public schools are operated by the Kawartha Pine Ridge District School Board (KPR) and by the Peterborough Victoria Northumberland and Clarington Separate School Board (PVNC). Due to the rapid growth of population in Clarington, which differs from many of the other areas where these schoolboards' have jurisdiction. Clarington schools have been facing enormous challenges with student capacities. 2.6 One solution to address the school capacity needs is the use of portable structures. While the addition of such temporary structures requires approval of permits, it does not require an amendment to the approved site plan. This results in a proportional increase of vehicle trips to the school without any proportional addition of parking spaces. One notable example is St. Elizabeth C.E.S., which recently increased from the originally approved capacity of 386 pupils to 14 portables and a capacity of 740 students as of October 2022. 2.7 With increased congestion at the schools, comes increased congestion within and around the school property. Staff have observed that many schools block on site parking access during the arrival and dismissal times for various reasons, such as staffing issues, safety and capacity concerns. As a result, traffic congestion spills onto the surrounding road network contributing to the already existing parking and sightline issues. 2.8 When these types of school operations are combined with the school peak times, during which majority of the speeding complaints and concerns originate, staff have found that the higher school capacities and the resulting congestion do increase the likelihood of parents and students interacting with more vehicles. However, the increase in congestion also creates a control condition where higher vehicle speeds are very difficult to achieve. Post COVID Changes 2.9 The COVID pandemic has had a prolonged, if not a permanent, effect on school traffic. Many guardians and parents now have the opportunity to work from home or work with flexible schedules. This flexibility allows many "new additional" drivers to personally drive their children to and from school, where in the pre-COVID times, they would not have such opportunity. As a result, staff have noticed an additional increase in overall passenger vehicle traffic at many of the schools. 2.10 Student Transportation Services of Central Ontario (STSCO) is a school bus consortium operating all school buses in Clarington. In the past, most of their drivers were seniors or retired persons who found this as an opportunity for extra income. Since COVID, STSCO has been facing severe staffing shortage. This issue is still ongoing, as their ads seeking drivers are very apparent and frequent. As a result of the shortage of Municipality of Clarington Report PWD-007-23 Page 9 drivers, all school boards experience daily service delays and cancellations. Staff periodically monitor the STSCO website, and confirm the issue is affecting Clarington schools in a significant way. For example, on May 27, 2023, 14 schools in Clarington were affected by the school bus cancellations, and 22 cancellations on June 5, 2023. On average, at least several cancellations occur every day. As a result, there is an additional group of drivers, who although have children eligible to take a school bus, choose to drive their children to and from school, contributing to the mix of traffic congestion. The General Public 2.11 In addition to the data collected for the subject school and community safety zones, staff regularly handle various speeding complaints from across Clarington. The typical approach involves a confirmation of the complaint to verify if no other triggers play a role as mentioned in Section 1.3 above and typically include the deployment of our Radar Message Boards or the stealth Armadillo counters. 2.12 In many cases, the causes of speeding complaints are isolated incidents perceived as continuous or a repeat problem. In other cases, higher speeds may in fact be the case. Network analysis is an ongoing task, and where some concerns are found to be validated, staff take appropriate actions. All speed data collected by staff is shared publicly and with Durham Regional Police Service (DRPS) and is available on our traffic information map. 2.13 The map contains close to 1,000 speed studies to date, including data from the Radar Message Boards and the stealth Armadillo radar units. Figure 7 is a snapshot of the combined locations where speed studies have been conducted over the last several years. The deployment of these devices is often helpful in resolving most of the speeding complaints or ones that are perceived as speeding. Residents have an opportunity to see the actual speeds displayed live on the devices with every passing vehicle. This in turn helps them understand the levels of noise and to match any visual cues they observe to any future concerns. The map also provides help with any follow up information or comparisons to other similar roads that the residents may have interest in. Municipality of Clarington Page 10 Report PWD-007-23 c Blackberry Equestrian - GForestka Purple Hill Forest 2 w Park J J J Richardson's Lookout ®Conseryat ✓ rea 1 Conservation Area �„. J ® ✓ ✓ � Ld � Eliza6ethville0 J J ✓ ; ✓ ✓ ✓ ✓ fl J "Er1173--1 ✓ '�. d eBrimacoi Howes YoYardv rry Landscap� H Horticul Een Kirby 0 Decker Hollew Cat /pJ✓World OsacaEnnlskilien �prperva[icn ;� rrr��w�v�rLLi Wild life Park gyp, r awau &Pun Pawn rea e. ; f Ld ✓ J Starkville Haute GoatQ J. � J � Crooked Creek mrl J n ©Stephen's Gulch J Zion Conservation Area J CI ✓ fl ,W'�y tt < rtehell Id 1� rnurvr="o t■■pac — Light Dr ; ✓ V � � ,„nwn 9NPEB's Ein W� J cnu J J 00 Newt I.a-I �� ✓ t-T ' J crnrexnin� r _ �. Ens.1" 1 -slate — - '✓ Costco Wholesal ✓ U Porten nx h [let _ _ - WilLovekin 3 .: _Oshawa U o=y=v^ry rlic:e Arena ....-N• o_aurvc emhlyQ - rn Rry, r-. n Darlingto Provincial � C7O qIe My Maps Figure 7 — Snapshot of the combined speed studies around Clarington 2.14 As briefly mentioned in Section 1.4, areas that were found to be displaying speeding issues, were targeted with various kinds of treatments. This includes enforcement, temporary speed cushions, Flex Signs, installation of semi -permanent Radar Message Boards, or pavement markings treatments. 2.15 Given that the congestion around schools is a growing concern it also directly contributes to the number of speeding complaints staff receive. With the lack of access to on -site parking or kiss-n-ride type facilities any parents and students using personal transportation are the source of frequent violations of posted parking and stopping restrictions. This includes parking and stopping along fire hydrants, along spaces clearly marked out as prohibited for sightline reasons, along intersection corners, blocking residential driveways, blocking school crosswalks and other pedestrian facilities. These locations are intended to increase pedestrian and operational safety for anyone choosing to walk but ironically are often blocked by parents or guardians who choose to drive due to these self-inflicted unsafe pedestrian conditions. Municipality of Clarington Page 11 Report PWD-007-23 2.16 Due to the violations of prohibited parking and congestion around pedestrian facilities near schools all foot traffic is now exposed to a more intense interaction with vehicles. This puts the students and parents unloading and loading their vehicles in a very close proximity to moving traffic. As the congestion increases so does the exposure. Even with the recorded lower speeds during school times the artificial perception of speeding erroneously contributes to the general perception of speeding. Unfortunately, because this seems to be a self -fuelled issue, compounded by the factors described in previous sections, there is no clear and simple solution. Durham Regional Police Service 2.17 The subject of this report was extensively discussed with the Durham Regional Police Service Traffic Liaison at the 16t" Division. The working relationship with the DRPS counterpart is efficient and involves a high level of understanding of local needs. Knowledge of areas of interest and an open cooperation with Clarington staff make dealing with speed and other traffic related issues a team effort. This also helps with the allocation of limited police resources to areas where they are justified the most. 2.18 Based on the discussions with DRPS and the available data enforcement during school times is typically deployed on roads where speeding is most likely to occur. As demonstrated earlier in Section 2.1 and 2.2, many of the school frontages do not exhibit significant speeding issues during the busy school periods, due to the self-governing congestion. However, some of the Arterial and other Collector roads surrounding the school areas do. Therefore, police resources are primarily directed to locations where speeding may be an actual confirmed problem. These often include Regional roads, as traffic volumes and the potential for infractions is significantly higher. Attempts to conduct enforcement along some of the areas of highest complaints (school frontages) have not provided significant results. 2.19 DRPS also conducts various other safety initiative blitzes such as distracted driving, vehicle safety, traffic control compliance and aggressive behavior. Assistance is also provided to issues affecting our crossing guards and the operation of their crossings. Combined, the DRPS overall efforts are a key component of a safer community. 3. Options Reduced Speed Limits 3.1 Lowering speed limits across many Ontario jurisdictions has gained popularity in the recent years. The effectiveness of reducing speed limits from 50 to 40 km/h can vary depending on several factors including the specific circumstances of each location and the effectiveness of enforcement efforts. Here are a few considerations: Municipality of Clarington Report PWD-007-23 Page 12 • Safety Improvement: Lowering speed limits can contribute to improved road safety by reducing the severity of accidents and providing drivers with more time to react to unexpected situations. Studies have shown that lower speed limits are generally associated with a decrease in the number and severity of accidents. Pedestrian and Cyclist Safety: Lowering speed limits can have a positive impact on pedestrian and cyclist safety, particularly in urban areas where vulnerable road users are more prevalent. Slower speeds give pedestrians and cyclists a better chance of survival in case of an accident and can encourage active modes of transportation. • Traffic Flow and Congestion: Lowering speed limits may result in a slight decrease in traffic flow and potentially contribute to increased congestion, especially during peak travel times. However, the impact on traffic flow can vary depending on the specific location, road design, and existing traffic conditions. Compliance and Enforcement: The effectiveness of reduced speed limits depends heavily on drivers' compliance and the ability of law enforcement agencies to enforce the new limits consistently. Adequate and visible enforcement can help promote compliance with the lower speed limits, however, it often becomes very demanding on the enforcement authorities. • Community Support and Acceptance: The success of any speed limit reduction initiative also relies on community support and acceptance. Engaging with local residents, businesses, and community stakeholders can help address concerns and ensure that lower speed limits address everyone's needs and expectations. 3.2 It's important to note that the effectiveness of reducing speed limits may vary from one location to another, and a comprehensive evaluation should consider the specific context, traffic patterns, and road infrastructure of each area. A case from the City of Mississauga has demonstrated that an area wide reduction of the speed limit from 50 km/h to 40 km/h resulted in an average reduction of actual speeds by 0.5 to 1 km/h. The City of Oshawa uses 40 km/h speed limits along school and park frontages and is also currently piloting a project of reduced speeds to 40 km/h on all downtown streets. While detailed results are not available for this report, multiple site observations demonstrate very low to no compliance, with the 40km/h signs having very little impact on established driver habits matching the surrounding road conditions and environment. As advised by City of Oshawa staff, signage by itself does not affect the speeds, therefore regular police presence is required on a consistent basis. Town of Scugog recently lowered all speed limits on rural roads to 60 km/h and all urban areas to 40 km/h. As advised by their staff, observing their lowered speed limits relies heavily on enforcement. Municipality of Clarington Page 13 Report PWD-007-23 3.3 Although many jurisdictions have taken steps to lower area speed limits, their effectiveness is heavily dependent on police presence. Given the rapid growth in Durham, the enforcement resources may not be readily available at this time to regularly contribute to such efforts on a large scale. Additionally, inappropriate/unjustified speed limit reductions will place a higher percentage of currently compliant drivers in violation of the new posted speed limit. Traffic Calming 3.4 While the purpose of lower speed limits is to increase safety, the effectiveness is often less than desired. Drivers become comfortable with the surrounding environment and drive accordingly to the design parameters of the road. Over time, static signage, blends with the landscape and becomes ineffective. Traffic calming is a process of introducing various treatments to the road and the surrounding environment which specifically target the issues and needs of a specific road section. Unlike the area wide speed limit reduction traffic calming has the ability to address the concern at the location where it's most likely to be effective without artificially penalizing traffic in the entire area. 3.5 Traffic calming treatments may include passive methods such as pavement markings and electronic devices with aggressive methods including speed cushions, raised intersections and crosswalks, chicanes, medians and islands. It has been well documented that traffic calming measures are often more effective than lower speed limits. Traffic calming treatments, especially of the aggressive type, often do not require police enforcement, as is the case with lower speed limits. Site assessments and justification warrants including minimum speeding or cut through traffic thresholds will provide a fair and consistent response to localized issues and concerns without defaulting to penalize all road users including the vast majority of compliant drivers. 4. Financial Considerations Not Applicable. 5. Concurrence Not Applicable. Municipality of Clarington Report PWD-007-23 6. Conclusion Page 14 From the data and the supporting information presented in this report it is respectfully recommended that Council continue supporting staff in the ongoing monitoring of the road network in school areas and in addressing any needs as required. Staff are in the process of preparing a traffic calming policy for the Municipality of Clarington. The intent is to create a toolbox which may be able to provide suitable solutions where justified, equitably and fairly. It is also respectfully requested that Council consider the upcoming traffic calming policy as a framework for directing the resources where they are most suitable and needed. Staff Contact: Slav Potrykus, Traffic Engineering Supervisor, 905-623-3379 or spotrykus@clarington.net. Attachments: Attachment 1 - Graphs of traffic speeds and traffic volumes in school zones and community safety zones Interested Parties: There are no interested parties to be notified of Council's decision. Attachment 1 to Report PWD-007-23 un iff M NI m u, n z 3 c n 1 1 I? ? IS 17 23 Hour Figure 1 - Aspen Springs Dr @ Holy Family P.S. average hourly weekday speeds ASD 4Q0 nD 0 a V 7 100 HE RM Attachment 1 to Report PWD-007-23 m..--A.a..o.- I— injao6 —4 iniv_na_nA 11 = lc 13 21 _2 23 Hour Figure 2 - Aspen Springs Dr @ Holy Family P.S. average hourly weekly volumes Attachment 1 to Report PWD-007-23 511 as 4G ?o IL' u, n 1 2 Hour Figure 3 - Avondale Dr @ Lydia Trull P.S. average hourly weekday speeds 0 x m 700 tau Icu 110 1.ja ,u c0 au A Attachment 1 to Report PWD-007-23 22 23 Hour' Figure 4 - Avondale Dr @ Lydia Trull P.S. average hourly weekly volumes 40 35 30 E �u x Attachment 1 to Report PWD-007-23 0 1 2 ? A 5 `n 7 8 r 10 S1 12 13 14 15 15 1'• 13 15 20 21 22 23 Hour Figure 5 - Beaver St @ Robert St E average hourly weekday speeds 2a Seaver St * Robert 5t E ESFS 03 22 20Z3 SSCHOOL Z014E SPEED STUDY AVCrbgP, Weekly Volume 8G 7L' E:fl O N a u t 4C 3u 2u lu Merged:Average Hourly Volume for Week of 2023-03-27 Average Cairns By Hour (2023-03-271 -0- Average Counts By Hour i2D23-0327) O Attachment 1 to Report PWD-007-23 e n 1 1 i? 14 - 1- H _ 22 23 HdL11' Figure 6 - Beaver St @ Roberts St E average hourly weekly volumes qu so aq E :10 20 Attachment 1 to Report PWD-007-23 1 _ 1= la 1- f 21 22 23 Hour Figure 7 - Bons Ave @ Charles Bowman P.S. average hourly weekday speeds 15U 120 tun •10 Attachment 1 to Report PWD-007-23 21 22 23 H kii Figure 8 - Bons Ave @ Charles Bowman P.S. average hourly weekly volumes Attachment 1 to Report PWD-007-23 Merge&Average Hanrty WEEKDAY Speeds For Week of 2023-03-06 Average Hourly WEEK➢AY Speeds Sy Haur {2023-03-06} -0- Average HourlY WEEKDAY Speeds By Hoer (2023-03-W) ay Feildcrest Ave @ Good Shepherd C.E.S W5F5 03 a6 2023 Average Weekly Speeds 4a — 35 O ID So- 4 E Y �u l5 lu r r F1; 13 I: 1= 15 17 $ 122 23 Hour Figure 9 - Fieldcrest Ave @ Good Shepherd C.E.S. average hourly weekday speeds 1GO so 90 ill to 'o S °M1 50 a u a 7 40 30 zu IU u Attachment 1 to Report PWD-007-23 p 1 2 3 a 5 T. S 9 1G 11 1� 13 14 15 16 17 18 19 ?4 21 ? 23 Hour Figure 10 - Fieldcrest @ Good shepherd C.E.S. average hourly weekly volume 51) 45 .0 .1n 10 Attachment 1 to Report PWD-007-23 17 18 1s 21 22 23 Hour Figure 11 - Glenabbey Dr @ St Mother Teresa average hourly weekday speeds Attachment 1 to Report PWD-007-23 1aa 1Gn tan 1a9 td sn so- ao 'a o; I 1C 11 1? 4 15 1 1v =. 21 22 23 HOLI r Figure 12 - Glenabbey Dr @ St Mother Teressa average hourly weekly volumes 511 Attachment 1 to Report PWD-007-23 1 - o 11 I? 1= - IDS 17 23 Haar Figure 13 - Longworth @ Harold Longworth P.S. average hourly weekday speeds lorrgworth 4 Harold Larigwarth P.5 5SFW 02 16 2023 SCHOOL ZONE SPEED STUDY AwaF.Age 4veckly Volurrnns e Merged.Average Hourly volume fof week of Z023-D2-13 Average Counts By Hour (2023-02-13) -0- Average Counts By Hour (2023-02-13) 4 a C) P�7 0 O Attachment 1 to Report PWD-007-23 C 4 O O a 21 22 23 Haar Figure 14 - Longworth @ Harold Longworth P.S. average hourly weekly volumes u1) Attachment 1 to Report PWD-007-23 I: 1= - IS 1' 19 20 21 22 23 Hour Figure 15 - Longworth @ St Elizabeth C.E.S. average hourly weekday speeds 2 3 a Figure 16 - Longworth @ St. Elizabeth C.E.S. average hourly weekly volumes Attachment 1 to Report PWD-007-23 17 13 15 20 21 22 23 gn Meaduwglade Rd 4 G.] Macgillway 03 21 2023 SCHOOL ZONE SPEED SRJDY aycrage Wcekly Speeds p t� Merged:Averhge Hourly WEEKDAY Speeds For Week of 2023-03-27 Average Hourly WEEKDAY Speeds By Hour (2023-03-27} -0- Average Hourly WEEKDAY Speeds By Hour (2023-63-27} a O 0 10 0 Attachment 1 to Report PWD-007-23 22 23 Hour Figure 17 - Meadowglade Rd @ G.J. MacGillivray average hourly weekday speeds 3 2 SO a u+ 0 MergedcAverage Hourly Volume for Week of 2023-03-27 Carnts By Hour i2023*3-27} -6- Average Counts By Hour iK HQUI Figure 18 - Meadowglade Rd @ G.J. MacGillivray average hourly weekly volumes Attachment 1 to Report PWD-007-23 51) G5 so Attachment 1 to Report PWD-007-23 R7a'narl-Evc rim M--F.. SUrV-Ff it Snmrlc F— Wmk ref -2n-2 i_ni-nr 0 1 1 I ? 1= IS 17 23 Haar Figure 19 - Sandringham Dr @ Dr Emily Stowe average hourly weekday speeds 1 GO � GO � au � zu � Figure 20 - Sandringham Dr @ Dr Emily Stowe average hourly weekly volumes Attachment 1 to Report PWD-007-23 17 19j 21 22 2a �5 no au 20 FIR Attachment 1 to Report PWD-007-23 n 1 2 ? 4 i 'n 7 R 9 10 11 1 13 14 15 15 17 18 19 20 _ 22 23 How Figure 21 - Scugog St @ St Stephen C.S.S. average hourly weekday speeds a �.o 400 Merged:Ayerage Hourly Volume for Week of 2023-E13-27 Average Counts By Hour i2023.03-27j -0- Average Counts By Hoar (2023-03-27) SCugog St @) St Stephens C.S.5 WSFN AwPT iOc Vjtrkly Volr,rriCs 0 P 0 O .s7 Attachment 1 to Report PWD-007-23 P W 0 +. l d E T o ° 11 1 13 14 S5 1a 17 18 5 =0 21 __ 23 Hour Figure 22 - Scugog St @ St Stephen C.S.S. average hourly weekly volumes rn LVaver ey Rd @ 4gaveely P.5 LVSM 03 27 2023 SCHOOL ZONE SPEED STUDY AV LTAOe weekly Speeds M ':ri 1 =; M Merged. Average t4ourly WEEKDAY Speeds For Weak of 2423-43-27 Average HguN WEEKDAY Sgeede By Hour (2023-03-27} -0- Average Hourly WEEKDAY Speeds Sy Hour i2023-a3-27) 0 0 4 4h 0 O. 0 _ .0 _ 0 i3 0 rg Attachment 1 to Report PWD-007-23 .40 0 0 23 Hour Figure 21 - Waverley Rd @ Waverley P.S. average hourly weekday speeds ago Wavedey did @ Waverly P.5 WSFN 63 27 2023 SCHOOL ZONE SPEED STUDY Aworago W"kly Volurars 3 an IN 0 Merged:Average Hourly Volume for Week of 2023-E13-27 Average Counts By Hour i2023.03-27j -0- Average Counts By Hour (2023-03 27) In O e Attachment 1 to Report PWD-007-23 Fa — E C] 19 11 I' 13 1= = 1c 13 19 "3 21 22 23 Hour Figure 22 - Waverley Rd @ Waverley P.S. average hourly weekly volumes 50 Westsde Dr @ Dr Ross Ti'.ley P.S NSfW 53 06 2023 SCHOOL ZONE SPEED STUDY pwarage Weekly Speeds O V; O. 41) 3a Y as �s Attachment 1 to Report PWD-007-23 Merged.AWerage hFourly WEEKDAY Speeds For Week of 2023-03-06 Average Hourly WEEKDAY Speeds Sy Hour (2023-03-06) -0- Average Hourly WEEKDAY Speeds $y Hour (2023-03-DS) CD -- - G (D 0- (). 19 O p 0 „ 1 4 1 1 1= IS 17 =1 22 23 HQ uI Figure 23 - West Side Dr @ Dr Ross Tilley P.S. average hourly weekday speeds :o-o- Westide Or @ Dr !toss Tuley P,S NSFW 03 06 2023 SCHOOL ZONE SPEED STUDY AwiFogu Werkly Volurans y 1 r, r1 so 0 C. Merged:Average Hourly Volume for Week of 2023-E13-O6 Average Counts By Hour i2023.03-O6? -0- Average Counts By Hour (2023-03-06) NO 0 i• 4' Attachment 1 to Report PWD-007-23 C 11 12 1? = = 1 17 13 19 0 21 22 23 Hour Figure 24 — West Side Dr @ Dr Ross Tilley P.S. average hourly weekly volumes s0 aQ Nq nin Attachment 1 to Report PWD-007-23 n 1 3 5 1; _ I: 1= 1G 17 18 1; _ 22 23 Hour Figure 25 - Nash Rd @ Courtice North P.S. average hourly weekday speeds Average wVeekly 1+alumes 4Q0 35U 3 L'C z,n D u'h V d � �oq 150 100 ;O u 0 2 0 G Merged:Arerage Hourly Volume fnr Week of 2023-0]-09 Average Daunts By Hour (2023-D1-09; -0- Average Counts By Hour i2023-a1-09) 4 C O O Attachment 1 to Report PWD-007-23 O 0 0 IG 11 12 1 4 15 21 22 23 Hour Figure 26 - Nash Rd @ Courtice North P.S. average hourly weekly volumes 5u 40 20 u4 n Attachment 1 to Report PWD-007-23 Merged: Average Hourly WEEKDAY 5peeds for Week o1 2022-04-25 Average Hourly WEEKDAY Speeds By Hour 12D22-D4-25} -0- Average Hourly WEEKDAY Speeds By Hour (2022414-25) Nash Rd P 5.T Warden P.5 SSFW 94 26 2022 AvvragP, Weekly Speeds 1 2 3 S .5 7 1 1? 14 15 16 18 19 18 21 22 2? Hour Figure 27 - Nash Rd @ S.T. Worden P.S. average hourly weekday speeds soa Nasfi Rd @b 57 Warden P,5 SSFW 04 26 2022 Avr:rdgc Vjerkly VoIUrAeS a NO a Merged:Anerage Hourly volume For Week of ZOZZ-04-25 Average Counts By Hour (2022-04-25) -0- Average Counts By Hour (26Z2-A--25) Figure 28 - Nash Rd @ S.T. Worden P.S. average hourly weekly volumes Attachment 1 to Report PWD-007-23 1 1£ _. 21 2?