HomeMy WebLinkAboutWD-53-95 Unfinished Business
WD-53-95
, THE CORPORATION OF THE MUNICIPALITY OF CLARINGTON
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REPORT
Meeting: GENERAL PURPOSE AND ADMINISTRATION COMMITTEE File #
Date: NOVEMBER 20, -1995 Res. #
Report#: File #: -Z-0-2-.-3.3-.06 By-Law#
Subject: PRESTONVALE ROAD AREA, COURTICE
TRAFFIC CONCERNS
Recommendations:
It is respectfully recommended that the General Purpose and
Administration Committee recommend to Council the following:
1. THAT Report WD-53-95 be received;
2 . * THAT Report WD-22-95 be lifted from the table and received for
information;
3. THAT the Municipality of Clarington agrees with the Region of
Durham's participation in the Prestonvale Road/Bloor Street
intersection improvements to be carried out by the developer
in conjunction with Draft Plan 18T-87042.
4 . THAT Mr. Whitehead be advised that, if he feels that the
planting of eight (8) trees in 1992 and the planting of an
additional eleven ( 11) trees in 1995 is not sufficient, on his
request, the residents on Prestonvale Road will be contacted
to see if they would want to have a tree planted on their
property;
5. THAT the stop condition on Glenabbey Drive at Bruntsfield
Street and at Pinedale Crescent be removed and that the
proposed By-law (Attachment No. 5) be forwarded to Council for
approval to implement this recommendation; and
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REPORT NO. : WD-53-95 PAGE 2
6. THAT a copy of Report WD-53-95 be forwarded to those persons
named at the end of Report WD-53-95 and that they be advised
of Council's decision.
REPORT
1.0 ATTACHMENTS
No. 1: Key Map
No. 2 : Letter from D. Robin Whitehead dated January 25,
1995
No. 3: Petition received April 25, 1995 from the residents
on Bruntsfield Street
No. 4: Traffic Study Report dated May 5, 1995, from Totten
Sims Hubicki Associates
No. 5: Proposed By-law removing the stop condition on
Glenabbey Drive at Bruntsfield Street and at
Pinedale Crescent
2.0 BACKGROUND
2 . 1 At a regular meeting held on May 29, 1995, Council passed the
following Resolution #C-369-95:
"THAT the Addendum to Report WD-22-95 be
received; and
THAT Report WD-22-95 be tabled in order to j
provide sufficient time for the Regional Works
Department to fully explore the options
available regarding the intersection of
Prestonvale Road and Bloor Street. "
Recognizing that this report, Report WD-53-95, replaces Report
WD-22-95 which was tabled; and also recognizing that Report
WD-53-95 replaces the Addendum to Report WD-22-95 which was
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REPORT NO. : WD-53-95 PAGE 3
received; copies of neither of the previous reports have been
attached to Report WD-53-95.
2 .2 At a regular meeting held on February 13, 1995, Council passed
the following Resolution #C-98-95:
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"THAT the correspondence dated January 25,
1995 from D. Robin Whitehead regarding heavy
traffic on Prestonvale Road, be received;
THAT the correspondence be referred to the
Director of Public Works for review and
preparation of a report to be submitted to the
General Purpose and Administration Committee;
and
THAT D. Robin Whitehead be advised of
Council's decision. "
The issues raised in Mr. Whitehead's letter are as follows:
• Classification of Prestonvale Road: Local or Arterial.
• All-way stops on Glenabbey Drive.
• All-way stops on Prestonvale Road.
• Removal of mature trees and their replacement.
• Opening of Robert Adams Drive, from Glenabbey Drive to
Bloor Street.
• New subdivision and school at the corner of Prestonvale
Road and Bloor Street.
2 .3 Petition from Residents of Bruntsfield Street
On April 25, 1995, a petition was received from the residents
of Bruntsfield Street to remove the temporary stop signs on
Glenabbey Drive (Attachment No. 3) .
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REPORT NO. : WD-53-95 PAGE 4
2.4 Prestonvale Road/Bloor Street Intersection
At the time when Report WD-22-95 was originally written, the
Region of Durham was not prepared to participate in cost-
sharing of the Prestonvale Road/Bloor Street intersection
improvements. Specifically, the Region was concerned about
the high cost of raising the grade of Bloor Street, to the
west of Prestonvale Road, as part of the required intersection
improvements. For this reason, Clarington Public Works
Department proposed a number of alternative realignments for
Prestonvale Road in Report WD-22-95. Upon receipt of these
proposed alignments, Durham Region had concerns with
intersection spacings. Report WD-22-95 was subsequently
tabled in order for Regional staff to undertake their own
review of the Prestonvale Road/Bloor Street intersection.
Various meetings and discussions have taken place between
staff at the Region of Durham and Clarington, Planning and
Public Works Departments. The improvement of the Prestonvale
Road/Bloor Street intersection was recognized as a Regional
responsibility, to be funded, in part, through their
Development Charges By-law.
The final result, subject to Regional Council budget approval,
is that the Region has agreed to participate in the
Prestonvale Road/Bloor Street intersection improvements. As
a result, there is no longer any need for the expensive
realignment of Prestonvale Road as described in Report WD-22-
95.
2 .5 A round-table discussion was held on October 18, 1995, with
residents of Prestonvale Road to discuss their concerns. This
meeting was attended by Mayor Diane Hamre, Regional Councillor
Larry Hannah, Councillor Mary Novak, Regional Planning and
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REPORT NO. : WD-53-95 PAGE 5
Public Works staff, as well as Clarington Planning and Public
Works staff.
The meeting began with an update relating to recommendations
made in Report WD-22-95. Discussions then took place
regarding the following points, all of which have been
discussed within subsequent sections of this report, Report
WD-53-95:
• Classification of Prestonvale Road as a local road.
• Proposed Arterial/Collector Road Layout.
• All-way Stops on Glenabbey Drive.
• All-way Stops on Prestonvale Road.
• Closing of Phair Avenue.
• Townline Road Bridge.
3.0 REVIEW AND COMMENT
3. 1 Classification of Prestonvale Road
For some time, some of the residents on Prestonvale Road have
advised Council that "the Ontario Municipal Board Order
stipulated that Prestonvale Road be classified as a local
residential street" . The Board decision actually dismissed
the suggestions of a new north-south arterial, stating,
"Traffic evidence indicated that this new arterial road was
not needed to service the plans before the Board" . The Board
did not state that Prestonvale Road should be classified as a
local road.
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In July 1980, Council adopted the Courtice South Neighbourhood
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Plan showing Prestonvale Road as a local road.
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In September, 1994, Council passed the following Resolution:
"THAT Prestonvale Road remain designated as a
local road from Robert Adams Drive south. "
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REPORT NO. : WD-53-95 PAGE 6
The Durham Region Official Plan designates Prestonvale Road,
from Glenabbey Drive to Bloor Street, as a Type C arterial.
Although Clarington Planning and Public Works Departments have
consistently recommended that Prestonvale Road be designated
as a Type C arterial or collector road, Council has
consistently stipulated that Prestonvale Road be designated as
a local road from Robert Adams Drive southerly. For this
reason, any change to the present "local" designation should
only be initiated by Council.
3.2 Proposed Arterial/Collector Road Layout
As a result of the tabling of Report WD-22-95, an alternate
arterial/collector road pattern has been conceptually accepted
by staff at the Region and Clarington, both Planning and
Public Works Departments. This conceptual layout is
illustrated as Attachment No. 1. The Region of Durham
Planning Department is presently reviewing this proposed
arterial layout, as well as Clarington's designation of
Prestonvale Road as a local road. This matter is included in
Clarington's revised Official Plan.
3.3 All-way Stops on Glenabbey Drive
In 1994, Council approved the placing of all-way stops at the
intersections of Robert Adams Drive, Auburn Lane, Bruntsfield
Street and Pinedale Crescent on a one ( 1) year trial basis.
The result of the placing of these all-way stops is as
follows:
• A reduction in the 85 percentile speed on Glenabbey Drive
from 58 km/hr measured in 1994 to 53 km/hr measured in
1995 (Page 5 of Attachment No. 4 ) .
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REPORT NO. : WD-53-95 PAGE 7
*--- ---An- --increase in Annual Average Daily Traffic on
Prestonvale Road north of Glenabbey Drive from 2,697 to
2, 851 and south of Glenabbey Drive from 519 to 1,288
(Table 2 of Attachment No. 4) .
• A decrease in Annual Average Daily Traffic on Glenabbey
Drive between Robert Adams Drive and Auburn Lane from
3,594 to 2,626 and between Bruntsfield Street and Auburn
Lane from 3,682 to 2,706.
• A significant increase in traffic on Bruntsfield Street
(Attachment No. 3) .
• More than 52% of motorists failed to come to a complete
stop at the stop signs on Glenabbey Drive (Page 4 of
Attachment No. 4 ) .
• Increased noise at intersections caused by vehicles
braking and accelerating (Page 6 of Attachment No. 4) .
• Some vehicles were observed travelling at a very high
speed, estimated to be in excess of 80 km/hr (Page 6 of
Attachment No. 4 ) .
Recommendation: Based on the above, it is recommended that
the stop conditions on Glenabbey Drive at Bruntsfield Street
and Pinedale Crescent be removed for the following reasons:
• Although the all-way stops did result in a decrease in
volume of traffic on Glenabbey Drive, it resulted in an
increase in traffic to Bruntsfield Street, which is a
local residential street, and on Prestonvale Road between
Glenabbey Drive and Bloor Street. At this location,
Prestonvale Road is a narrow road with open ditch
drainage and no street lights or sidewalks. In addition,
Prestonvale Road has been designated by Council as a
local street.
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REPORT NO. : WD-53-95 PAGE 8
• The stop signs reduced the 85th percentile speed from 58
km/hr to 53 km/hr, but did not solve the safety problems
of some drivers driving at speeds as high as 80 km/hr.
• Glenabbey Drive is classified as a collector road and has
sidewalks on both sides and streetlights.
• Bruntsfield Street is classified as a local street.
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3.4 All-way Stops on Prestonvale Road
All-way stops are not presently warranted on Prestonvale Road
and are not recommended. It is the intention of the Public
Works Department to continually monitor this and other
situations as they pertain to Prestonvale Road as a "local"
road.
3.5 Removal of Mature Trees
Prestonvale Road was reconstructed from Phair Avenue to Claret
Road in 1992 . The road was widened from a 6.7 m (22 feet)
wide pavement with narrow shoulders and open ditch drainage
and no sidewalks to a roadway with a 10m (32.8 feet) wide
pavement with curb and gutters, storm sewers and sidewalks on
both sides. The decision to widen the road surface was based
on safety considerations and road design criteria, as it
relates to present traffic volumes on Prestonvale Road.
Prestonvale Road was widened from Claret Road to Glenabbey
Drive in 1994 with the same cross-section, but with sidewalks
on the west side only. The same rationale for road widening
applied at this time.
Street lights have been erected from Highway No. 2 to
Glenabbey Drive.
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REPORT NO. : WD-53-95 PAGE 9
In the fall of 1992, eight (8) trees were planted within the
road allowance between Phair Avenue and Claret Road. The
planting of an additional eleven ( 11) trees was done in 1995
on the west side of Prestonvale Road between Claret Road and
Glenabbey Drive.
On some previous road reconstruction projects, a landscape
architect has been retained to prepare a tree planting plan
for the planting of trees on private property to replace trees
which have been removed because of the road reconstruction.
The planting of trees on private property is usually done only
when there is no room within the road allowance.
Recommendation: That Mr. Whitehead be advised that, if he
feels that the planting of the eight (8) trees in 1992 and the
planting of an additional eleven ( 11) trees in 1995 is not
sufficient, on his request, the residents on Prestonvale Road
will be contacted to see if they would want to have a tree
planted on their property.
3.6 New Subdivision and Proposed School
The South-West Courtice Neighbourhood Plan provides for both
a Secondary and an Elementary Public School located north of
Bloor Street. The location of the school remains unchanged
and is made easier to accomplish by not realigning Prestonvale
Road.
3.7 Future Issues
A number of issues were raised at the October 18, 1995, round-
table discussion which could not be addressed as part of this
report, Report WD-53-95. Clarington Public Works, with
assistance from the Clarington Planning Department, will j
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REPORT NO. : WD-53-95 PAGE 10
endeavour to address in the future, or continue to monitor,
the following issues:
• Construction of Townline Road connection (bridge) .
• All-way stops on Prestonvale Road.
• Claret Road extension to Robert Adams Drive.
• Measurement of traffic volumes on Prestonvale Road.
• Alternate exits (road crossings) of Prestonvale Road from
adjacent subdivisions.
• Arterial/Collector road alignment.
• Incorporation of traffic calming measures. !
Future investigations will include, but not be limited, to the
above-noted issues.
Respectfully submitted, Reviewed by,
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Stephen A. Vokes, P.Eng. W. H. Stockwell
Director of Public Works Chief Administrative Officer
SAV*ph
November 15, 1995
Attachments
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pc: Mr. Robert Cowle Mr. Hugh Neill !
2682 Prestonvale Road 2111 Prestonvale Road
Courtice, Ontario Courtice, Ontario
LlE 2R9 LlE 2S2
D. Robin Whitehead Mr. & Mrs. Kevin Fudge
2406 Prestonvale Road 10 Bruntsfield Street
Courtice, Ontario Courtice, Ontario
LlE 2S1 LlE 1B4
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Mr. George West Mr. John Hawryszko
2640 Prestonvale Road 2588 Prestonvale Road
Courtice, Ontario Courtice, Ontario
LlE 2R9 LlE 1W1
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REPORT NO. : WD-53-95 PAGE 11
Mr. Peter Heavysege Ms Nancy Vasilou
2362 Prestonvale Road 1539 Prestonvale Road
Courtice, Ontario Courtice, Ontario
LIE 2S1 LIE 2P2
Mr. Kevin Tunney Mr. Clifford Pike
Suite 200, 340 Byron Street 23 Strathallen Drive
Whitby, Ontario Courtice, Ontario
LIN 4P8 LIE 1X8
Mr. Leo Stafford Mrs. P. Wignall
73 Glenabbey Drive 13 Glenabbey Drive
Courtice, Ontario Courtice, Ontario
LIE 2B5 LIE 1C1
FANS Convenience Store Mr. John Stezik
Mr. Nazim Virani 125 Glenabbey Drive
2 Glenabbey Drive Courtice, Ontario
Courtice, Ontario LIE 2B7
LIE 1C1
John & Bob's Butcher Shop Inc.
Mr. John Patterson
2 Glenabbey Drive
Courtice, Ontario
LIE 1B9
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TRAFFIC CONCERNS DRAWN BY.jMDATE: NOV. 1995
REPORT WD-53-95 KEY MAP
ATTACffNT N0. 1
1012
COUNCIL DIRECTION D. Robin Whitehead, D-4
2406 Prestonvale Rd.
Courtice , Ontario.
January 25 , 1995
The Municipal Office of Cl*�ir'Agt.ori-. .i*.r--
40 Temperance St .
Bowmanville , Ontario .
To whom ever it may concern;
I was at a town council meeting in the fall , where Prestonvale
Rd. was being rezoned from a local road to a arterial type "C"
collector road. At that time even though there was some strong
opposition, the council saw the wisdom in leaving Prestonvale Rd.
a local road.
Lately I have noticed that Glenabbey has had three new stop
signs added at various locations. I am glad to see that the people
on this road have gotten together and have done something about
the fast moving traffic problem in this area, but Glenabbey Rd.
is not a local road, rather it is a collector road.
The point is , in the past year we have seen Prestonvale Rd.
go from a narrow local_ road with numerous large, healthy , mature
trees , (which have never been replaced) to. a bare, fast moving,
heavily trafficed expressway.
According to the legal definition of a local road, which I ' m
sure that you are aware of, is that it must be equipped to detour
through traffic ( ie; stop signs , speed bumps , traffic cones and
o*r a culdesac ) . Prestonvale Rd. has not been equipped with any
of these things . We are also aware of the possibility of a new
subdivision and school being built at the corner of Prestonvale
Rd. and Bloor St . and how much it would increase the traffic flow
on our street . We are very much opposed to this . If Robert Adams
Dr. is not opened to Bloor St . , our problem will be greater than
it is at present . I would hope that you can understand the weight
of this problem that we are facing, and be willing to help us to
find a solution to return and to keep Prestonvale Rd. to the local
road that it once was not so long ago.
I would appreciate being kept informed of the progress
r.eguarding this matter.
ATTACFMENT NO. 2
WD-53-95
Respectful).y Xouis , 1013
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P9TITION
TO THF.MAYOR AND COIMCrL OF CLARINGTONO
WE THE RESIDENTS OF BRUNTSFIELD D STREE COU TI -E PETITION THE
COUNCIL OF CLARINGTON TO REMOVE THE TEMPORARY STOP SIGNS ON
GLENABBEY DRIVE, SO AS TO TURN BRUNTSFIELD STREET BACK INTO A LOCAL
ROAD;AS BRUNTSFIELD STREET HAS TURNED INTO A COLLECTOR ROAD IN
WHICH GLENABBEY DRIVE HAS BEEN INTENDED TO BE.
ALSO,REDUCE THE SPEEDS ON BRUNTSFIELD STREET TO 40 KPM.UNDER THE
HIGHWAY TRAFFIC SAFETY ACT OF ONTARIO, SO AS TO PROTECT AND PROVIDE
SAFETY TO THE CHILDREN(OUR CHII.DREN)OF THE STREET AND SURROUNDING
AREAS.
SIGNED:
L� . v. ��J_ TE L�E1 F-l�yl�6- i o (j%�u r�"T':�F'r6�C�S�• Gq•-:(�.t•t C,�
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® 300 WATER STREET, WHITBY, ONTARIO
CANADA LIN 9,12
totten sims hubicki associates (905)668-9363 FAX(905)668-0221
Mr. Walter A. Evans, P. Eng.
Director of Public Works
Municipality of Clarington
Planning Department
40 Temperance Street
Bowmanville, Ontario
LIC 3A6
May 3, 1995
RE: Municipality of Clarington:
Courtice Traffic Issues - Glenabbey Drive, Prestonvale Road
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 management 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 all-
way stop signs on this roadway have had no 'measurable' effects relative to reducing speeds, but have
resulted in a reduction in traffic volumes. The Study has also re-confirmed the Type C roadway
designation for Prestonvale Road as being appropriate for its function. j
Exhibit 1 shows the general Study Area, the local transportation infrastructure and the current roadway
classifications.
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ATTACHMENT N0. 4
WD-53-95
ENGINEERS ARCHITECTS AND PLANNERS j
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LEGEND Grandview Drive _ "' °
Provincial Freeway --""------
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•---• Type B Arterial
•••• Type C Arterial
----------- Collector t
Local
Existing Signalized Intersection
Study Area .�----
I All-way Stop Sign
HIGHWAY 401
NOT TO SCALE
REVIEW TRAFFIC ISSUES ON GLENABBEY DRIVE AND PRESTONVALE ROAD
INN
MUNICIPALITY OF CLARINGTON
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Exhibit 1
totters rims hubicki associates
engineers architects and planners Study Area and Local Transportation Infrastructure
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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 to Townline Road. The Draft Clarington Official Plan, currently
in circulation, recommends that Glenabbey Drive be designated as a collector roadway.
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 and volumes were within accepted Standards for a collector roadway.
The installations were intended to reduce travel speeds on Glenabbey Drive and to generally discourage
use of Glenabbey Drive by "non-local traffic". It is 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 a license plate trace technique;
• A stop sign compliance survey;
• Field observations using a video recorder;
• Speed surveys; and
• Intersection turning movement and 24 hour automatic traffic counts.
1.2.1 Origin-Destination (O-D) Survey
The purpose of the O-D survey was to gain an understanding of prevaiimg 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: 7:00 - 9:00
• p.m. peak period: 4:00 -6:00
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1018I
The above peak periods were chosen to reflect the worst case scenario, i.e. the combination of high traffic
volumes and intense pedestrian activities.
Exhibit 2 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 (East of Prestonvale Road) to Bloor Street Westbound (West of Townline
Road)
• Bloor Street Eastbound(West of Townline Road)to Highway 2 Eastbound (East of Prestonvale Road)
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 numbers/letters 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 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).
• 50 vehicles made a westbound to southbound left turn at the Prestonvale Road/Highway 2 intersection.
• 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;
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-local traffic "short cutting"through the Study Area was observed to be less than 14% (or a
total of 7 vehicles only) of the total number of vehicles identified turning left on Highway 2 at
Prestonvale Road.
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LEGEND (f)
Grandview Drive
Provincial Freeway --------�
Type A Arterial
Type B Arterial
Type C Arterial
----------- Collector
Local
Existing Signalized Intersection
rf
. Study Area
Stop Sign Compliance and Turning Movement Survey
CO- D Survey Station HIGHWAY 401
.` Video Recording
Speed and Traffic Volume Survey NOT TO SCALE
REVIEW TRAFFIC ISSUES ON GLENABBEY DRIVE AND PRESTONVALE ROAD
�■, MUNICIPALITY OF CLARINGTON
Exhibit 2
totten Sims hubicki associates Survey Locations
engineers architects and planners y
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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 (35 or 6.2%) observed on the eastbound approach at the Bloor
Street/Townline Road intersection were again observed at the Prestonvale Road/Townline Road
intersection during the survey period:
29% or 10 vehicles: Left turn at Bloor Street/Townline Road ---> Right turn at
Glenabbey Drive ---> Left turn at Prestonvale Road -->
Highway 2 East;
11% or 4 vehicles: Left turn at Bloor Street/Townline Road ---> Right turn at
Glenabbey Drive ----> Left turn at Robert Adams Drive -->
Highway 2 East; and
60% or 21 vehicles: Right turn at Bloor Street/Townline Road ---> Continue on
Bloor Street East --> Left turn at Prestonvale Road —>
Highway 2 East.
• External traffic infiltrating the Study Area was observed to be less than 7% or 35 vehicles of total
traffic passing Station A (see Exhibit 2). This represents less than 4% of the total traffic destined
to local subdivisions, which includes more than 1,100 households within an area bounded by
Highway 2 to the north, Bloor Street to the south, Prestonvale 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 and summarized in three pre-defined categories:
• Full Stop: Came to a complete stop;
• Rolling Stop: Slowed down but failed to make a full stop; and
• Non-Stop: Maintained speed and totally ignored the stop sign
The surveys were conducted between 7:00 - 9:00 a.m and 4:00 - 6:00 p.m, on April 19, 1995 at the
following locations:
• Glenabbey Drive/Bruntsfield Street;
• Glenabbey Drive/Auburn Lane; and
• Glenabbey Drive/Robert Adams Drive.
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A total of 1,151 and 1,380 vehicles were observed during the a.m peak and p.m peak periods
respectively. The results indicated that more than half of motorists failed to come to a complete stop in
both of the survey periods. Table 1 provides a detailed summary of the survey results.
1.2.3 Speed and Traffic Volume Survey
A survey of travel speed and Average Weekday Traffic (AWT) 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 (AADT) using Ministry of Transportation (MTO) adjustment factors.
Manual traffic count information was also collected as part of the data collection program (Exhibit 3) to
permit an audit of other survey data.
The Speed and Traffic Volume survey revealed that:
• The 85 percentile speed on Glenabbey Drive was recently observed to be between 52 km/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 85 percentile speed from the 53 km/h to 58 km/h observed
before the installations;
• Approximately 5% of the traffic on Glenabbey Drive is still exceeding 60 km/h (10 km/h in excess
of the posted speed limit); and
• Following the implementation of the all-way stop installations, traffic volumes on Glenabbey Drive
have dropped by approximately 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 (i.e. quality control). The observations confirmed 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 school bus that was picking up children on Glenabbey Drive at Robert
Adams Drive;
• One school bus failed to even slow down when approaching Auburn Lane/Glenabbey Drive
intersection controlled by all-way stop signs;
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TABLE 1
THE MUNICIPALITY OF CLARINGTON
SUMMARY OF ORIGIN-DESTINATION (O-D) SURVEY
GLENABBEY DRIVE (Survey Date: April 19, 1985)
A.M. PEAK P.M. PEAK
LOCATION I FULL STOP 1ROLLING STOP NON-STOP TOTAL FULL STOP ROLLING STOP NON-STOP TOTAL
# % # % # % # % # % # % # % # %
Glenabbev DCJBruntsfteld St. 200 46 i 235 54 2 0 437 I 100 160 51 105 34 47 15 312 100
GlenabbevDrJAtburn Lane — 81 21 294 78 3 1 378 100 104 1 18 457 79 15- 3 _-576 100
Glenabbev Dr./Robert Adams Dr. 268 80 59 18 9 3 336 100 284 57 175 35 41 8 _500 100_ '
TOTAL SURVEY 549 48 588 1 51 14 1 1151. 100 548 39 737 53 103 7 1388 . 100
O
fv NOTE:
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1. Sl RVE1'S WERE CONDUCTED BETWEEN 7:00 AND 9:00 A.M.AND 4:00 AND 6:00 P.M.PEAK HOURS RFSPECTIVELY; AND
2. A ROILING SI'OP IS DEFINED AS A VEHICI.E APPROACHING"f0 STOP SIGNS A'1'A RFDUCFD SPEED I1C7'FAILD TO BIIIN(:THF.VEHICLE TO A FUI.1.STOP.
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(97)29 --► (20)5 (48)23 __.1' Glenabbey Dr.
(9)2 (182)65--► (134)55—►
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LEGEND
32 A.M. peak hour count
1 (46) P.M. peak hour count
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® REVIEW TRAFFIC ISSUES ON GLENABBEY DRIVE AND PRESTONVALE ROAD
MUNICIPALITY OF CLARINGTON
� Exhibit 3
.otten sims hubicki associates Existing April 20, 1995 A.M.and P.M. Peak Hour Traffic Volumes
engineers architects and planners
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King Street East
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2 740 v h/day <11`
2,850 veh/day
ri 2 654i:veh/day
Glenabbe} Dr{ve ' z<
N= 1r,�3;000�veehh±/dray
Bloor Street .B1oor.:Street,
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LEGEND Grandview Drive '
Provincial Freeway
= Type B Arterial
-
Type C Arterial
- ---- - Collector t
Local `
Existing Signalized Intersection
Study Area - -------•---
2,850 - AADT,Veh/Day
85%ile Speed,Veh/H HIGHWAY 401
NOT TO SCALE
REVIEW TRAFFIC ISSUES ON GLENABBEY DRIVE AND PRESTONVALE ROAD
MUNICIPALITY OF CLARINGTON
Exhibit 4
totten.Sims hubicki associates Summary of Existing Speeds and AADTs
engineers architects and planners
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TABLE 2
COMPARATIVE ASSESSMENT OF TRAFFIC SPEED AND VOLUME
ON PRESTONVALE DRIVE AND GLENABBEY DRIVE
BEFORE AND AFTER INS i ALLATION OF ALL-WAY STOP SIGN CONTROL DEVICES
'BFFORF'_ . ........_._...._.__......1.._. . _. ..... - :lM7:FR ..._ .. ; .. DIFFERENCE
j STREET LOCATION Speed>60 K)n/h,85%Ile SPEED Mll'f j spoea>Gu te,n/h 85%He SPEEIk AADT :Speed>Gp K)n1h I 85"/He SPra:D.
_...... .
# % # . % # %) (K /h) 1%)
WRESTONVALE RD.
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`WORTH OF PHAIR AVE. N/A ( N/A N/A i N/A N/A �• N/A N/A j 5552 N/A N/A NIA N/A N/A N/A
SOIJ"1"H OPGLEN:1BBF1' I N/A N/A i N/A 519 I .512 I 39 69.7 � 1283 NLA NLA N/:1 NL>, 769 143.2
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N*ORTH OF G LEN ABB E Y N/A l N/A 56.6 i. 2697 j 1093 37.9 67.5 i 2851 N/A N/A 109 19.3 154 5.7
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NORTH OF CLARET ROAD I N/A_ I N/A N/A N/A I N/A NU I N/A 2852 N/A N/A 1A NLS N/:k NLS
�GLENABBEY DR* I
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Br:I'�1"FEN R.:SD:��iS URJAUBUI2N 297 ! 8.8 53.1 „I . 3594 i -121, 4 5 52.2 i 2626 176 4.3 0.9 1.7, 963 2611
BETWEEN BRUNTSFU/AUBURN 1 318 75 53.4 i 36.82 134. I 4.9 53-3 2706 184 2.6 5.1 8.7 976 26.5
N I
o� INOTE
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I1. Traffic volume counts were converted to Annual Average Daily Traffic(AADT)to adjust for seasonal variation of traffic,using NITO adjustment factors:
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2. 85%He Speed: 85%of surveyed motorists were travelling at or lower than this speed.N/A-Not Assessed;and
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• Several vehicles were observed travelling at a very high speed, estimated to be in excess of 80 km/h
in front of the public school on Glenabbey Drive;
• It was observed that children on the street appear to believe,that all cars will stop at the stop signs and
may have a false sense of security relative to the effectiveness of the effectiveness of these devices;
given the level of non-compliance, the opposite may be true; and
• Traffic volumes on Bruntsfield Street appear to 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 and level of annoyance at intersections with.vehicles
braking and accelerating.
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) were
found to be driving in excess of 60 km/h, speeding remains a safety concern on this roadway .
• More than 60%•of traffic on Glenabbey Drive failed to come to a full stop as legally required for all
vehicles when approaching all-way stop controlled intersections. This situation is cause for significant
concern when combined with the fact that many of the younger pedestrians appear to believe that all
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 and liability 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 significant 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 below accepted guidelines for collector roadways.
• Approximately 94%of motorists using Glenabbey Drive are local residents of the immediate area.
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• Regular police enforcement is currently the only practical way to address the speeding problems on
this roadway. Physical changes to the roadway (vertical and horizontal alignment changes) may be
effective but the cost forthese improvements would be prohibitive;for example, on Glenabbey Drive
it could cost $200,000 - $300,000 to reconstruct this roadway to effect vertical or horizontal
changes. Physical changes to the roadway, both horizontal and vertical (i.e. traffic calming) are
not recommended until such time as the Municipality has developed a traffic calming strategy for
the entire community which addresses the benefits and costs of traffic calming and also funding
mechanisms. Setting a precedent on one roadway without the benefit of a policy document could
result in numerous requests for the same treatments and consequently have a significant impact on
the Work Department's budget.
• Stop signs on Glenabbey Drive have resulted in traffic being diverted from Glenabbey Drive between
Townline Road and Pinedale Cres. to Bruntsfield Street, which was designed as a local roadway. A
problem has been created on this roadway which did not previously exist. There are two options to
resolve the problems created on Bruntsfield Street:
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Option 1: Remove the eastbound and westbound stop signs on Glenabbey Drive at Bruntsfield Street
and Pinedale Cres.; or
Option 2: Close Bruntsfield Street north of Bloor Street access, making it physically impossible for
all traffic to access Bloor Street.
1.4 RECOMMENDATIONS
The following is recommended:
1. That additional physical traffic calming techniques such as road closures, vertical and horizontal
changes, etc. not be considered for implementation on this roadway until the Municipality has
established policy guidelines for traffic calming and determined specific traffic calming strategies for
implementation on a community and system-wide basis.
2. That the Durham Regional Police services be requested to establish a community traffic monitoring
program to ensure regular enforcement on residential streets wi>aiin the Municipality, including
Glenabbey Drive.
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3. That the local community residents be approached with respect to possible participation in a
Neighbourhood 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 Bruntsfield Street.
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6. The municipality of Clarington should not in future consider the use of stop signs as a means of
speed control in other areas of the community. 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)
7. That the staff of Municipality of Clarington, in conjunction with staff of the Region of Durham,
conduct a thorough review of subdivision design standards with a view to assessing existing standards
and identifying any changes that may be required to reduce the possibility of future speed and volume
issues in new residential areas. It is suggested that this review be undertaken in conjunction with
representatives from the development industry.
2.0 PRESTONVALE 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
Transportation/Traffic Study, dated February 27 1995) provided a review of the implications associated
with maintaining Prestonvale Road as a local facility. The study concluded that, as developments proceed
in the Area, increased volumes could be anticipated on a number of roadways including Prestonvale
Road, Robert Adams Drive and Glenabbey Drive, and that closure of Prestonvale Road as the way of
reducing or controlling traffic volumes, will simply transfer traffic problems to less desirable roadways.
The current status of Prestonvale Road can be summarized as follows:
Section Roadway Width of Section
Limit Designation Pavement Length
King St.-R.Adams Dr. Urban Collector 10.0 in 150 in
R.Adams Dr.-Glenabbey Dr.' Urban Local 10.0 in 1,150 in
Glenabbey Dr.-Bloor St? Semi-urban, Local 6.4 in 550 in
Note: 1. Section between Robert Adams Dr. and Glenabbey Dr. was re-constructed to collector standard.
2. The Prestonvale Road between Glenabbey Drive and'Bloor Street is designated as Type C in the Region of
Durham Official Plan
It is likely that Prestonvale Road between Glenabbey Drive and Bloor Street will be widened and j
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.
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2.2 DATA COLLECTION AND ANALYSIS
The following data collection activities were undertaken as part of the review of the status of Prestonvale
Road:
• 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.
2.2.1 . Speed and Traffic Volume Survey
Surveys of travel speed and Average Weekday Traffic (AWT) 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 Bloor Street is in
a range of 67 km/h to 70 km/h - close to 20 km1h in excess of the 50 km/h speed limit;
• Approximately 40% of the daily volume on Prestonvale Road between Glenabbey Drive and Bloor
Street is exceeding 60 km/h -10 km/h in excess of the posted speed limit. In fact, most of speeding
motorists are driving at a speed at least 15 to 20 km/h 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 major collector roadway, which is 1,500 to 10,000 vpd;
and
• Traffic volumes on Prestonvale Road south of Glenabbey Drive have increased from 500 to 1,300
vehicles per day (refer to Table 2), following the installations of the all-way stop installations on
Glenabbey Drive.
The issue relating to the designation of Prestonvale Road has been addressed in a number of traffic
reviews/studies previously undertaken in the area. The current Official Plan and the Courtice South
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 in 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 (AADT) 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 to the south proceeds.
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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. A continuous link on Townline Road between Bloor
Street and Highway 2 will likely be needed to accommodate future long development levels in South
Courtice, but if implemented today, would have little or no impact on traffic columns on Glenabbey
Drive or on Prestonvale Road. The only effective way of immediately reducing traffic volumes on
Prestonvale Road would be 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 fundamental to recognize
that both Robert Adams Drive and Sandringham Drive were not designed nor planned to carry all of
the north-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-align the roadway section to Bloor Street to provide a new connection to Bloor Street at
approximately 100 to 150 meters west of existing Bloor Street/Prestonvale 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
Street/Prestonvale Road intersection.
2.3 CONCLUSIONS
The work associated with the review of the classification of Prestonvale Road has led to the following
conclusions:
• Prestonvale Road from King Street (Highway 2) to Bloor Street should be classified as a Type C
arterial.
• Speeding represents a serious safety concern on Prestonvale Road which should be referred to Durham
Region Police Services for appropriate action.
• 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. Providing a direct link on Townline Road between Bloor Street and King Street
(Highway 2). would not be a practical or cost-effective option to reducing existing traffic volumes
on Prestonvale Road.
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LEGEND Grandview DriveCL
Provincial Freeway _-�
•----• Type B Arterial
----m Type C Arterial 1
----------- Collector 1
Local `
Existing Signalized Intersection
Study Area -----------
I All-way Stop Sign
HIGHWAY 401
NOT TO SCALE
® REVIEW TRAFFIC ISSUES ON GLENABBEY DRIVE AND PRESTONVALE ROAD
INN MUNICIPALITY OF CLARINGTON
Exhibit 5
-totten sims hubicki associates Closure/Re-alignment of Prestonvale Rd. South of Glenabbey Drive
engineers architects and planners
1032
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LEGEND Grandview Drive .`-=r a
Provincial Freeway -A
•--�— Type B Arterial
• Type C Arterial '
------- - Collector
Local
Existing Signalized Intersection
41 Study Area ------ --�--
All-way Stop Sign
HIGHWAY 401
NOT TO SCALE
REVIEW TRAFFIC ISSUES ON GLENABBEY DRIVE AND PRESTONVALE ROAD
MUNICIPALITY OF CLARINGTON
Exhibit 6
totters sims hubicki associates Closure/Re-alignment of Prestonvale Rd. South of Glenabbey Drive
engineers architects and planners With A Direct Access toPrestonvale Rd. N. of Glenabbey Dr.
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---- Type B Arterial
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Type C Arterial 1
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Study Area
I All-way Stop Sign
IHIGHWAY 401
NOT TO SCALE
I REVIEW TRAFFIC ISSUES ON GLENABBEY DRIVE AND PRESTONVALE ROAD
1 MUNICIPALITY OF CLARINGTON
Exhibit 7
-totten sims hubicki associates Closure/Re-alignment of Prestonvale Rd. South of Glenabbey Drive
engineers architects and planners With A Direct Access to Bloor Street
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• 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 Type C arterial roadway in the Official Plan
between King Street and Bloor Street, to realistically reflect its intended function and actual use.
2. The Council of the Municipality of Clarington, should also initiate a functional study to evaluate -
potential alternatives for the re-alignment of Prestonvale Road between Glenabbey Drive and Bloor
Street. 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 hubicki associates
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1(,p��;
D.11 Allingham, P. Eng.
Senior Vice-President -Transportation
DIA/
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THE CORPORATION OF THE MUNICIPALITY OF CLARINGTON
BY-LAW 95-
Being a By-law to amend By-law 91-58 as
amended, being a By-law to Regulate Traffic on
Highways, Municipal and Private Property in
the Municipality of Clarington
WHEREAS the Council of The Corporation of the Municipality of
Clarington deems it desirable to amend By-law 91-58;
NOW THEREFORE the Council of The Municipality of Clarington enacts
as follows:
1: Schedule XV "Through Highways" of By-law 91-58 is amended by:
Adding the following reference:
Column 1 Column 2 Column 3
Highway From To
Glenabbey Drive East limit of West limit of
(Courtice) Townline Road , Auburn Lane
South
2) Schedule XVI "Stop Signs" of By-law 91-58 is amended by:
Deleting the following reference:
Column 1 Column 2
Intersection Facing Traffic
Glenabbey Drive and Eastbound on Glenabbey Drive
Turnberry Crescent
(Courtice)
Glenabbey Drive and Westbound on Glenabbey Drive
Pinedale Crescent
(Courtice)
Glenabbey Drive and Eastbound on Glenabbey Drive
Bruntsfield Street
(Courtice)
Glenabbey Drive and Westbound on Glenabbey Drive
Bruntsfield Street
(Courtice)
3) This By-law shall come into force on the date that it is
approved by the Council of the Regional Municipality of Durham
and when signs to the effect are removed.
BY-LAW read a first and second time this 27th day of November,
1995.
BY-LAW read a third time and finally passed this 27th day of
November, 1995.
MAYOR
CLERK
ATTACI-MENT N0. 5
WD-53-95
1036