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ClfJIIDgton
REPORT
PLANNING SERVICES
PUBLIC MEETING
Report #:
COUNCIL
Friday, Juiy 12, 2002 1)0'(- of
PSD-078-02 File #: COPA 2002-007 By-law #: ;ZOO ~ -I;?-. 3
Meeting:
Date:
Subject:
CLARINGTON OFFICIAL PLAN AMENDMENT NO. 29 PRESTONVALE ROAD
PROPONENT: MUNICIPALITY OF CLARINGTON
RECOMMENDATIONS:
It is respectfully recommended to Council the following:
1. THAT Report PSD-078-02 be received;
2, THAT Amendment No. 29 to redesignate a portion of Prestonvale Road from Local Road
to Collector Road be APPROVED;
3. THAT the Region of Durham Pianning Department be forwarded a copy of this report;
and
4, THAT all interested parties listed in this report and any delegations be advised of
Council's decision.
Submitted by:
Da id . rome, M.C,I.P.,R.P.P.
Director. Planning Services
R,.,w" bya~
ranklin Wu
f Chief Administrative Officer
AR*L T*DJC*sh
July 8, 2002
CORPORATION OF THE MUNICIPALITY OF CLARINGTON
40 TEMPERANCE STREET, BOWMANVILLE, ONTARIO L 1C 3A6 T (905)623-3379 F (905)623-0830
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REPORT NO.: PSD.078.02
PAGE 2
1.0
1.1
APPLICATION DETAILS
Proponent:
Municipality of Clarington
1.2
Official Plan Amendment:
To amend the designation of Prestonvale Road between
Robert Adams Drive and Bloor Street from "Local Road" to
"Collector Road".
2.0 LOCATION
2.1 The subject portion of Prestonvale Road is located south of the intersection of
Robert Adams Drive and north of the intersection of Bloor Street and in part
follows the lot line between Lot 32 and Lot 33, Concession 1, and in part is within
Lot 33, Concession 1, former Township of Darlington.
3.0 BACKGROUND
3.1 The status of Prestonvale Road has been under discussion for several decades.
A chronological overview of the issues relating to Prestonvale Road is attached
(see Attachment #2).
3.3 The 1991 Durham Regional Official Plan designated all of Prestonvale Road as a
Type C Arterial Road. At the time of the preparation of the Clarington Official
Plan and the consideration of a Secondary Plan for the South-West Courtice
area, Planning Staff also recommended the designation of Prestonvale Road as
a Type C Arterial. Staff noted that with the additional population and large
industrial area, Prestonvale Road was an important component of the
transportation network and should not remain as a Local Road. A number of
residents were opposed to this designation. In September of 1994, the Council of
the day directed staff to designate the portion of the street between Robert
Adams Drive and Bloor Street as a Local Road. This was implemented in the
new Clarington Official Plan.
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REPORT NO.: PSD-078-02
PAGE 3
3.4 The proposed change will recognize Prestonvale Road within the specified area
as a collector road consistent with the level of traffic experienced on the street
and the requirements of the transportation network as outlined in Report EGD-
028-02 and a report from Totten Sims Hubicki entitled Preston vale Road Traffic
Analysis and Classification Review.
3.5 As Council is aware, all public works must be carried out in conformity with its
Official Plan. The planned Prestonvale Road improvements between Glenabbey
Drive and Bloor Street cannot be constructed to a collector road standard until
the Official Plan is amended. These improvements are necessary at this time as
there are development pressures in the area and the South Courtice Community
Park (SCCP) is proposed for Prestonvale Road south of Bloor Street.
3.6 On May 27, 2002, Planning Staff was directed by Council Resolution #C-320-02
to commence preparation of an application to amend the Clarington Official Plan
to redesignate Prestonvale Road from Bloor Street to Robert Adams Drive as a
collector road from its current designation of local road.
4.0 SITE CHARACTERISTICS AND SURROUNDING USES
4.1 Prestonvale Road runs in a north-south direction from Highway NO.2 to Baseline
Road in Courtice. North of Robert Adams Drive, Prestonvale Road is designated
as a Collector Road. South of Bloor Street, Prestonvale Road is designated as a
Type C Arterial Road.
4.2 Surrounding Uses:
Most of Prestonvale Road between Robert Adams Drive and Bloor Street is lined
by single detached homes with direct access to the road. South of Glenabbey
Drive the lands on the west side are under development for an elementary
school. A future secondary school site is also reserved in this location.
,
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REPORT NO.: PSD-078..Q2
PAGE 4
5.0 OFFICIAL PLAN POLICIES
5.1 The Clarington Official Plan designates Prestonvale Road as a "Local Road".
Local roads are to carry lower volumes of traffic and facilitate access to individual
properties.
6.0 PUBLIC SUBMISSIONS
6.1 A public meeting was held on June 17, 2002 for this application at which no one
spoke in opposition and one individual spoke in favour. Heather Waters spoke in
support of the application on behalf of the Whitecliffe residents. She voiced
strong support for the redesignation for the safety and environment of the
neighbourhood. She indicated that Robert Adams Drive is currently carrying a
level of traffic similar to an arterial road and that any further increase would be
unacceptable.
6.2 Numerous general inquiries were also received by telephone and in person by
the Planning Services Department on this application, mainly for clarification on
the meaning of a collector road. The majority of callers did not object to the
redesignation when informed that the change was to recognize the existing use
of the road. However, they were concerned that the Municipality was proposing
road widenings on Prestonvale Road and also raised concerns about traffic
volumes, rates of speed and implications for safety along the road, particularly in
the area of the new school. There were questions about the provision of
sidewalks on both sides of the road and the perceived loss of land in the front
yard.
6.3 Several letters in opposition to design work and the redesignation of the road
were received by the Engineering Service Department from Hugh and Carol
Neill. In a letter dated June 11, 2002, the Neill's expressed their views that
today's Staff and Council are not honouring the decisions of previous Councils.
They also requested that stop signs be placed on Prestonvale Road at
Meadowglade to assist the property owners in this location in exiting their
,T 'if
REPORT NO.: PSD-078-02
PAGE 5
driveway, to aid in reducing traffic speed in a school area, and to assist
pedestrians on the sidewalk in walking to the proposed community park. A
response from the Engineering Service Department to this letter is provided (see
Attachment #3)
6.4 In a letter dated February 28, 2002, the Neill's commented on the Engineering
Services report ENG-28-02. They questioned why Prestonvale Road should be
considered a "higher standard" collector than either Glenabbey Drive, Robert
Adams Drive or Sand ring ham Drive, particularly as these roads were designed
as collector roads while Prestonvale has evolved from a forced road to its current
role. The Neill's question whether it is pressure from residents of these roads
that has influenced this standard. In this letter they provide their alternative for
the area's road network, but suggest that this will not be entertained by Staff or
Council, as some of these roads will not be completed in time to service the
proposed SCCP.
6.5 One letter of concern was received by the Engineering Services Department from
Robert and Barbara Cowie. The Cowles provide a chronology of the
development of the road network in the area. They state that concessions made
to developers over the years and to residents of other streets have created a
situation on Prestonvale where long time residents in existing homes have had to
bear the brunt of traffic in the area. The Cowles have suggested that it would be
more appropriate to link the portion of Prestonvale Road south of Bloor Street
(which is currently designated as a Type C Arterial) to the future Meadowglade
Road (which is also a Type C Arterial) rather than directing traffic onto
Prestonvale north of Bloor (as it is a local street). The Cowles also request that
traffic calming measure be included on Prestonvale and that Phair Avenue be
opened up to through traffic to share traffic volumes with Claret Road.
. "
REPORT NO.: PSD-078-02
PAGE 6
7.0 AGENCY COMMENTS
7.1 Engineering Services recommended initiation of this redesignation in a previous
report to Council (EGD-28-o2), and are supportive of the application. No
concerns were raised by the Operations Department.
7.2 The Region of Durham advised that this application does not have significant
Regional or Provincial concerns and that in accordance with Regional By-law 11-
2000 the application is exempt from Regional approval. Further, the Region of
Durham notes that the redesignation of Prestonvale Road will not affect
proposed or existing Regional watermain and sanitary sewer services. They
advise that Regional transportation comments related to the intersection of Bloor
Street (Regional Road No. 22) and Prestonvale Road will be provided as part of
the Bloor Street realignment within subsequent phases of relevant plans of
subdivision in the area.
8.0 COMMENTS
8.1 Development pressures, including new subdivisions, a new public elementary
school and plans for a new South Courtice Community Park (SCCP), in the
southwest quadrant of Courtice, have resulted in the need to review long-term
transportation and infrastructure needs in the area. As a result of residents'
concerns about potential traffic impacts on Prestonvale Road resulting from the
development of the proposed community park, the Engineering Services
Department retained Totten Sims Hubicki Associates (TSH) to prepare a
comprehensive report entitled Preston vale Road-Traffic Analysis and
Classification Review. A copy of the executive summary of this report is attached
as Attachment #4.
8.2. The TSH report concludes that where Prestonvale Road currently functions as a
collector road by collecting and distributing traffic between local roads and more
highly travelled roads (such as Highway No. 2 and Bloor Street), it should be
recognized in the Clarington Official Plan as a collector road. The only way to
. "
REPORT NO.: PSD-078..Q2
PAGE 7
realistically reduce the role of Prestonvale Road to that of a "Local Road" would
be to physically close the street to through traffic. The TSH report stipulates that
this would not be practical given the existing road network and current traffic
volumes on Prestonvale Road.
8.3 The TSH report has recommended that the Clarington Official Plan be amended
to recognize Prestonvale Road from Robert Adams Drive to Bloor Street as a
collector roadway. Council directed Planning Services to initiate the proposed
Official Plan Amendment through the recommendations of Engineering Services
Report EGD-28-o2.
8.4 This position is consistent with previous studies by TSH, namely letter reports
dated February 27, 1995 (attachment #5) and May 3, 1995 (Attachment #6).
Since the early 1990's when additional lands in South Courtice were added to the
Courtice Urban Area through the review of the Region of Durham Official Plan,
the position of Municipal Staff has consistently been that local road status is not
appropriate for the traffic volumes and role of Prestonvale Road in the road
network in Courtice. In the letter report dated February 27, 2002, TSH states
that "only a small component of the proposed residential development
could be accommodated on the existing transportation network."
Prestonvale Road is an important north-south connection between Highway No.
2 and the commercial areas of Courtice and the employment areas and proposed
SCCP in the south. Given existing physical, topographical, environmental and
development constraints, no alternative north-south connections are practical at
this time.
8.5 Through the Clarington Official Plan review in 1994, Staff recommended
designating Prestonvale Road as a Type C Arterial road. The current
recommendation is for it to be designated a collector road. The rationale for this
can be found in a comparison between the description of the two roadways.
There is some overlap in the design criteria of these roads classifications.
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REPORT NO.: PSD-078-02
PAGE 8
8.6 From a design and functional perspective, these types of roadways are similar;
for example, the prescribed right-of-way width overlap at 26 metres. Further,
design requirements for both types of roadways are to provide for continuous
movements, for sidewalks on both sides, for public transit and for cycling where
possible. However, a key difference is that the collector road designation makes
provisions for traffic calming measures and allows some private accesses along
the roadway. The design for Prestonvale Road proposed by the Engineering
Services Department addresses these issues. It is anticipated that where the
TSH report calls for Prestonvale Road to fill the role of a "higher standard"
collector, in greenfield development situations, new private accesses would be
restricted and the right-of-way width would meet the right-of-way width standards
for a collector. Wherever possible, where there is existing residential
development, roadway development would be accommodated within the existing
right-of-way.
8.9 Residents have advanced Townline Road as an option for diverting traffic
travelling in a north-south direction from Prestonvale Road. While this is planned
in the 20 year Regional Transportation Master Plan (draft September 2001), at
the present time, fiscal constraints and other priorities across the Region prevent
this bridge connection from being built.
9.0 CONCLUSIONS
9.1 In accordance with Council's direction and Engineering Services report ENG-28-
02, the proposed Amendment No. 29 to the Clarington Official Plan are attached
for Council's consideration.
Attachments:
Attachment 1 - Key Map
Attachment 2 - Chronology
Attachment 3 - Memo to Mayor and Council on Hugh and Carol Neill's Concerns
Regarding Prestonvale Road, dated June 17, 2002.
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REPORT NO.: PSD-078-02
PAGE 9
Attachment 4 - Prestonvale Road-Traffic Analysis and Classification Review, Executive
Summary
Attachment 5 - TSH letter report on Courtice Area TransportationlTraffic Study, dated
February 27,1995
Attachment 6 - TSH Letter report on Municipality of Clarington Traffic Study, dated May
3, 1995
Attachment 7 - Proposed Amendment No. 29 to Map B2 ofthe Clarington Official Plan
List of interested parties to be advised of Council's decision:
Greg Philip Blair Carter
2472 Prestonvale Road 2654 Prestonvale Road
Courtice, Ontario Courtice, Ontario
L 1 E 2S1 L 1 E 2R9
Glen Drury
18 Robert Adams Drivd
Courtice, Ontario
L 1 E 1V8
Heather Waters
46 Robert Adams Drive
Courtice, Ontario
L 1 E 1V2
Vie Nozdryn
2883 Trulls Road
Courtice, Ontario
L 1 E 2N4
Enid & John DeCoe
2156 Prestonvale Road
Courtice, Ontario
L 1 E 2S2
Ferdinando Longo
15 Barrington Place
Courtice, Ontario
L 1 E 2K9
Tom Hancock
132 Glenabbey Drive
Courtice, Ontario
L 1 E 2B2
Hugh & Carol Ann Neill
2111 Preston vale Road
Courtice, Ontario
L 1 E 2S2
J. Hawryszko
2588 Prestonvale Road
Courtice, Ontario
L 1 E 1 W1
Joe & Sandra Matasic
4 Hampstead Gate
Courtice, Ontario
L 1 E 1V2
Ted & Joan Ellis
147 Wilkins Crescent
Courtice, Ontario
L 1 E 3B5
Justine & Gary Lilley
7 Mulholland Court
Courtice, Ontario
L 1 E 1T9
J. Wells
15 Firwood Avenue
Courtice, Ontario
L 1 E 1 P6
S. Worden
1592 Prestonvale Road
Courtice, Ontario
L 1 E 2N8
Neil & Sharon Wease
2148 Prestonvale Road
Courtice, Ontario
L 1 E 2S2
Dave & Sue Jenkins
1467 Prestonvale Road
Courtice, Ontario
L 1 E 2P2
Kelly & Christina Vaillancourt
2125 Prestonvale Road
Courtice, Ontario
L 1 E 2S2
P. Heauysege
2362 Prestonvale Road
Courtice, Ontario
L 1 E 2S1
Bary & Bob Cowie
2682 Prestonvale Road
Courtice, Ontario
L 1 E 2R9
Justin White
41 Yorkville Drive
Courtice, Ontario
L 1 E 2A7
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ATTACHMENT 1
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_ _ Portion of Prestonvale Road to be Designated as a Collector Road
Courtice Key Map
COPA 2002-007
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ATTACHMENT 2
SUMMARY OF THE PRESTONVALE ROAD CHRONOLOGY OF EVENTS
1960 The Official Plan for the Darlington Planning Area, indicates Prestonvale Road
as a local road with a 66 foot road allowance. This document provided land use
designations for an urban residential and a deferred residential area. The
population of the urban residential was 13,400 people.
1975 A consultants report entitled Transportation Planninq Inputs to the Courtice Area
Secondary Plan, recommended that a new Prestonvale Road be constructed.
This was to be an arterial road with an 86 foot wide road allowance and a four
(4) land cross-section. This road was to be located west of the existing
Prestonvale Road. A number of residents objected to this concept.
1976 The Durham Regional Official Plan was adopted delineating the urban boundary
for Courtice. This was the basis from which Amendment No. 12 to the
Darlington Plan was prepared with a population target of 20,000 people.
Prestonvale Road is not designated as an arterial road.
1978 The Ontario Municipal Board Hearing for the Courtice Heights subdivision
(Sandringham Drive area) concluded. The Board member, in a written decision
provided favourable consideration to the application, although a Secondary Plan
for the area did not exist. In his deliberation he noted "it is obvious that the
existing roads will be more heavily travelled and will have to be greatly
improved, reconstructed with a stronger base, and widened." The Board
decision noted the concerns of area residents and the suggestions of a new
north-south arterial, which he dismissed stating, "Traffic evidence indicated that
this new arterial road was not needed to service the plans before the Board."
The subdivision was proposing to develop approximately 760 units.
June 1980
Amendment 12 to the Darlington Official Plan was approved by the Minister of
Municipal Affairs incorporating a Courtice Urban Area with a population target of
20,000 people. Prestonvale Road was designated as a local road in this Plan
and Robert Adams Drive and Sand ring ham Drive were designated as collector
roads.
July 1980
Council adopted the Courtice South Neighbourhood Plan. Although Prestonvale
Road is shown as a local road on the approved Plan, the background and
preliminary drawings proposed Prestonvale Road be designated a collector
road.
,
November 1987
As part of the development of White Cliff subdivision (Robert Adams Drive
area), Kiddicorp Ltd. reconstructs Prestonvale Road from Highway No. 2
southerly to Robert Adams Drive/Phair Avenue with a 10 metre wide pavement
width.
June 1991
The new Durham Regional Official Plan is adopted designating Prestonvale
Road as a Type "C" arterial from Glenabbey Drive southerly to the Townline
Road extension. In addition the Courtice Urban Area is expanded with a
population target of 45,000 people. In addition, a large employment area has
been designated south of Bloor Street and east of Prestonvale Road.
Summer 1992
Prestonvale Road is reconstructed to an urban collector cross section from
Robert Adams Drive/Phair Avenue southerly to Claret Road with a 10 metre
wide pavement width.
November 1993
The Durham Regional Official Plan is approved by the Minister of Municipal
Affairs. The designation of Prestonvale Road, the population target and
employment area designation were all approved as per the Council adopted
Plan of June 1991.
Summer 1994
Prestonvale Road is reconstructed to an urban cross section from Claret Road
southerly to Glenabbey Drive with a 10 metre pavement width.
May 1994
Planning Staff release the draft Official Plan which proposes to designate
Prestonvale Road as a Type "C" arterial.
September 1994
Planning Staff prepare PD-11o-94 for General Purpose and Administration
Committee's consideration. This report notes the increase in the Courtice
population target in the Durham plan from 20,000 to 45,000 and the designation
of employment area lands in south Courtice. In consideration of adding the
south-west Courtice lands, the report recommends that Prestonvale Road be
redesignated from a local road to a Type "C" arterial. Council referred PD-11 0-
94 back to staff for further processing and added the following resolution:
"THAT Prestonvale remain designated as a local road from Robert Adams Drive
south."
February 1995
In December 1994, the Municipality engages Totten Sims Hubicki Associates
(TSH) to undertake a review of the transportation network for the residential and
employment areas of Courtice. Their report concludes that the complete
development of Phase 1 of the South-West Courtice Neighbourhood cannot be
accommodated on the local transportation network without improvements to the
local and Regional transportation network. Only 500-600 residential units could
be developed in the area until improvements are made. Further, Prestonvale
Road, Robert Adams Drive and Glenabbey Drive could expect increases in
traffic volumes, although these increased levels would remain within accepted
guidelines for collector roadways. The report further concludes that local road
status for Prestonvale is not practical and recommends that it should be
designated as a Type C arterial roadway in the Clarington Official Plan as
originally envisaged.
May 1995
Council passes a resolution requesting that the Regional Municipality of Durham
be requested to amend the Durham Regional Official Plan by amending Map B
to 1) delete the Type "C" arterial road designation for Prestonvale Road between
Bloor Street and Glenabbey Drive (making all of Prestonvale Road from Robert
Adams Drive to Bloor Street a local road) and 2) designate Townline Road south
of Regional Road 22 as a Type "B" arterial road.
January 1996
Council adopts Clarington Official Plan by By-law 96-033 with the subject portion
of Prestonvale Road designated as a Local Road. Council makes and
application to the Region of Durham to amend the Durham Region Official Plan
and remove the Type C arterial classification of Prestonvale Road north of Bloor
Street.
September 1996
Regional Council approves the Clarington Official Plan and adopts the
amendment to the Durham Regional Official Plan requested by the Municipality
of Clarington to delete the designation of Prestonvale Road from a Type "C"
Arterial Road north of Bloor Street to Glenabbey Drive.
November 2001
An Information Centre is held for review of plans for the South Courtice
Community Park (SCCP). Concerns are raised by area residents about
potential traffic impacts on Prestonvale Road resulting from the development of
the proposed park. As a result, TSH is retained by the Municipality to prepare a
comprehensive "Traffic Analysis and Classification Review" for Prestonvale
Road.
February 2002
The TSH report titled "Traffic Analysis and Classification Review" concludes that
Prestonvale Road between Highway 2 and Bloor Street satisfies more criteria
for a "collector" and recommends it should be redesignated as a collector
roadway in the Clarington Official Plan. The report states that if Prestonvale
were to remain a local road, road closure or other physical measures would be
required to reduce traffic volumes to levels consistent with a local status.
February 2002
A Public Information Workshop is held to provide the public with an opportunity
to comment on preliminary design drawings prepared by SRM Associates for
the proposed reconstruction of Prestonvale Road from 660 metres south of
Bloor Street to Glenabbey Drive. The proposed design proposes a number of
different cross sections with no paved surface in the study area being greater
than 10 metres. Traffic calming measures in the form of a "bump-out" north of
the future Meadowglade Road are also proposed.
May 2002
Engineering Services Staff prepares ENG-028-02 and requests Council to
authorize Planning Staff to commence preparation of an application to amend
the Clarington Official Plan to redesignate Prestonvale Road from Bloor Street
to Robert Adams Drive as a collector road from its current designation of local
road.
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ATTACHMENT 3
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MEMO
TO: Mayor Mutton and Members of Council
FROM: A.S. Cannella, Director, Engineering Services
DATE: June 17, 2002
SUBJECT: HUGH AND CAROL NEILL'S CONCERNS REGARDING
PRESTONVALE ROAD REDESIGNATION
I have reviewed Mr. and Mrs. Neill's letter to Clarington Council dated June 11, 2002,
and would like to respond to Council. Engineering Services staff and their consultants
have worked diligently to address the questions of the Neill's and other Prestonvale
Road residents through preparation of several transportation reports (the most recent
entitled Prestonvale Road Traffic Analysis and Classification Review) and through the
incorporation of traffic calming measures in the design of the roadway. An Information
Centre was held on February 28, 2002 to present both the proposed design drawings
and an Executive Summary of the aforementioned report to the public. A report to
Council followed once all public input had been received.
There has been more than enough technical documentation produced over the years to
answer Mr. and Mrs. Neill's questions. The problem seems to be that the Neill's do not
seem to like or accept the answers that they receive. From a technical perspective, the
answer conceming the designation of Prestonvale Road has always been consistent. It
should not be designated as local road as long as it is to remain open to through traffic.
As it provides the only north south continuous route through the neighbourhood between
Baseline Road and Highway 2, it is essential that it remain open. These technical
principles have been endorsed by the Clarington Traffic Advisory Committee who has
independently reviewed the operation of Prestonvale Road. To leave the designation of
Prestonvale Road as local would only misrepresent its function in the transportation
system.
To compare the role of Prestonvale Road with Robert Adams Drive and Glenabbey
Drive is a pointless exercise. All three roadways are critical in collecting and conveying
traffic from and through the local neighbourhood. Together, these roads work as a
transportation system. The Engineering Services Department nor Clarington Council
can control how many vehicles use the roadways in question simply by changing their
designation. The role of the Engineering Services Department is not to favour the
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residents of one street over another, but rather to provide the best possible
transportation system for the entire community.
Staff has tried to address the Neills' concems regarding traffic operations on Prestonvale
Road through the incorporation of traffic calming measures in the roadway design. You
may recall that a similar approach was taken to address the concems of residents on
Concession Street in Bowmanville. The pavement width in front of the group of homes
including the Neill residence has been reduced from the standard 8.5 metre width. This
reduced pavement width along with consideration for a stop sign at the future
intersection of Prestonvale Road and Meadowglade Boulevard should facilitate the
conveyance of traffic safely adjacent to the school and across the frontage of the Neill
property .
&~.JJ -
A.S. Cannella,
Director, Engineering Services
ASClwc
pc: Frank Wu, Chief Administrative Officer
David Crome, Director, Planning
CORPORATION OF THE MUNICIPALITY OF CLARINGTON
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ATTACHMENT 4
THE MUNICIPALITY OF CLARINGTON
PRESTONVALE ROAD TRAFFIC ANALYSIS
AND CLASSIFICATION REVIEW
EXECUTIVE SUMMARY
-
TSH staff have reviewed current and historic transportation information relating to
Prestonvale Road as well as completing an assessment of the impact of traffic generated
from future growth in South Courtice on Prestonvale Road. The purpose of ,the review and
assessment was to determine an appropriate classification. cross-section artd standard for
Prestonvale Road between Robert Adams Drive and Bloor Street.
Based on the analysis conducted as part of this study as well as the work completed on
previous transportation studies for this area, the following has been concluded:
1. The technical and planning considerations summarized in this report, confirm that
Prestonvale Road should be classified as a collector road from Robert Adams Drive
to Bloor Street. From Bloor Street South it should continue to be classified as a
Type C arterial. There is a potential argument. based upon prevailing and future
volumes, supporting the classification of Prestonvale Road as a Type C arterial from
Highway 2 to Bloor Street. However, recognizing that the roadway satisfies more
McriteriaM for a Mcollector" standard facility, it has been concluded that the
McollectorM designation would be more appropriate;
2. Previous decisions to classify Prestonvale Road as a MlocalM roadway from a
technical perspective, are considered inappropriate and did not reflect the true
function of this facility.
3. Although it is suggested that Prestonvale Road between Robert Adams Drive and
Bloor Street be classified as a collector, it must be recognized that it should be
considesred a Mhigher standardM collector than either Glenabbey Drive, Robert
Adams Drive or Sandringham Drive. Although neither the Municipality of Clarington
or the Region of Durham recognize a Mhigher collectorM, this classification may be
appropriate for Prestonvale Road in comparison to Robert Adams Drive or
Glenabbey Drive. Robert Adams Drive and Glenabbey Drive actually connect to
Prestonvale Road;
4. Prestonvale Road from Glenabbey Drive to Bloor Street should be reconstructed as a
collector standard roadway with a pavement width of 10m where possible;
5. If Council determines that Prestonvale Road should be classified as a local roadway,
road closure or other physical measures would be required to reduce the traffic
volumes consistent with a local status. This would have a significant and negative
effect on traffic volumes on Robert Adams Drive and Glenabbey Drive and result in
these roadways potentially exceeding a Mthreshold of good environmentM.
'UtI
THE MUNICIPALITY OF CLARINGTON
PRESTON V ALE ROAD TRAFFIC ANALYSIS AND CLASSIFICA TION REVIEW
Page ji
EXECUTIVE SUMMARY (Cont'd.)
6. Consistent with other collector roadways within the Municipality of Clarington.
there is a need to ensure that the residents' concerns ~elating to speed are
adequately addressed. In this regard. there is an opportunity through sensitive
streetscaping and the responsible use of traffic calming measures associated with
the planned roadway reconstruction. to potentially deal with these issues.
In order to address the needs of the local and area transportation network in South
Courtice the following is recommended:
1. That the Municipality of Clarington prepare an amendment to the Official Plan
recognizing Preston vale Road from Robert Adams Drive to Bloor Street as a
collector roadway.
2. That the Municipality of Clarington reconstruct Prestonvale Road from Glenabbey
Drive to Bloor Street with a 10m cross-section. The design should incorporate
streetscaping and traffic calming strategies, where appropriate, to mitigate concerns
relating to vehicular speeds. A traffic calming plan should be reviewed with the
local residents prior to any traffic calming measures being implemented.
3. This study should be updated when more definitive information is available on the activities. to
be conducted at the South Courtice Community Facility.
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ATTACHMENT 5
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300 WATER STREET. WHITBY, ONTARIO
CANADA L1N 9J2
totten sims hubicki associates
(905) 668.9363
FAX (905) 668-0221
Mr. D. Crome
Manager of Strategic Planning
Municipality of Clarington
Planning Department
40 Temperance Street
Bowmanville, Ontario
Ll C 3A6
February 27, 1995
RE: Courtice Area Transportationrrrarfic Study
Dear David:
Totten Sims Hubicki Associates was retained in December 1995 to undertalce a Traffic Impact Assessment
in support of the South-West Courtice Neighbourhood Plan and the Draft Clarington Official Plan.
It was agreed that our traffic impact assessment would be undertalcen in two phases with the first phase
dealing with the residential component in south-west Courtice (The South-West Courtice Neighbourhood
Plan) and the second phase dealing with the land designated for industrial use. The Study Area for the
overall assessment is bounded by Highway 2, Townline Road, Courtice Road and Highway 401.
This letter report summarizes the results of our Phase I review. Our assessment has revealed that the
residential development associated with Phase I (The South-West Courtice Neighbourhood Plan) cannot
be accommodated from a traffic perspective without improvements to the local and Regional roadway
networks in both Clarington and Oshawa. In addition, it appears that higher order transportation
improvements are required on the Provincial Highway network to accommodate significant levels of
development in the Courtice area, including the development considered within the context of the review
summarized in this letter report. Only a smail component of the proposed residential development couId
be accommodated on the existing transporlation network. The development of those lands included
within Phase I of the South-West Courtice development will also result in increased traffic volumes on
Robert Adams Drive, Prestonvale Road and Glenabbey Drive; although the existing and anticipating
volumes on these roadways are considered to be within the levels deemed acceptable for collector and
minor arterial roadways.
1.0 DEVEWPMENT DESCRIPTION
Phase I of the South-West Courtice Neighbourhood Plan includes 2,515 dwelling units. For the purposes
of our impact assessment, the development types were disaggregated as shown in Table No. I below.
ENGINEERS ARCHITECTS AND PLANNERS
578
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During the course of our assessment it became clear that servicing constraints within the South-West
Courtice area may preclude the development of all 2.515 units within the 10 year planning horizon
considered within the context of this Study; as a consequence, and following consultation with staff of
the Municipality. it was agreed that a development level of 1,675 units would also be assessed. This
would likely represent "achievable" development levels for approximately the next 10 years. For the
purposes of this documentation, the 1,675 unit phasing is referred to as Phase 1 A. The latest
development plan for the South-West Courtice area is provided as Exhibit I.
)
'iC-.. ..MUNICIPALITY OFCLARINGTON .
. !G01.1RTIGEAREA!ttRANSPORTATIONREVIEW"PHASE lAND IA
;%l;;ij'i;!m~lJEi#'~Y...Ol':'P~QP01)E[)bEV1lli()~lVIEN+.
::bE:"VELO~MENT SIZE
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1. Residential
2. Commercial
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I. Residential
2. Commercial
NOTE: I.
2.
UNITS
SQ. FT.
Low Density 1,785
Medium Density 505
High Density 225
Convenience Type Retail N/A
Low Density 1.137
Medium Density 438
High Density 100
Convenience Type Retail N/A
N/A
N/A
N/A
6,500
N/A
N/A
N/A
6,500
N/A = Not Applicable
Phase 1 = Total Area Buildout
Phase IA = Development Level which ReOects Servicing Constraints
It should be noted that north of the South-West Courtice Neighbourhood, thre are approximately 225
residential units that have Draft Plan Approval and have yet to be developed. It has been assumed in the
context of this Study, that all 225 of these single family dwelling units will be developed and occupied
within the next 10 years.
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2.0 LOCAL TRANSPORTATION INFRASfRUCTURE
Exhibit 2 provided shows anticipated/planned roadway classifications within the Study Area. The
following classifications should be noted:
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CLASSmC.,.\TIONIDESIGNA TION
. REGIONAL . .
OFF1CIALPLAN.
CLARINGTON OFF1CIAL
PLAN (DRAFT)
Type C Arterial
Prestonvale Road-Highway 2 (King Street) to Not Addressed
Robert Adams Drive
Prestonvale Road-Robert Adams Drive to Not Addressed
Glenahbey Drive
Prestonvale Road-Glenabbey Drive to Type C Arterial
Baseline Road (Highway 401)
Glenahbey Drive-Prestonvale Road to Type C Arterial
Townline Road
Robert Adams Drive-Glenabbey Drive to Not Addressed
Prestonvale Road
Type C Arterial'
Type C Arterial
Collector
Collector
) The above designations attributed to the Clarington Official Plan refer to the Draft Official Plan currently
under consideration. It is these designations that are shown on Exhibit 2. It should be noted the existing
Official Plan and Neighbourhood Plan previously prepared by the Municipality of Clarington, refer to
Prestonvale Road between King Street and Robert Adams Drive as a collector roadway and between
Robert Adams Drive and Glenabbey Drive, Prestonvale Road is identified as a local roadway. Between
King Street and Glenabbey Drive, Prestonvale Road is currently constructed to collector standards (I.e.
a 10 m pavement width). It is also noteworthy that a Type C Arterial is essentially a major collector
roadway. The difference between a local and a collector roadway is the acceptable level of traffic that
can be accommodated; there is often no difference in the physical capacities of both types of roadways.
The municipality has not established, or adopted, "threshold" volumes for local or collector facilities
although it is generally accepted in the transportation/planning industry that local roadways should carry
in the order of 1,000-1,500 vehicles per day (vpd).
In late 1994, the Council of the Municipality ofClarington passed a motion which essentially formalized
their desire to recognize and maintain Prestonvale Road between King Street and Bloor Street as a local
roadway.
The Phase 1 assessment as summarized in this letter report included a review of the implications
associated with maintaining Prestonvale Road as a local facility and considered strategies that could be
implemented to reduce the volumes on this roadway to local street levels (I.e. less than 1,000 vpd).
)
Consistent with the South-West Courtice Neighbourhood Plan, we have assumed that, east of Townline
Road, Bloor Street would be re-a1igned to connect directly to Bloor Street at approximately Prestonvale
Road as shown on Exhibit I. It was also assumed that Preston vale Road between Glenabbey Drive and
Bloor Street would be widened and reconstructed as pari of development activities in the area,
consistent with the upgrading that occurred in 1994 between Claret Road and Glenabbey Drive.
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NOT TO SCALE
SOUTH-WEST COURTICE NEIGHBOURHOOD PLAN
TRAFFIC IMPACT REVIEW
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1.1
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Discussions with staff of the Region of Durham have revealed that the widening of Bloor Street east of
Harmony Road is not currently included in the Region's 10 year Capital Works Program. In addition,
) timing has not been established for either the implementation of the ultimate Harmony Road/Bloor Street
interchange with Highway 401 or the new Colonel Sam Drive/Highway 401 interchange to the east of
Harmony Road. Previous studies, including the Harmony !l-oad Operational Review undertaken by TSH
in 1991, revealed the need Jor these improvements within a 10 year horizon in order to accommodate
additional development in the area of the General Motors Headquarters.
A widening of Bloor Street would also involve the simultaneous construction of a grade separation of the
CPR tracks west of Grandview Drive. Although a Regional initiative, this project will be funded by GO
Transit as part of GO Rail's extension to East Oshawa. GO Rail has yet to establish a date for this
extension.
3.0 TRAFFIC GENERATION
Table No.2 below summarizes traffic generation associated with development levels for both Phases I
and lA of the South-West Courtice Neighbourhood Plan. Trip generation rates were based on estimates
contained in the ITE Trip Generation Manual, 5th Edition. and indices collected by TSH for similar
studies. In reviewing the trip generation rates as shown in Table No.2, it is fundamental to note that
there is currently very little transit service to the South-West Courtice Neighbourhood. We have assumed
that, in the 10 year planning horizon, there will not be a significant improvement in the level of transit
service available to this area. Even with the extension of GO service to the area, it is estimated that there
will be a limited reduction .in auto traffic generation. We have reviewed/confirmed this 'assumption with
staff of the City of Oshawa and the Municipality of Clarington. For Phase lA, we have also assumed
that 5 % of the traffic generation would be internal to the development itself.
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ii ..> ..DEVl':LOPMEl'fI:\irMPEAJ(:ltOlJRTRIP '. .....TRIPGENERATlON
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Low Density
Medium Density
High Density
1,785
505
N/A
N/A
0.66
0.35
0.36
0.19
225
N/A
0.23
0.14
7.57
Commercial:
Convenience
N/A
6,500
7.57
TOTAL TRIP GENERATION
IA
Low Density
1,137
438
N/A
N/A
0.66
0.35
Medium Density
High Density
0,36
0.19
100
N/A
0.23
0.14
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Convenience
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TOTAL TRIP GENERATION
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1.01 1,172 631 1,803
OOS5 182 96 278
0.37 52 32 84
15.14 49 49 98
1,455 808 2,263
1.01 747 401 1,148
0.55 159 83 242
0.37 23 14 37
15.14 49 49 98
978 547 1,525
NOTE: 1. Trip Rates were Determined from ITE Trip Generation Manual (5th Edition), Residential, Vehicle
TripslUnil; Commercial, Vehicle Trips/IO' SF G.F.A.
2. N/A = Not Applicable; G.F.A. = Gross Floor AreJI
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For the purposes of impact assessment, it was assumed that the traffic generated by the commercial
component of the development would be bypass traftic (i.e. traffic already on the roadways). The
background traffic has also been adjusted to reflect a total of 225 additional dwelling units (low density)
proposed adjacent to the north of the Study Area.
4.0 TRAFFlC DISTRIBUTION AND ASSIGNMErrr
Traffic associated with the new development was distributed based upon 1991 TIS data (fransportation
Tomorrow Survey). For the purposes of our analysis we have assumed that background traffic will grow
at a rate of 2.7% per annum. This figure was arrived at following an assessment of historic traffic
volumes in the area. The rate was also confirmed with Region of Durham staff. This figure could be
considered conservative if the GO extension to Oshawa occurs within the next ten years. The GO Station
will attract traffic frOm the east in Courtice and Bowmanville which may find Bloor Street an attractive
route to the station which is to be located on Bloor Street just east of the Holiday Inn and' west of
Grandview Drive. Exhibit No. 3 attached provides a sununary of the existing background traffic
volumes as assembled by TSH. Exhibit No, 4, shows the assignment of development ~elated traffic to
the roadway network. Exhibit No.5 sbows future (year 2005) total traffic volumes on roadway links
and at intersections within the Study Area and on roadways to the west in the City of Oshawa. Exhibits
3, 4 and 5 reflect Phase IA of the proposed development i.e. 1,675 dwelling units. Traffic assignments
have not been provided for Phase 1.
In producing a traffic assignment, it was assumed that 20% of the site-generated traffic to/from the west
on Highway 401 would use the Courtice Road interchange rather than the existing Harmony Road
interchange.
5.0 IMPACT ASSESSMENT
Capacity analyses for the key intersections within the Study Area were conducted using the Highway
Capacity Manual software associated with Transportation Research Board Special Report 209. Table No.
3 attached provides a summary of the results of the capacity analysis conducted for development levels
I considered within Phase I and Phase IA of the South-West Courtice Neighbourhood Plan.
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0.72 C 17 1.05 F 71 0.68
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As can be noted from Table No.3, there will be a number of traffic/transportation related problems with
the development levels associated with either Phase I or Phase IA. The intersection of Harmony Road
and Bloor Street in the City of Oshawa is currently operating at capacity for some critical movements.
Additional developmenJ wo-uId only serve to exacerbate conditions at this location. The Region of
Durham is currently investigating techniques to improve operating conditions at this intersection which
may remove short term operating constraints. One improvement being investigated includes the provision
of an additional EN - W Highway 401 ramp located on Bloor Street west of Harmony Road. Any
improvements in this regard, must be endorsed by MTO. The intersection of Bloor Street and Grandview
Drive is currently operating at an acceptable level of service; however, with the development volumes
associated with the South-West Courtice Neighbourhood Plan, this inJersection wi/I also experience
capacity problems at the 2005 planning horizon with volumes associated with either the Phase 1 or
Phase lA levels of developmenJ. The intersection of Bloor Street and Townline Road, which is currently
unsignalized, will require signalization in conjunction with development and, without a widening of Bloor
Street, this intersection will also experience capacity problems.
With respect to impacts on other roadways in the community, our traffic assignment indicates that
increased volumes could be anticipated on Glenabbey Drive, Robert Adams Drive and Prestonvale Road.
Exhibit No. 6 shows the level of increased volumes that could be anticipated on these roadways on a
daily and peak hour basis and the total expected volumes resulting from development in the south-west
Courtice Neighbourhood Plan. It must be recognized that our assignment of traffic to these roadways
is somewhat subjective and was based upon travel time surveys conducted by our staff and the assessment
of the convenience of each of these routes from the South-West Courtice Neighbourhood to and from
Highway No.2 (King Street). Further discussion of impacts on these roadways is contained in Section
6.0 of this letter report.
We have reviewed the initial subdivision plans for the subject neighbourhood as provided by staff of the
Municipality of Clarington. The internal street network associated with the plan for the South-West
Courtice Neighbourhood shows an east-west collector roadway lining up with Grandview Drive in the
City of Oshawa. An additional east-west roadway link with Townline Road is located south of Grandview
Drive. These links, whether local or collector facilities, could result in increased traffic volumes on
Grandview Drive in Oshawa. Although this increase is difficult to predict, the level will likely relate
directly to prevailing operating conditions at the Grandview DrivelBloor Street and Bloor Streetffownline
Road intersections.
One issue that should be addressed by the Municipality of Clarington and the Region of Durham is the
lack of sufficient stopping and crossing sight distance (particularly for left turns) on Bloor Street at
Prestonvale Road (currently an unsignalized location). Currently there exists significanJ sight distance
problems as a result of the prevailing roadway grade east of Prestonvale Road. The only practical
solution to these problems may involve relocating the future upgraded Bloor StreetlPrestonvale Road
intersection to the west and providing signalization. This problem has been confirmed in conjunction with
Region of Durham staff during a field visit to the site. The assessment of sight distance constraints was
undertaken for the existing posted speed of 80 kph (the prevailing speeds appear to be somewhat higher
than 80 kph). Although it is recognized that urbanization will occur in the near future to the west of
Prestonvale Road, to the east, the rural character will remain for some time and therefore it is appropriate
to assume that there will not be a reduction in speeds. Signalization alone at this intersection will not
resolve the sight distance problems.
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LEGEND
Provincial Freeway
Type A Arter",1
\___ Type B Arterial
. _ - _ _ Type C Arterial
___ Collector
Local
. Existing Signalized Intersection
;~~~j Study Area
211 P.M. Peak Hour Volume (Net Increase Only)
(2,350) Weekday Volume (Net Increase Only)
IIi9 P.M. Peak Hour Volume (Tota' Backg,ound and Development)
1I1l.'~'O)J Weekday Volume (Total Background and Development)
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NOT TO SCALE
SOUTH-WEST COURTICE NEIGHBOURHOOD PLAN
TRAFFIC IMPACT REVIEW
Exhibit 6
Peak Hour and Weekday Traffic Volumes
(2-Way) - Phase 1 A
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The traffic assessment has revealed that the development associated with either Phases I or IA of the
South-West Courtice Neighbourhood Plan cannot be accommodated without improvements i.e. widening
of Bloor Street from two to four lanes between Prestonvale Road and Harmony Road and other associated
improvements on Highway 401 - see Section 6.0 below. It has been determined that approximately
500-600 dwelling units could be accommodated in the area within the next 10 years. This assumes that
the Region of Durham can find a solution to the existing capacity problems at the Bloor Street/Harmony
Road intersection which could defer the need for other major improvements within the 10 year planning
horizon.
6.0 SUGGFSfED TRAFFICrrRANSPORTATION IMPROVEMENTS AND IMPROVEMENT
OPI"IONS
The following local and Regional improvements should be considered by the Region of Durham,
Municipality of Clarington and the City of Oshawa. These improvements will be required to support the
proposed Phase I (and IA) development in the South-West Courtice Neighbourhood, assuming that build
out will occur within the next 10 years:
. Widen and re-a1ign Bloor Street from Harmony Road to Prestonvale Road. The roadway should be
widened from two to four lanes and include the grade separation of the existing CPR tracks west of
Grandview Drive. Realignments of Bloor Street will be required between Grandview Drive and
Harmony Road and Townline Road and Prestonvale Road. The latter realignment should be effected
in conjunction with development of South-West Courtice Neighbourhood.
. In conjunction with the Bloor Street widening, traffic signals will be required at the Bloor Street and
Townline Road and Bloor Street and Prestonvale Road intersections.
. Construct the new Colonel Sam Drive interchange on Highway 401 including the connection from
Colonel Sam Drive to Bloor Street. The interchange should include provision for the Highway 401
eastbound to northbound movement, not originally contemplated in the Preliminary Design Study
undertaken by the Ministry of Transportation. In conjunction with this interchange construction, a
ramp connecting westbound Bloor Street to eastbound Highway 401 (EN-W) should be constructed at
the Harmony RoadlBloor Street intersection.
. The internal roadways within the proposed South-West Courtice Neighbourhood should be designed
to promote north-south travel to/from Bloor Street and to discourage east-west travel, which may result
in increased volumes on Grandview Drive I.e. the internal east-west roadways could be discontinuous.
We have reviewed the potential options for reducing traffic volumes on Prestonvale Road to local
roadway standards (Le. less than 1,000 vpd) and offer the following comments. Just maintaining the
roadway as local road as designated in the original Official Plan, will not obviously result in any changes
to roadway function, or traffic vQlumes. The only way to achieve reduced traffic volumes on Prestonvale
Road south of Robert Adams Drive would be a physical closure of the roadway and diversion of
community traffic to Roberl Adams Drive. Exhibit 7 shows the roadway network that could result from
this change. The cost of the modifications shown in Exhibit 7 are conservatively estimated at
approximately $750,000 - $1,000,000 (1994 Dollars) including property. This improvement would
displace residents in four and possibly five existing single family homes. Such a configuration would
increase traffic volumes on Robert Adams Drive by a significant level. Robert Adams Drive was not
designed nor planned to carryall of the norlh-south traffic from the area. Similar comments apply to
Sandringham Drive to the east; this roadway was also not designed to carry significant volumes of traffic
and should not be considered an alternative to Prestonvale Road.
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Type A Arle,ial
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Local
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NOT TO SCALE
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SOUTH-WEST COURTICE NEIGHBOURHOOD PLAN
TRAFFIC IMPACT REVIEW
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Exhibit 7
Closure of Prestonvale
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It is considered thaJ the closure of Preston vale Road in any location is not a practical solution and will
result in greater traffic related problems elsewhere in the area. From a traffic operations and planning
perspective, both Robert Adams Drive and Prestonvale Road should remain open and share north-south
traffic. Prestonvale Road is signalized at Highway 2 and provides the main access to/from areas to the
south .
The impact that extending Townline Road to Highway 2 may have on traffic operations and volumes on
Prestonvale Road and Robert Adams Drive was investigated as part of this Study. This improvement
would result in a minor reduction in existing traffic volumes on Prestonvale Road and potentially reduce
the impact that development in South-West Courtice would have on traffic volumes on both Robert
Adams Drive and Prestonvale Road; Iiowever, the overall level of anticipated development in South-West
Courtice is such that volumes on all roadways in the area will continue to increase over time and the
extension of the Townline Road may be an integral part of the future transportation network in the
area. It is, however, not considered essential that this linkage be provided to serve Phases I or IA of
the proposed development as considered in the context of this review, provided the other improvements
discussed previously are implemented. The importance of the Townline RoadlHighway 2 link will be
further reviewed as part of Phase 2 of this Study.
7.0 CONCLUSIONS AND RECOMMENDATIONS
)
The work associated with the traffic analysis summarized in this report has led to the conclusion that the
complete development of Phase I of the South-West Courtice Neighbourhood as proposed, (or Phase IA
for that matter), cannot be accommodated on the local transportation network without improvements to
the local and Regional transportation network as described above. Only 500-600 residential units could
be developed in the area until significant network improvements are effected. In addition, it is clear from
our analysis that traffic volumes will increase on Prestonvale Road, Robert Adams Drive and Glenabbey
Drive; although these volumes are generally within accepted guidelines for collector roadways (Robert
Adams Drive and Glenabbey Drive) and Type C arterials (Prestonvale Road). As you are aware,
residents on these roadways are unhappy with current levels of traffic and additional volumes, although
considered to be within accepted guidelines, will only serve to exacerbate residents' concerns.
Although the Council of the Municipality of Clarington has expressed a desire to maintain a local
roadway status on Prestonvale Road, such status is not considered practical and therefore it is
recommended that it be designated a Type C arterial roadway in the Official Plan as originally envisaged,
to realistically reflect its intended function and actual use. This roadway, in conjunction with Robert
Adams Drive, provides access to and from Highway 2 from the south. At the present time, it is not
considered practical to provide any other north-south connections in the area due to existing physical,
topographical, environmental and development constraints. As discussed above, the extension of
Townline Road to Highway 2 (King Street) could playa role in the long term transportation system for
the area; however, it is not considered necessary for the residential component of development in South-
West Courtice.
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The assessment summarized in this letter report has confirmed that there are number of regional traffic
issues in the community which should be dealt with by the ~egion of Durham. In particular, the analysis
confirmed that there are cap.acity constraints at the intersection of Bloor Street and Harmony Road and
that the Harmony RoadlHighway 401 interchange will shortly be operating at capacity. The Region
should investigate the need and timing for the implementation of the Colonel Sam Drive/Highway 401
interchange as previously planned. The Region should also undertake a Study to review options for
providing additional access to the South Courtice area between Courtice Road and Townline Road; this
would include reviewing all possible alternatives for connecting the South Courtice area to Highway 401
and the appropriateness of the planned Regional roadway network.
I trust the above comments are satisfactory. Please do not hesitate to contact me should you have any
questions.
Yours very truly,
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Senior Vice-President, Transportation
DIA/an
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C.C. Mr. Tony Cannella, Municipality of Clarington Works Department
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ATTACHMENT 6
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1.1
300 WATER STREET, WHITBY, ONTARIO
CANADA L 1 N 9J2
totten sims hubicki associates
(905) 668-9363
FAX (905) 668.0221
Mr. Walter A. Evans, P. Eng.
Director of Public Works
Municipal ity of Clarington
Planning Department
40 Temperance Street
Bowmanville, Ontario
L1 C 3A6
May 3, 1995
RE: MunidpaUty of Clarington Traffic Study
Dear Mr. Evans:
Totten Sims Hubicki Associates was retained in April 1995 to conduct a Traffic Study in the south-west
Courtice Area to address 'local' community traffic issues. These issues included:
. The evaluation of traffic calming techniques on Glenabbey Drive; and
· A review of the classification of Prestonvale Road relative to its intended and actual function and
prevailing traffic volumes/characteristics.
The findings of the Study are presented in two parts with the first part dealing with the evaluation of the
effectiveness of recent .traffic calming measures. undertaken on Glenabbey Drive and the second part
dealing with roadway classification issues relative to Prestonvale_ Road.
This letter report summarizes the findings of our traffic review. The 'Before' and 'After' evaluation of
speed and traffic volumes on Glenabbey Drive, conducted as part of the Study, has revealed that the a11-
way stop signs on this roadway have had no 'measurable' effects in resolving speeding problems, but
have resulted in a reduction in traffic volumes. The Study has also re-confmned the Type C roadway
designation for Prestonvale Road as being appropriate for its function.
Exhibit 1 shows the general Study Area, the local transportation infrastructure and the current roadway
classifications.
ENGINEERS ARCHITECTS AND PLANNERS
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NOT TO SCALE
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REVIEW TRAFFIC ISSUES ON GLENABBEY DRIVE AND Pl{ESTONVALE ROAD
MUNICIPALITY OF CLARINGTON
Exhibit 1
Study Area and local Transportation Infrastructure
1.0 GLENABBEY DRIVE
1.1 BACKGROUND
Glenabbey Drive, classified as a minor arterial roadway in the Durham Official Plan, runs in an east-west
direction connecting Prestonvale Road (arterial) to Townline Road (arterial). The Draft Clarington Official
Plan, currently in circulation, recommends that Glenabbey Drive be designated as a collector roadway.
The roadway, as discussed in an earlier TSH Study (Traffic Issues on Glenabbey Drive, dated September
19. 1994), actually operates as a major collector or minor arterial road (Type C)
Between February, 1994 and January, 1995. 4 sets of all-way stop sign installations were installed on
Glenabbey Drive at Robert Adams Drive, Auburn Lane, Bruntsfield and Pinedale Cres. in an effort to
reduce speed and volume considered to be excessive by local residents. They were installed despite
technical evidence that the speeds wd volumes were" within accepted Standards for a collector roadway.
The installations were intended to act as speed control devices to reduce travel speeds on Glenabbey Drive
and to discourage use of Glenabbey Drive by DOn-local traffic. It was perceived by the local residents that
high traffic volumes on Glenabbey Drive were a direct results of the use of this roadway by non-local
traffic.
1.2 DATA COLLECTION AND ANALYSIS
Obtaining information associated with Glenabbey Drive involved a comprehensive data collection effort,
and more specifically, the following was undertaken:
. Meeting with Municipality staff to review and confirm the issues;
. A review of data collected prior to this evaluation including spot speed studies, time and motion
studies, traffic counts, etc;
. Completion of an Origin-Destination Survey using the license plate trace technique;
. Stop sign compliance survey;
. Field observations using a video recorder;
. Speed survey; and
. Intersection Turning Movement and 24 hour automatic traffic counts.
1.2,1 Orlgin-Dfstination (()"D) Survey
The purpose of the 0-D survey was to gain an understanding of prevailing travel patterns in and around
the Study Area during typical weekday a.m and p.m. peak hours. The information was used to
determine/confirm the use of Robert Adams Drive and Glenabbey Drive by non-local traffic, as perceived
by local residents.
The survey was conducted on April 19, 1995, and specifically during the following p.m. peak periods:
.
a.m. peak period:
p.m. peak period:
7:00 - 9:00
4:00 - 6:00
.
2
The above peak periods were chosen to reflect the worst case scenario, i.e. the combination of high traffic
volumes and intensive pedestrian activities.
Exhibit :z shows the locations established for the data collection activities.
The license plate trace stations were established to obtain travel characteristics for the following potential
traffic movements:
. Highway 2 Westbound to Bloor Street Westbound
. Bloor Street Eastbound to Highway 2 Eastbound
License plates for vehicles entering and exiting the Study Area were recorded at each station by
experienced traffic personnel. A total of 1,092 and 944 license plates were recorded during the a.m. and
p.m. peak periods respectively. Complete license plate numbersfletters were recorded. It is fundamental
to recognize that the license plate trace procedure and the results of this exercise should be viewed as
providing a general "picture" of travel patterns in the Study Area. The nature of the survey itself and the
fact that some license plates are difficult to read or are non-existent, results in an inherent level of error.
The following represents a summary of the O-D survey:
A.M, Peak Hour:
. A total of 1,092 license plates were recorded during the a.m peak period (7:00 - 9:00 am).
. The majority (86% or 43 vehicles) of westbound left turning traffic at the Highway 2/Prestonvale
Road intersection appeared to be local residents with only 14% or 7 vehicles observed going
through the Study Area, of which:
Total through traffic westbound includes:
14% or 1 vehicle:
Left-turn at Highway 2/Prestonvale - > Right turn at Robert Adams
Drive -> Westbound Bloor Street; and 57% or 4 vehicles:Left-turn
at Highway 2/Prestonvale -> Right turn at Glenabbey Drive ->
Westbound Bloor Street; 29% or 2 vehicles: Left-turn at Highway
2/Prestonvale -> Right turn at Bloor Street E. -> Westbound Bloor
Street;
. Non-loCDl trqffic .short cutting. through the Study A.rea were obsened to be less tlum 14% (or
tI total 0/7 .ehkles only) 0/ t1u total number 0/ rehicles identified.
P,M. Peak Hour:
. A total of 994 license plates were recorded during the p.m. peak period (4:00 - 6:00 p.m.).
. Only a small percentage of vehicles (6.2 %) observed on the eastbound approach at the Bloor
Streettrownline Road intersection were again observed at the Prestonvale Roadrrownline Road
intersection during the survey period. Of total through traffic (35 rehicles) eastbound:
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LEGEND
Provincial Freeway
Type A Arterial
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Study Area
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NOT TO SCALE
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REVIEW TRAFFIC ISSUES ON GLENABBEY DRIVE AND PRESTONVALE ROAD
MUNICIPALITY OF CLARINGTON
Exhibit 2
Survey Locations
totten sims hubicki associates
engineers architects and planners
11 % or 4 vehicles:
Left turn at Bloor StreetlTownl ine Road - > Right turn at
Glenabbey Drive - > Left turn at Prestonvale Road - >
Highway 2 East;
Left turn at Bloor StreetfI'ownline Road -> Right turn at
Glenabbey Drive - > Left turn at Robert Adams Drive - >
Highway 2 East; and
Right turn at Bloor StreetfI'ownline Road -> Continue on
Bloor Street East - > Left turn at Prestonvale Road - >
Highway 2 East.
29% or 10 vehicles:
60% or 21 vehicles:
. ExtenuU trqffic i'lfiltl'llting the Study Area was observed to be less than 7% or 35 vehicles of
total tmffic passing Station A (see Exhibit 2). This repments less than 4% of tmffic destiMd
to a4iaeent subdivisions, which include 1IUJre than 1,100 hausehaUls and are bowuled by
Highway 2 to the IUJrth, Bloor Street to the south, Premmvale Road to the west and Trulls
Road to the east. .
1.2.2 Stop Sign Compliance Survey
In order to evaluate the effectiveness of the all-way stop signs on Glenabbey Drive and the degree to
which motorists have complied with the regulatory stop indication, a compliance Study was undertaken.
The motorists' behaviour was observed in three pre-defined categories:
.
Full Stop:
Rolling Stop:
Non-Stop:
Came to a complete stop;
Slowed down but failed to make a full stop; and
Maintained speed and totally ignored the stop sign
.
.
The surveys were conducted for 7:00 - 9:00 a.m and 4:00 - 6:00 p.m. on April 19, 1995 at the following
locations:
. Glenabbey DrivelBruntsfield Street intersection;
. G1enabbey Drivel Auburn Lane intersection; and
. Glenabbey DriveIRobert Adams Drive intersection
A total number of 1,151 and 1,380 vehicles were observed during the a.m peak and p.m peak periods
respectively. The results indicated that 1IUJre than half (52% - 60%) of 1IUJtorists failed to COIM to a
complete stop. Table 1 provides a detailed summary of the survey results.
1.2,3 Speed and Trame Volume Survey
A survey of travel speed and Average Weekday Traffic (A WT) volumes was carried out at several
locations on Glenabbey Drive. The purpose of the survey was to permit a 'Before' -And-' After' evaluation
of changes in traffic volumes and speeds resulting from the implementation of the all-way stops on
Glenabbey Drive.
In order to reflect seasonal variation of traffic, both 'Before' and 'After' traffic volumes were converted
to Annual Average Daily Traffic (AADn using MTO adjustment factors. Manual traffic count
information was also collected as part of the data collection program (Exhibit 3).
4
. .
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ATTACHMENT 7
AMENDMENT NO. 29 TO THE CLARINGTON OFFICIAL PLAN
PURPOSE:
LOCATION:
BASIS:
ACTUAL
AMENDMENT:
IMPLEMENTATION:
INTERPRETATION:
The purpose of this amendment to the Clarington Official Plan
is to change the transportation network in the Courtice Urban
Area to permit a discontinuous collector road to intersect with a
Type B Arterial road.
The subject portion of the Prestonvale Road is located south of
the intersection of Robert Adams Drive and north of the
intersection of Bloor Street and the lot line between Lot 32 and
33, Concession 1, and within Lot 33, Concession 1, former
Township of Darlington.
The proposed change will recognize Prestonvale Road within
the specified area as a collector road consistent with the level of
traffic experienced on the street and the requirements of the
transportation network as outlined in Report EGD-028-02 and a
report from Totten Sims Hubicki entitled Preston vale Road.
Traffic Analysis and Classification Review.
The Clarington Official Plan is hereby amended by amending
Map B2, as indicated on Exhibit "A" attached to this
Amendment.
The provIsions set forth in the Clarington Official Plan, as
amended, regarding the implementation of the Plan shall apply
to this Amendment.
The proVISions set forth in Clarington Official Plan, as
amended, regarding the interpretation of the plan shall apply to
this Amendment.
, ,~
EXHIBIT "A"
AMENDMENT No. 29 TO THE MUNICIPALITY OF CLARINGTON OFFICIAL PLAN,
MAP B2, TRANSPORTATION, COURTICE URBAN AREA
_. ___ URBAN BOUNOAAY
FREEWAY
T'l'PE A ARIERW.
____ lYPE B ARTER1AL
DESIGNATE AS
"COLLECTOR ROAD"
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TRANSPORTATION
COURTlCE URBAN AREA
OffiCIAL PLAN
MUNICIPAUTY OF ClAAlNGTON
OECENBER 4, 2000
REffR TO SECTlON 19
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LAKE ONlM'IO
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THE CORPORATION OF THE MUNICIPALITY OF CLARINGTON
BY-LAW NO. 2002-
being a By-law to adopt Amendment No. 29 to the Clarington Official Plan
WHEREAS Section 17(22) of the Planning Act R.S.O. 1990, as amended,
authorizes the Municipality of Clarington to pass by-laws for the adoption or
repeal of Official Plans and Amendments thereto:
AND WHEREAS the Council of the Corporation of the Municipality of
Clarin9ton deems it advisable to amend the Clarington Official Plan to change.
the transportation network in the Courtice Urban Area to permit a discontinuous.
collector road to intersect with a Type B Arterial road;
NOW THEREFORE BE IT RESOLVED THAT the Council of the Corporation of
the Municipality of Clarington enacts as follows:
1. That Amendment No. 29 to the Clarington Official Plan, being the
attached Map B2, is hereby adopted.
2. This By-law shall come into effect on the date of the passing hereof.
BY -LAW read a first time this day of
2002.
BY-LAW read a second time this day of
2002.
. BY-LAW read a third time and finally passed this day of 2002.
MAYOR
CLERK
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LEGEND
32 A.M. peak hour count
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totten sims hubicki associates
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REVIEW TRAFFIC ISSUES ON GLENABBEY DRIVE AND PRESTONVALE ROAD
MUNICIPALITY OF CLARINGTON
Exhibit 3
Existing Ap,il 20, 1995 A.M. and P.M. Peak Hour Traffic Volumes
The Speed and Traffic Volume survey revealed that:
. The 85 percentile speed on Glenabbey Drive was recently observed to be between 52 lcrn/h to 53
km/h after installation of the stop signs (Exhibit 4), which is higher than the current posted speed
limit (50 km/h); this is only a marginal reduction in speeds from the 53 km/h to 58 lcrn/h
observed before the installations;
. Approximately 5% of the traffic on G1enabbey Drive is exceeding 60 km/h (10 km/h in excess
of the posted speed limit), indicating that only a marginal reduction in the number of 'serious'
speeding offenders has resulted from the installations; and
. Following the implementation of the all-way stop installations, traffic volumes on Glenabbey
Drive have dropped by 27% from 'Before' figures.
Table 2 provides a comparative summary of the survey results.
1.2,4 Field Observations
The stop sign compliance data was supplemented by field observations using a video recorder. Video
observations were conducted at Glenabbey Dr . !Robert Adams Dr. intersection during both a. m and p. m
peak periods on Friday, April 21, 1995. The purpose of this activity was to confirm the accuracy of the
data (Le. quality control). The observations indicated that a significant number of motorists made only
'rolling stops' when a full stop was required. Several incidents observed during the video recording
period that are worth noting include:
. A few motorists passed a schoo) bus that was picking up children on Glenabbey Drive;
. One school bus failed to even slow down when approaching Auburn Lane/Glenabbey Drive
intersection controlled by all-way stop signs;
. Several vehicles were observed travelling at a very high speed, estimated to be in excess of 80 lcrn/h;
. Children appear to believe that all cars will stop at the stop signs and may have a false sense of
security relative to these devices; given the level of non-compliance, the opposite may be true; and
. Traffic volumes on Bruntsfield Street have increased following the installation of stop signs on
Glenabbey Drive. Observations also appeared to indicate that a speeding problem also exists on this
roadway; and
. The stop signs have resulted in increased noise at intersections with vehicles braking and accelerating.
5
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Provincial Freeway
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2,850 - AADT, Veh/Day
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a
totten sims hubicki associates
engineers architects and planners
HIGHWAY 401
NOT TO SCALE
REVIEW TRAFFIC ISSUES ON GLENABBEY DRIVE AND PRESTONVALE ROAD
MUNICIPALITY OF CLARINGTON
Exhibit 4
Summary of Existing Speeds and AADTs
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1.3 CONCLUSIONS
The work associated with the evaluation of existing traffic operating conditions on Glenabbey Drive has
led to the following conclusions:
· The all-way stop signs have not been effective in reducing vehicle speeds on Glenabbey Drive.
Although only a small number of motorists (less than 5% of total traffic on Glenabbey Drive) are
found to be serious offenders, :rpeeding remains II mqjor sqfety concem on this rolJdWIIY .
· More than 60% of traffic on Glenabbey Drive failed to come to a full stop, as legally required when
approaching all-way stop controlled intersections. This situation is cause for signiticant concern when
combined with the fact that many of the youngsters and pedestrians appear to believe that till traffic
will come to a complete stop at the intersections.
· The low level of compliance with the stop signs reduces the effectiveness of stop sign' control at other
locations - locations where these signs are required for safety reasons. This issue should be of great
concern to the Municipality from a safety perspective.
· Previous experience of the author and of staff at other municipalities indicates that reducing the speed
limit from 50 kph to 40 kph will not result in a signiticant reduction in average speeds or the number
of motorists who drive well in excess of the speed limit.
· Traffic volumes on Glenabbey Dr. are in the magnitude of 2,700 vehicles per day (AADT), which
is considered well within the guidelines established for collector roadways.
· Approximately lI4~ of motorists using Glenabbey DrIve are local residents of the immedioJe area.
· Regular police enfol'MfU!nt is the only pmctkol WIly to tuldl'tSS the :rpeeding problems on this
I'OtIdWIIY. PhysicIIl changes to the mlJdWllY (vet1ical tIIUl horizontal alignment changes mtly be
effective but the costfor these improvements would be prohibitive; for example, on GlelUlbbey Drive
it could cost 1200,000 - $300,000 to I'tconstruct this rotJdWllY to effect vet1ical or horizontal changes
- which mtly or mtly not be successful.
· Stop signs on Glenabbey Drive have resulted in traffic being diverted from Glenabbey Drive between
Townline Road and Pinedale Cres. to Bruntstield Street, which was designed as a local roadway. A
problem has been created which did not previously exist. There are two options to resolve the
problems created on Bruntstield Street:
Option 1: Remove the eastbound and westbound signs on Glenabbey Drive at Bruntstield Street and
Pinedale Cres.; or
Option 2: Close Bruntstield Street north of Bloor Street access, making it physically impossible for
till traffic to access Bloor Street.
6
1.4 RECOMMENDATIONS
The following is recommended:
1. That additional physical traffic calming techniques such as road closures, vertical and horizontal
changes, stop signs etc. not be considered for implementation on Glenabbey Drive.
2. That the Durham Regional Police services be requested to establish a community traffic monitoring
program to ensure regular enforcement on residential streets within the Municipality, including
Glenabbey Drive.
3. That the local community residents be approached to participate in a N eighbourhood Speed Watch
program.
4. That the speed limit on Glenabbey Drive remain unchanged.
5. That staff of the Municipality consult with the local residents to confirm the future of the all-way
stops on Glenabbey Drive. Should the residents decide to retain these control measures on Glenabbey
Drive, they should decide on a strategy to mitigate problems created on Bruntsfie1d Street.
6. The municipality of Clarington should not in future consider the use of stop signs as a means of speed
control. In order to maintain the integrity of these devices and to ensure their effective use, they
should only be considered in situations where they meet the warrants provided in the Manual of
Uniform Traffic Control Devices (MUTCD)
2.0 PRFSI'ONV ALE ROAD
2.1 BACKGROUND
In late 1994, the Council of the Municipality of Clarington passed a motion which essentially formalized
their desire to recognize and maintain Prestonvale Road between King Street and Bloor Street as a local
roadway. The most recent assessment of roadway classification (refer to Courtice Area
TransportationfI'r8fflc Study, dated February 27 1995) has provided a review of the implications
associated with maintaining Prestonvale Road as a local facility. The study concluded that, as
dellelopnulnts proceed in the Area, increased roluma C6uld be andcipated Oil a IIumber of roadways
induding Prestollvak Road, Robert Adams Drive and Glenabbey Drive, and that closure of Prestollvak
Road as the way of reducing or C6nJroUing tmf.fic l'Dlumn, will simply tfYlllSj'er traffic problems 16 less
desirable roadways.
7
The current status of Prestonvale Road can be summarized as follows:
Section Roadway Width or Section
limit Designation Pavement Length
King St.-R.Adams Dr. Urban Collector 10.0m 150m
R.Adams Dr.-Glenabbey Dr.' Urban Local 10.0 m 1,150 m
Glenabbey Dr.-Bloor St.' Semi-urban, Local 6.4 m 550 m
Note: 1.
2.
Section bc:tw=n Robert Adamo Dr. and O\enobbcy D,. wu re-<:ONIlnIclcd to colIcc:tor otandard.
n.. P-.mvale Rood bc:tw=n GIenabbey Drive and Bloor Street is dcoignated u Type C in the Region of
DwIwn Omeial Plan
It is likely that Prestonvale Road between Glenabbey Drive and Bloor Street will be widened and
reconstructed as part of development activities in the area. The reconstruction of Prestonvale Road
between Claret Road and Glenabbey Drive to urban collector standards was completed in 1994.
2.2 DATA COLLECTION AND ANALYSIS
The following data collection activities were undertaken:
. Meeting with Municipality staff to review and confirm the issues;
. A review of data collected prior to this evaluation including spot speed studies, time and motion
studies, traffic counts, etc;
· Speed survey; and
. Intersection Turning Movement and 24 hour automatic traffic counts.
Surveys of travel speed and Average Weekday Traffic (A WT) volumes were carried out on Prestonvale
Road between April 19 and April 20, 1995. The purpose of the surveys was to update speed and traffic
volume information on Prestonvale Road and to use this information to assist in the reassessment of the
roadway classification. The survey revealed that:
. The 85 % percentile speed on Prestonvale Road between Robert Adams Drive and Blc")r Street is in
a range of 67 km1h to 70 km1h - close to 20 lmIh in excess ojthe 50 km1h speed limit;
. Approximately 40% of the daily volume on Prestonvale Road between Glenabbey Drive and Bloor
Street is exceeding 60 km1h -10 km1h in excess of the posted speed limit. In fact, most of speeding
motorists are driving at a speed at least 15 to 20 km1h over the posted speed limit;
. The Annual Average Daily Traffic on Prestonvale Road is the range of 1,300 vpd - 5,550 vpd - well
below the guideline volume established for a collector roadway, which is 1,500 to 10,000 vpd; and
. Traffic volumes on Prestonvale Road south of Glenabbey Drive have increased from 519 to 1,288
vehicles per day (refer to Table 2), following the installations of stop signs on Glenabbey Drive.
8
The issue relating to the designation of Prestonvale Road has been addressed in a number of traffic
reviews/studies previously undertaken in the area. Current Official Plan and Neighbourhood Plan
prepared by the Municipality of Clarington, refer to Prestonvale Road between Highway 2 and Robert
Adams Drive as a collector roadway and between Robert Adams Drive and Glenabbey Drive as a local
roadway. Between King Street and Glenabbey Drive, Prestonvale Road is currently constructed to
collector standards (a 10 m pavement width). The 'threshold' volumes, as generally accepted in the
transportation/planning industry, are between 1,500 and 10,000 vpd for collector facilities and between
1,000 and 1,500 vpd. for local roadways.
Results from the volume and speed survey, undertaken as part of the Study, indicated that current Annual
Average Daily Traffic (AADn on Prestonvale Road is in a range between 1,300 and 5,550. The traffic
volumes on this roadway will continue to increase as development in the area proceeds.
As discussed in a TSH report dated February 27, 1995, the impact of extending Townline Road to
Highway 2 would result in a minor reduction in existing traffic volumes on Prestonvale Road and
potentially reduce the impact that development in South-West Courtice would have on traffic volumes on
both Robert Adams Drive and Prestonvale Road. The only effective way of reducing traffic volumes on
Prestonvale Road is to divert the community traffic to Robert Adams Drive by physically closing
Prestonvale Road. However, such an option will require relocating 5 existing properties on Robert Adams
Drive and, more importantly, it will result in greater traffic related problems (excessive volumes, safety
etc.) on Robert Adams Drive, Glenabbey Drive and Sandringham Drive. It is fundomenJal to recognize
tlult both Roben Adoms Drive and Sandringlulm Drive were not tksigned nor planned to carry all of
the nonh-south traffic from the area.
One option to reduce volumes on existing Prestonvale Road between Bloor Street and Glenabbey Drive
is the following (see Exhibit 5):
. Close existing Prestonvale Road between Glenabbey Drive and Bloor Street; and
. Re-al ign the roadway section to Bloor Street to provide a new connection to Bloor Street at
approximately 100 to ISO meters west of existing Bloor StreetlPrestonvale Road intersection.
Other possible realignment options are provided in Exhibits 6 and 7. These options are not
recommended, as inadequate sight distance remains a safety concern at the existing Bloor
StreetlPrestonvale Road intersection.
2.3 CONCLUSIONS
The work associated with the review of the classification of Prestonvale Road has led to the foIlowing
conclusions:
. Prestonvale Road from King Street to Bloor Street should be classified as a Type C arterial.
. Speeding represents a serious safety concern on Prestonvale Road.
9
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LEGEND
Provincial Freeway
.___ Type B Arterial
_.___ Type C A.rterial
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Local
Existing Signalized Intersection
!Ii Study Area
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HIGHWAY 401
NOT TO SCALE
-
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REVIEW TRAFFIC ISSUES ON GLENABBEY DRIVE AND PRESTONVAlE ROAD
MUNICIPALITY OF ClARINGTON
Exhibit 5
Closure/Re-alignment of Prestonvale Rd. South of Glenabbey Drive
totten sims hubicki associates
engineers architects and planners
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HIGHWAY 401
NOT TO SCALE
-
1.1
REVIEW TRAFFIC ISSUES ON GLENABBEY DRIVE AND PRESTONVAlE ROAD
MUNICIPALITY OF ClARINGTON
Exhibit 6
Closure/Re-alignment of Prestonvale Rd. South of Glenabbey Drive
With A Direct Access toPrestonvale Rd. N. of Glenabbey Dr.
totten sims hubicki associates
engineers architects and planners
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LEGEND
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HIGHWAY 401
NOT TO SCALE
REVIEW TRAFFIC ISSUES ON GLENABBEY DRIVE AND PRESTONVALE ROAD
MUNICIPALITY OF CLARINGTON
Exhibit 7
Closure/Re-alignment of Prestonvale Rd. South of Glenabbey Drive
With A Direct Access to Bloor Street
totten sims hubicki associates
engineers architects and planners
. -,
. The only effective way of reducing traffic volumes on Prestonvale Road is to re-align Prestonvale
Road between Glenabbey Drive and Bloor Street rather than diverting the community traffic to Robert
Adams Drive by physically closing the roadway. resulting in greater traffic related problems elsewhere
in the area. Extending Townline Rood to Highway 2 wauld Mt be an option to reducing existing
troflic FDlumes on Pnstonvale Rood.
. Neither Robert Adams Drive nor Sandringham Drive should be considered an alternative to
Prestonvale Road.
2,4 RECOMMENDATIONS
As a result of the above conclusions, the following recommendations are offered:
1. It is recommended that Prestonvale Road be designated a 'i'ype C arterial roadway in the Official Plan
between King Street and Bloor Street, to realistically reflect its intended function anI! actual use.
2. The Council should also initiate a functional study to evaluate potential alternatives for the re-
alignment of Prestonvale Road between Glenabbey Drive and Bloor Street.
3. This Study should be part of development and planning work currently being done for the South-West
Neighbourhood.
I trust the above comments are satisfactory. Please do not hesitate to contact me should you have any
questions.
Yours very truly
totten sims hubickl associates
~.....;;:.
Doug . ~P. Eng.
f Senior ice-President - Transportation
10