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Home My WebLink AboutWD-22-95 THE CORPORATION OF THE MUNICIPALITY OF CLARINGTON X X XRA 222R2MMA2KRUTA%2f21A%&1TXLfLXXX REPORT Meeting: GENERAL PURPOSE AND ADMINISTRATION COMMITTEE File# 37• ` Date: MAY 15, 1995 Res. # - __:25S�a ` Ry-Law# '-7 f l S- Report#: W-22 File#: -D.02 .33.-06 Subject: TRAFFIC STUDY, PRESTONVALE ROAD AREA, COURTICE Recommendations: It is respectfully recommended that the General Purpose and Administration Committee recommend to Council the following: 1. THAT Report WD-22-95 be received; 2. THAT Prestonvale Road, from Highway No. 2 to Baseline Road, be classified as a Type C Arterial Road; 3. THAT Prestonvale Road, from Glenabbey Drive to Bloor Street, be realigned as illustrated on Attachments Nos. 5a, 5b and 5c to Report WD-22-95; 4. THAT, when the realigned Prestonvale Road has been constructed, the existing Prestonvale Road be changed as illustrated on Attachment Nos. 5a, 5b and 5c to Report WD-22- 95 or in some other configuration acceptable to both the Municipality and the property owners in the area and that it be renamed at that time. 5. THAT the location of the proposed Secondary Public School be located on the west side of the realigned Prestonvale Road (Exhibit 1, Attachment No. 3) ; 11 24 THIS LS PRIMEDC RECYCLED PAPER REPORT NO. : WD-22-95 PAGE 2 6. THAT Recommendations 2, 3 and 4 be included in the Draft Official Plan; 7 . THAT the stop condition on Glenabbey Drive at Bruntsfield Street and at Pinedale Crescent be removed and that the proposed By-law (Attachment No. 7 to Report WD-22-95) be forwarded to Council for approval to implement this recommendation; 8. 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; and 9. THAT a copy of Report WD-22-95 be forwarded to those persons named at the end of Report WD-22-95 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: Courtice Area Transportation/Traffic Study completed by Totten Sims Hubicki Associates dated February 27, 1995 No. 4 : Petition received April 25, 1995, from the residents on Bruntsfield Street No. 5: Various Alternatives for Prestonvale Road, from Robert Adams Drive to Bloor Street 1025 REPORT NO. : WD-22-95 PAGE 3 No. 6: Traffic Study Report dated May 5, 1995, from Totten Sims Hubicki Associates No. 7: Proposed By-law removing the stop condition on Glenabbey Drive at Bruntsfield Street and at Pinedale Crescent No. 8: Table of Road Classifications No. 9: Summary of Prestonvale Chronology No. 10: Report Addendum to WD-63-92 2.0 BACKGROUND 2. 1 At a regular meeting held on January 16, 1995, Council passed the following Resolution #C-38-95: "THAT the delegations of Robert Cowle and Hugh Neill be acknowledged. THAT the Director of Public Works undertake a traffic count and speed check on Prestonvale Road north of Claret Road and a traffic count at the intersection of Robert Adams Drive and Prestonvale Road and report back to the General Purpose and Administration Committee on his findings; and THAT Mr. Cowle and Mr. Neill be advised of Council's decision. " 2.2 At a regular meeting held on February 13, 1995, Council passed the following Resolution #C-98-95: "THAT the correspondence dated January 25, 1995 from D. Robin Whitehead regarding heavy traffic on Prestonvale Road, be received; 1026 REPORT NO. : WD-22-95 PAGE 4 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. " 2.3 At a regular meeting held on March 27, 1995, Council passed the following Resolution #C-241-95: "THAT the delegations pertaining to Prestonvale Road be referred to the Chief Administrative Officer for review and preparation of a report to be submitted to the General Purpose and Administration Committee outlining the chronological events dating back to 1974; and THAT Hugh Neill, George West, John Hawryszko, Robert Cowle and Rob Whitehead be advised of Council's decision. " 2.4 The following are excerpts from the Minutes of the March 27, 1995, Council meeting: "Hugh Neill, 2111 Prestonvale Road, Courtice, LlE 2S2, commented to Council on the recommendations contained in the Traffic Study Report presented by Totten Sims Hubicki Associates on March 20, 1995. He stated that if the municipality follows the 1027 REPORT NO. : WD-22-95 PAGE 5 recommendations of the report, and re- designates Prestonvale Road from a local road, places a secondary school directly across the road from his house, and allows high density development within 300 metres of his home and a mall within 200 metres of his home, the property value will decrease and the lifestyle quality will diminish. He stated that it hardly seems reasonable or fair that residents in the neighbourhood should be inconvenienced, let alone be inconvenienced at a financial loss, if the road pattern changes are required to allow developers to proceed and make financial gains. George West, 2640 Prestonvale Road, Courtice, L1E 2R9, requested that Prestonvale Road remain a local road. He gave a history of the area wherein he stated that Phair Avenue had been barricaded and Claret Road misaligned and never completed. He indicated that all of the traffic coming from the Whitecliffe Subdivision had to exit on to Prestonvale Road thereby increasing the traffic in that area. It is now recommended in the Totten Sims Hubicki report that Prestonvale Road be upgraded to an arterial road. Mr. West feels this is depriving residents of 30 feet of frontage on their property and he would like to see Claret Road opened up. John Hawryszko, 2588 Prestonvale Road, Courtice, LlE 1W1, stated that Prestonvale � 1G28 REPORT NO. : WD-22-95 PAGE 6 Road was designated as a local road by Council and he wishes to see this designation retained. Robert Cowle, 2682 Prestonvale Road, Courtice, LlE 2R9, addressed Council with respect to the Courtice Area Transportation/Traffic Study which states that Prestonvale Road is to be designated as a Type C Arterial Road to reflect intended and actual use. For five years Robert Adams Drive was barricaded. Glenabbey Drive does not join up with Sandringham yet nor does Claret link up with Robert Adams. The residents in the area have no choice but to use Prestonvale Road. It appears to Mr. Cowle that everything has been done to force traffic onto Prestonvale Road, including a municipal sign that was erected at the entrance of Glenabbey diverting traffic over to Prestonvale. Mr. Cowle indicated disagreement with the traffic study report which states that the bridging of Townline Road is not needed. If all the other road networks were completed as they should be they would carry their own traffic and Prestonvale Road would not be needed as an arterial road. Rob Whitehead, 2406 Prestonvale Road, Courtice, LlE 352, concurred with all of the comments Council heard earlier with respect to Prestonvale Road and requested that the road remain a local road. " 1IJ29 REPORT NO. : WD-22-95 PAGE 7 2.5 Correspondence from D. Robin Whitehead 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 .6 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. 4) . 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" . When 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 030 REPORT NO. : WD-22-95 PAGE 8 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. (Attachment No. 9. ) The Board did not state that Prestonvale Road should be classified as a local road. In July 1980, Council adopted the Courtice South Neighbourhood Plan which shows Prestonvale Road as a local road. However, when the Neighbourhood Plan was adopted by Council, the planned population for Courtice was 20,000. The planned population for Courtice is now 45,000, plus a large employment area south of Courtice. In September, 1994, Council passed the following Resolution: "THAT Prestonvale Road remain designated as a local road from Robert Adams Drive south. " The Durham Region Official Plan designates Prestonvale Road, from Glenabbey Drive to Bloor Street, as a Type C arterial. This part of the plan has been approved by Clarington Council and it can, therefore, be concluded that this section of Prestonvale Road is designated as a Type C arterial road. Council's resolution stipulates that Prestonvale Road be designated as a local road from Robert Adams Drive southerly. 1U31 REPORT NO. : WD-22-95 PAGE 9 The implication of this resolution is that Prestonvale Road is classified as a Type C arterial road from Highway 2 to Robert Adams Drive. This then leaves the section of Prestonvale Road, from Robert Adams Drive to Glenabbey Drive to be dealt with regarding road classification. Exhibit 6 of Attachment No. 3 shows the projected annual average daily traffic on Prestonvale Road at 4,600 vehicles per day. Attachment No. 8, Table of Road Classifications, shows the generally accepted traffic volume for the different road classifications. The generally accepted traffic volumes on a local residential street are up to 1,500. In view of the above, it is not appropriate to classify Prestonvale Road as a local road. Recommendation: Based on the above, it is recommended that Prestonvale Road be designated as a Type C arterial road from Highway 2 to Baseline Road. 3.2 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. 6) . REPORT NO. : WD-22-95 PAGE 10 • 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. 6) . • 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. 4) . • More than 52% of motorists failed to come to a complete stop at the stop signs on Glenabbey Drive (Page 4 of Attachment No. 6) . • Increased noise at intersections caused by vehicles braking and accelerating (Page 6 of Attachment No. 6) . • Some vehicles were observed travelling at a very high speed, estimated to be in excess of 80 km/hr (Page 6 of Attachment No. 6) . Recommendation: Based on the above, it is recommended that the stop condition 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 on Prestonvale Road between Glenabbey Drive and Bloor Street, which is a narrow road with open 1033 REPORT NO. : WD-22-95 PAGE 11 ditch drainage and no street lights or sidewalks and to Bruntsfield Street which is a local residential street. 0 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 and on both sides and streetlights. • Bruntsfield Street is classified as a local street. 3.2 All-way Stops on Prestonvale Road All-way stops are not warranted on Prestonvale Road and are not recommended. 3.3 Phair Avenue The issue of the closing of Phair Avenue was dealt with in Report Addendum to WD-63-92 (Attachment No. 10) . 3.4 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 10 m (32.8 feet) wide pavement with curb and gutters, storm sewers and sidewalks on both sides. 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. IJ 4 REPORT NO. : WD-22-95 PAGE 12 Street lights have been erected from Highway No. 2 to Glenabbey Drive. In the fall of 1992, eight (8) trees were planted within the road allowance between Phair Avenue and Claret Road. Provision has been made in the 1995 Budget for the planting of eleven (11) trees 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. 3.5 Opening of Robert Adams Drive from Glenabbey Drive to Bloor Street The proposed 1994 Draft Official Plan provides for extending Robert Adams Drive from Glenabbey Drive to a future east-west collector located between Bloor Street and Baseline Road. 3.6 New Subdivision and Proposed School The South-West Courtice Neighbourhood Plan (Exhibit 1, Attachment No. 3) provides for a Secondary Public School located north of Bloor Street and between Robert Adams Drive X035 REPORT NO. : WD-22-95 PAGE 13 extended and for an Elementary Public School located on the north side of Bloor Street and on the west side of Robert Adams Drive extended. Recommendation: THAT the location of the proposed Secondary Public School be located on the west side of the realigned Prestonvale Road. 3.7 Reduction of Maximum Speed from 50 km/hr to 40 km/hr In addition to the request that the all-way stops be removed from Glenabbey Drive, the residents of Bruntsfield Street have requested that the maximum speed be reduced from 50 km/hr to 40 km/hr. The Highway Traffic Act states that the maximum speed be 50 km/hr in urban areas and 80 km/hr in rural areas, unless otherwise posted. The implication of reducing the maximum speed from 50 km/hr to 40 km/hr is that signs must be erected. The Director of Planning concurs with the recommendations which relate to planning issues. Respectfully submitted, Reviewed by, /4/k�(4 1 rh-, Walter Evans, P.Eng. W. H. Stockwell Director of Public Works Chief Administrative Officer WAE*ph May 10, 1995 Attachment pc: Mr. Robert Cowle Mr. Hugh Neill 2682 Prestonvale Road 2111 Prestonvale Road Courtice, Ontario Courtice, Ontario LlE 2R9 LlE 2S2 X36 REPORT NO. : WD-22-95 PAGE 14 D. Robin Whitehead Mr. & Mrs. Kevin Fudge 2406 Prestonvale Road 10 Bruntsfield Street Courtice, Ontario Courtice, Ontario L1E 2S1 L1E 1B4 Mr. George West Mr. John Hawryszko 2640 Prestonvale Road 2588 Prestonvale Road Courtice, Ontario Courtice, Ontario L1E 2R9 L1E 1W1 Mr. John Stezik 125 Glenabbey Drive Courtice, Ontario L1E 2B7 o � Mr. R o rt Cowie RHAIR ANUE STIRuNG AVENUE 2 2 2FP�p��a�estonvaie R x R. STRATHA_�DRIVE c��EFE o w W g W STEPHEN AVENUE o M . Geor a es o e 26 0 Pr to R z E oh Hawr D o p 2 o 2 8 Prestonvale FOXHUNT 7RA1L OLARE7 ROAD O o PPRKtI' �G W p�� OC in =V 2 SqC c2i AUBURN LANE qU0 � O RNR -vo�y`F YORKV/LLE 3 ORl✓E DRIVE HEMM/NGWAY ROAD FOL/NO yl V 2e m oq c fit` �., Y ✓OHN WALTER Q D. Rober hit ea p 2 406 Pre on e W CRESCENT V Q c � 7HORNBURY gfREET CH DRIVE mp z o z P JE GLENABSEY DRIVE NEWPORT w Mr. Hugh Neill TMMERLEA 2111 Prestonval Rd. 9 lLzfjl J 0 E� hway No. 2 o aha D E=1 � � co �j C:\ATTACHS\DARL\PRESTLTE.DWG be m L DRAWN BY: J DATE: MAY 1995-] 4 I E ATTACHMENT N0. 1 KEY MAP wD-22--95 COUNCIL DIRECTION D. Robin Whitehead , D-4 2406 Prestonvale Rd. Courtice, Ontario. January 25, 1995 The Municipal Office of C - r' ngt-ori 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 or 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. ATTACHMENT N0. 2 R WD-22-95 Respectfully Yours , ■ 30D WATER STREET, WHITBY, ONTARIO CANADA LIN 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 LIC 3A6 February 27, 1995 RE: Courtice Area Transportation/Traffic Study Dear David: Totten Sims Hubicki Associates was retained in December 1995 to undertake a Trak 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 undertaken 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 1 review. Our assessment has revealed that the residential development associated with Phase 1 (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 small component of the proposed residential development could be accommodated on the existing transportation network. The development of those lands included within Phase 1 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 DEVELOPMENT DESCRIPTION Phase 1 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. 1 below. ATTACHVENT N0. 3 WD-22-95 ENGINEERS ARCHITECTS AND PLANNERS - 1U40 - 2 - 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 IA. The latest development plan for the South-West Courtice area is provided as Exhibit 1. UNICI MPALITY OF CLARINGTON :.;:..... .. .. . COURTTCE.AR A�'RAIVSPORTATION:REV) V� PHASE--I:AND.lA :;;;;;:> <::::: T ..LE I,= SUMMARY O>�PROPOSEDDEVELOPMENT..;.; SIZE ::::::PHASE CATEGORX LAND USE UNITS SQ.FT. 1 1. Residential Low Density 1,785 N/A Medium Density 505 N/A High Density 225 N/A T2. Commercial Convenience Type Retail N/A 6,500 lA 1. Residential Low Density 1,137 N/A Medium Density 438 N/A High Density 100 N/A 2. Commercial Convenience Type Retail N/A 6,500 NOTE: 1. N/A = Not Applicable 2. Phase 1 = Total Area Buildout Phase 1A = Development Level which Reflects 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. totten sims hubicki associates SOUTH-WEST COURTICE NEIGHBOURHOOD LAND USE STRUCTURE PLAN, SCHEDULE 1 BLOOR ST... HC ,• �'r 8 L O O R S T. O ; OO NEIP+BOINPHDCO BDMMDARY LOW DENSNTY REMD471AL - O GRANONEW +• _ - MEDIt1M DENSITY RESIDENi1K DRIVE _- O NIGH DENSITY RESIOENTIAL W Q' iC " ! NOP90uRN00D PARw Q PARKETTE - .... I _ 2 OPEN SPACE - 3 �- _ -1 STORM WATER FACILITY W SCHOOL- SECONDARY EEOC _ SOSCHOOL-ELEMENTARY -C PUWC C '... - > SCHOOL-ELEMENTARY SOUTHGA7E ... :I 2 SEPARATE DRIVE _ ,��1=-r-�.'vL, y: O C-JRCH ....................�� ; _ I � �CDNYEwCNCE COuuERCIK 1 SPECIK PLANN-S PRECINCT — C I ARTERtK ROADS TYPE+ - \: ARTERIK R0A75 TYPE e j O It I COLLECTOR ROADS /• - - yl;e t �IGO OOOt 111 LOCA.ROAC A:CESS - f• P ICLE iRAr I&CYCiE 0.1TEE - �O h,Y CANADIAN A I` RAILWAY BASE LLIN I ROAC H I C N W� Y N � O I _ SOUTH-WEST COURTICE NEIGHBOURHOOD PLAN TRAFFIC IMPACT REVIEW Exhibit 1 totten sims hubicki associates Concept Develo ment Plan engineers architects and planners p P 1042 - 3 - 2.0 LOCAL TRANSPORTATION INFRASTRUCTURE Exhibit 2 provided shows anticipated/planned roadway classifications within the Study Area. The following classifications should be noted: IFICATION%DESIGNATION REGIONAL: CLARINGT OIV:.OFFIGTAL ROADWAY LINKOFFICIAL PLAN PLAN:.(DRAFT)' Prestonvale Road-Highway 2 (King Street) to Not Addressed Type C Arterial Robert Adams Drive Prestonvale Road-Robert Adams Drive to Not Addressed Type C Arterial Glenabbey Drive Prestonvale Road-Glenabbey Drive to Type C Arterial Type C Arterial Baseline Road (Highway 401) Glenabbey Drive-Prestonvale Road to Type C Arterial Collector Townline Road Robert Adams Drive-Glenabbey Drive to Not Addressed Collector Prestonvale Road 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 in 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 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 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-aligned to connect directly to Bloor Street at approximately Prestonvale Road as shown on Exhibit 1. It was also assumed that Prestonvale Road between Glenabbey Drive and Bloor Street would be widened and reconstructed as part of development activities in the area, consistent with the upgrading that occurred in 1994 between Claret Road and Glenabbey Drive. 4 3 totten sims hubicki associates N 1 1 King ------- -- ------ -------- ----- lo 1� m jo o < ' 00 1m :a to 1CX 1 's 1 1 N 10 1 1 Glenabbe Drive : a 1 Bloor Street 1 Bloor Street Q i 1 � 1 LEGEND --Grandview Drive � Provincial Freeway 1 j Type A Arterial 1 Type B Arterial 1 -..—-- Type C Arterial t � -----------Collector ♦ t Local Existing Signalized Intersection Study Area 1 HIGHWAY 401 NOT TO SCALE _ SOUTH-WEST COURTICE NEIGHBOURHOOD PLAN TRAFFIC IMPACT REVIEW totten Sims hubicki associates Exhibit 2 engineers architects and planners Roadway Classifications 1044 -4 - 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 Road Operational Review undertaken by TSH in 1991, revealed the need for 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 RaiI'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 1 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 1A, we have also assumed that 5% of the traffic generation would be internal to the development itself. TABLE' N :2: O. 0 TRAFFIC:GENERATIONS . ::> DEVELOPMENT: :.>PM PEA&IiOUR.TRIP TRIP GENERATION. RATE' vEH/HR:: PHASE LAND" 'USE UMTS :SQ FT IN OUT-: TOT AL - IN: OUT: -.TOTAL 1 Low Density 1,785 N/A 0.66 0.35 1.01 1,172 631 1,803 Medium Density 505 N/A 0.36 0.19 0.55 182 96 278 High Density 225 N/A 0.23 0.14 0.37 52 32 84 Commercial: N/A 6,500 7.57 7.57 15.14 49 49 98 Convenience TOTAL TRIP GENERATION 1,455 808 2,263 1A Low Density 1,137 N/A 0.66 0.35 1.01 747 401 1,148 Medium Density 438 N/A 0,36 0.19 0.55 159 1 83 242 High Density 100 N/A 0.23 0.14 0.37 23 14 37 Commercial: N/A 6,500 7.57 7.57 15.14 49 49 98 Convenience TOTAL TRIP GENERATION 978 547 1,525 NOTE: 1. Trip Rates were Determined from ITE Trip Generation Manual (5th Edition), Residential, Vehicle Trips/Unit; Commercial, Vehicle Trips/103 SF G.F.A. 2. N/A = Not Applicable; G.F.A. = Gross Floor Area 1045 totten sims hubicki associates - 5 - For the purposes of impact assessment, it was assumed that the traffic generated by the commercial component of the development would be bypass traffic (Le.* 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 TRAFFIC DISTRIBUTION AND ASSIGNMENT Traffic associated with the new development was distributed based upon 1991 TTS data (Transportation 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 summary of the existing background traffic volumes as assembled by TSH. Exhibit No. 4, shows the assignment of development related traffic to the roadway network. Exhibit No. 5 shows 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 lA of the proposed development i.e. 1,675 dwelling units. Trak 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 considered within Phase 1 and Phase IA of the South-West Courtice Neighbourhood Plan. :.::.:.:..: •• .:. MUNICIPALITY OF'CI ARINGTON ' :.: COiJRTICE AREK TRANSPORTATION. _ REVIEW-RHASE I`AND 1A .>;:;•;;:-;:;;>:>:•;;;;;::;.:::•:::->;::,:-;->;:;;:-;:;-::.,;:::::::_:_s::;t;;»»s:;::;<>.:::;TAEI:E3 ;$U!►il1IARY>OFIl�SF�CTIONiCAPACTIYANALYSIB:' , •:::::<'»::>:>: :`::>:':;?:?>:=: X995CONDTrIONS PFAIC:HOTJK:">`'` _. ,. :. ..... YEAR.2005 CONDTiTONS.PM:PEAK HOTJR: WITHOUTDEYECOP. WITH`DEVELOP l' _ WrrH'DEVELOP_2 :;PHASE :: ;:INTERSEtrTION V/C LOS D. V/C - LOS. D V/C I OS D V/C LOS D 1 King Screed 0.35 B 8 0.46 B 9 0.61 B 14 0.61 B 14 Preatonvale Road Bloor Street/ 0.54 B 15 0.72 C 17 1.2 F N/A 0.77 C 19 Grandview Drive Bloor Street/ 0.85 B 29 1.2 F N/A 1.20 F N/A 1.20 F N/A Harmony Road IA King Street/ 0.35 B 8 0.46 B 9 0.56 B 13 0.56 B 13 Prestonvale Road Bloor Street/ 0.54 B IS 0.72 C 17 1.05 F 71 0.68 C 15 Grandview Drive Bloor Streed 0.85 B 29 1.2 F N/A 1.2 F N/A 1.20 F N/A Harmony Road ,47— V/C=Volume to Capacity Ratio; LOS=Level of Service; D=Average Delay(SeeondalVeWc1c) Widening Bloor Street(from Harmony Road to Prestonvale Road)from 2 to 4 Lane Cross-Section is required N/A = Not Amemed 1 No Moor Street Widening-Harmony Road to Prestonvale Drive- 2 With Bloor Street Widening 1 N 1 NDN +-3 11 , '_—soo King Street East j—14 827 10, Cr o CL •n I&�m 1 C 10 Q 'Q co (D 1 Glenabbe Drive m /�AQ _11 NNQ i� 7� 1� +-40 1 ' ... .... .♦ �O. 4. 147 2 Bloor Street Bloor Street 726 263 _� 298---IN-; ♦(� 142 120 _Grandview Drive LEGEND Provincial Freeway f 1 Type A Arterial YP � Type B Arterial n W W Type C Arterial t �.-.»---Collector ` Local Existing Signalized Intersection ��.��•��-��y Study Area 715 Existing p.m.peak hour volumes HIGHWAY 401 NOT TO SCALE _ SOUTH-WEST COURTICE NEIGHBOURHOOD PLAN TRAFFIC IMPACT REVIEW Exhibit 3 totten Sims hubicki associates P.M. Peak Hour Volumes Existing Condition engineers architects and planners rn UA7 N 1 t t 1 � 1 King Street East �14 1 ,00 1 l0 28�;�1T(♦ in 1M *0 1� ° 1° 11=0 1 <` n ° 1 l� C° 1= 1° o :m t 1 C I '3 1 1 ;CD I 1 0 O 1 t Glenabbe Drive F:. --SCD 89 441* ♦-,19 t�� f-237 �� r �6t° Bloor Street Bloor Street µ - 447-10- 451 tf* } 1 t __Grandview Drive : LEGEND �� ,: { a Provincial Freeway 1 Type A Arterial t_ _ l Type B Arterial - -- - - TYPe C Arterial _ -----------Collector :-: 1 Local a <1 Existing Signalized Intersection .. � �.� y Study Area 715 Development Traffic HIGHWAY 401 NOT TO SCALE SOUTH-WEST COURTICE NEIGHBOURHOOD PLAN ,: TRAFFIC IMPACT REVIEW Exhibit 4 totten Sims hubicki associates Development Related Traffic Assignment engineers architects and planners P.M. Peak Hour IQ_4 N a�w +_4 7W King Street East I �.� 135 f— 1 l0 107 ---►�� 11 I,o� i 0c `a m ±D 4Fod m t Ira = IS rA 1 �CD 1 Glenabbey Drive Nc' bW �b +_52 599 �a ♦a Bloor Street Bloor Street saes 343 966 1 J i 1468 965 1 185 rn^N 157 1 I : LEGEND Grandview Drive Provincial Freeway 1 ; 1 Type A Arterial 1 1 .— Type B Arterial 1..: . 1 Type C Arterial Collector 1 Local I TO/FROM Existing Signalized Intersection COURTICE RD INTERCHANGE ` Study Area 715 Background and Development Traffic ---0. HIGHWAY 401 NOT TO SCALE _ SOUTH-WEST COURTICE NEIGHBOURHOOD PLAN TRAFFIC IMPACT REVIEW id Exhibit 5 totten Sims hubicki associates P.M. Peak Hour Volumes engineers architects and planners Future (Year 2005) Background and Development r ri T U ? - 6 - 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 1 or Phase 1A. The intersection of Harmony Road and Bloor Street in the City of Oshawa is currently operating at capacity for some critical movements. Additional development would 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 BIoor 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 intersection will also experience capacity problems at the 2005 planning horizon with volumes associated with either the Phase I or Phase 1A levels of development. The intersection of BIoor 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 Drive/Bloor Street and Bloor Street/Townline 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 significant 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 Street/Prestonvale 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. { totten situs hubicki associates N + King Street East 100(1,100) ------____1----- ' t t 28(300) o � r 217(2,400) �m D , 1 3 10 I C m - rn:c �c pi 'mD 10 O Q [ aCD ado [ [ Glenabbey Drive < Bloor Street Bloor Street : w `` 718 8,000 ......:... [ (1,050) LEGEND Grandview Drive [ t • .`Y , Provincial Freeway Type A Arterial [ Type B Arterial [' s: TypeC Arterial _.._.<......._..._. ....._. ...,._...._-..._.-........._..........................:.:...::.: --.--------Collector .::...:.......... Local Existing Signalized Intersection .. � y Study Area j 325(3,600) 211 P.M.Peak Hour Volume(Net Increase Only) (2,350) Weekday Volume(Net Increase Only) HIGHWAY 401 ® P.M.Peak Hour Volume(Total Background and Development) NOT TO SCALE • Weekday Volume(Total Background and Development) _ SOUTH-WEST COURTICE NEIGHBOURHOOD PLAN TRAFFIC IMPACT REVIEW Exhibit 6 totten Sims hubicki associates Peak Hour and Weekday Traffic Volumes engineers architects and planners (2-Way) - Phase 1 A 1051 - 7 - The traffic assessment has revealed that the development associated with either Phases 1 or IA of the South-West Courtice Neighbourhood Plan cannot be accommodated without improvements i.e. widening of BIoor Street from two to four lanes between PrestonvaIe 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 SUGGESTED TRAFFIC/TRANSPORTATION IMPROVEMENTS AND IMPROVEMENT OPTIONS 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 1 (and 1A)development in the South-West Courtice Neighbourhood,assuming that build out will occur within the next 10 years: • Widen and re-align 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 Road/Bloor 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 (i.e. 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 volumes. 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 Robert 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 carry all of the north-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. totten situs hubicki associates At King Street East 10 POSSIBLE 1� REALIGNMENT PROPOSED �m '� Y 0ROAD (o ;o CLOSURE o n. 'm .Q' < ,o. f m 1 'mm Q im t iv �CD �Q 10 . Glenabbey Drive 1= -- CD Bloor Street Bloor Street t: _ ;j_ _ ;m Q ::a a LEGEND Grandview Drive Provincial Freeway �:.::::>:.:,:;�>.;:�.<:-::» -:,:::•:::•::- Type A Arterial Type B Arterial - - - ••� Type C Arterial - ------ Collector Local Si� ExistingSignalized Intersection !8TH ...:-. .. Study Area 1 HIGHWAY 401 NOT TO SCALE _ SOUTH-WEST COURTICE NEIGHBOURHOOD PLAN TRAFFIC IMPACT REVIEW Exhibit 7 totten situs huts and associates Closure of Prestonvale engineers architects and planners r It is considered that the closure of Prestonvale 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; however,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 1 or 1 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 Road/Highway 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 1 of the South-West Courtice Neighbourhood as proposed, (or Phase lA 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 play a 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. totten sims hubicki associates PtTITION tt�R L:i I co 'tit SS TO THF MAYOR A_NT) O TNCTT (7F RST rTON• WE THE RESIDENTS OF BRjJNTSFTELD STREET. COURTICE 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 CHU aREN)OF THE STREET AND SURROUNDING AREAS. SIGNED: � , �. -TELA E1 �i.��C- ,� �:��:��-r�F•��n 5�. e.�•�t�r�c.,� L'4>Cco )o,-e»j),nt) 5T: C,��{.{.eTICt L1EIH� vy /02 h��ZIA17roc co sT L' o ti R;�C;G oN ��y a If%�V'z 9k C o u t'\ (-V-- X0 rc- OAC. v G7� - ,t,��✓ 1 ��0 �� W" , ATTACHIEN f NO. 4 1^W 57 sx� C LSC x: 05,6 L CD 0 IE V Thornbury eke Road en Pestonvale Road Re-alignment Local road for Option No. 1 existing residences • • • • • • • • • • • o • o • y • a IF • Cul-de-sac at south end • • • • • • • • �. Regional Road 22 - Bloor Street REPORT NO. WD-22-95 DATE APRIL 28,1995 REVISED DATE:MAY 5,1995 ATTACHMENT NO. 5a -57 DWG. : MAPINFO/PRESTREAL Thornbury eke Road n Pestonvale Road Re-alignment i Local road for Option No. 2 existing residences • • • 1 • • • • • • a • CC IS a� • c � o c • a � • • • • Regional Road 22 - Bloor Street I F REPORT NO. WD-22-95 DATE APRIL 28,1995 REVISED DATE.MAY 5,1995 ATTACHMENT NO. 5b 1059 DWG. : MAPINFO/PRESTREAL F mbury eke Road Glen Cul-de-sac at north end Pestonvale Roa i Re-alignment Option No. 3 • • • • • • • • • • • • Local road for existing residences c • A • • I ca ; • Cul-de-sac at south end • • • • • Regional Road 22 - Bloor Street REPORT NO. WD-22-95 DATE APRIL 28,1995 ATTACHMENT NO. 5c REVISED DATE APRIL 28,1995 DWG. : MAPINFO/PRESTREAL ® 300 WATER STREET, WHITBY, ONTARIO CANADA UN 9J2 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 L1C 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. Exhibit 1 shows the general Study Area, the local transportation infrastructure and the current roadway classifications. ATTACHMENT N0. 6 WD-22-95 ENGINEERS ARCHITECTS AND PLANNERS 0116 N ! King Street East ! ---+-------- ---------- ----- ! Collector ! I (Urban) ! p. �? Local(Urban) !� 3 O= "i (Recently 'O Q � �Q reconstructed l� tD r 3A s to Collector 3 !� (; Standard) (jr ! tD ! Glenabbeyt#rtve ! Bloor Street ! Bl0or Street tOn Local O (Semi-Urban) O LEGEND Grandview Drive c tt Provincial Freeway "'-�-""""""-"""�i ��--- Type B Arterial ! Type C Arterial ! ----------- Collector t Local ` Existing Signalized Intersection Study Area ��...-------- ( All-way Stop Sign HIGHWAY 401 NOT TO SCALE REVIEW TRAFFIC ISSUES ON GLENABBEY DRIVE AND PRESTONVALE ROAD MUNICIPALITY OF CLARINGTON L I Exhibit 1 totten sims hubicki associates Study Area and Local Transportation Infrastructure engineers architects and planners 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 2 '�€ p totten sims hubicki associates 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-tum at Highway 2/Prestonvale ---> Right turn at Robert Adams Drive -- > Westbound Bloor Street; 57% or 4 vehicles: Left-turn at Highway 2/Prestonvale ---> Right tum at Glenabbey Drive —> Westbound Bloor Street; 29% or 2 vehicles: Left-tum 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. 3 - totten sims hubicki associates 'Y I I IB ' 1 King Street East 1 ►� ---♦-------- ---------- 1� Cr a to Q I� . R a .c �2 ,. to y� 1 1 GlenabbeADhve D 1 Bloor Street ♦A-- Bloor Street . Q —► W A 1 1 1 O LEGEND Grandview Drive Cl' a M e� Provincial Freeway Type A Arterial --- Type B Arterial 1 Type C Arterial 1 ----------- Collector Local Existing Signalized Intersection Study Area \��•-------- Stop Sign Compliance and Turning Movement Survey C._.-' O-D Survey Station HIGHWAY 401 Video Recording NOT TO SCALE Speed and Traffic Volume Survey ® 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 € 164 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 DriveBruntsfield Street; • Glenabbey Drive/Auburn Lane; and • Glenabbey Drive/Robert Adams Drive. 4 1 0 6 5 totten sims hubicki associates 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; 5 totten sims hubicki associates i TABLE l THE MUNICIPALITY OF CLARINGTON SUMMARY OF ORIGIN-DESTINATION (O-D) SURVEY GLENABBEY DRIVE (Survey Date: April 19, 1985) A.M. PEAK P.M. PEAT{ LOCATION FULL STOP ROLLING STOP NON-STOP TOTAL FULL STOP ROLLING STOP NON-STOP TOTAL # % # % ° o # 0 Glenabbey DrJBruntsfield St. 200 46 235 54 2 0 437 100 160 51_ 105 34 47 15 312 100 Glenabbey Dr./Auburn Lane 81 21 294 78 3 1 378 100 104 18 457 79 15 3 576 100 Glenabbey Dr./Robert Adams Dr. 268 80 59 18 9 3 336 100 284 57 175 35 41 8 500 100 TOTAL SURVEY _ 549 -48588 51 14 1 1151 100 548 39 737 53 103 7 1388 100 NOTE: L SURVEYS WERE CONDUCTED BETWEEN 7:00 AND 9:00 A.ALAND 4:00 AND 6:00 PAL PEAK HOURS RESPECTIVELY; AND 2. A ROLLING STOP IS DEFINED AS A VEHICLE APPROACHING TO STOP SIGNS ATA REDUCF,D SPEED BUT FAILD TO BRING THE VF,HICLE TO A FULI,STOP, N o N E J t4 C -a 7 Q 7 Q � O to M 99(71 TT 6(16) Ln LO +-7(8) 54(35) j 1 132 98 41 L10. 4._100(88) (97)29 —► (20)5 --+ (48)23 —1 Glenabbey Dr. (9)2 ( 182}65---► (134)55—� N M M a Q :c N C O i m LEGEND 32 A.M. peak hour count (46) P.M.peak hour count ® REVIEW TRAFFIC ISSUES ON GLENABBEY DRIVE AND PRESTONVALE ROAD MUNICIPALITY OF CLARINGTON � e Exhibit 3 totten sims hubicki associates Existing April 20, 1995 A.M.and P.M. Peak Hour Traffic Volumes engineers architects and planners 10 6 C`. rY I 1 I 1 ---i-------- --King --Street Ea--- 1 1� to ISP C < B >1 1M a D 10 2 700 2,850 veh/day 1 m ti 2 6501teh/day 1 GlenabbeyT# Ve 1,300 veh/day A. Bloor Street B1Qas Street M T ca M O 1 1 a o LEGENDGrandview DrEn _ ive t2 Provincial Freeway --��-��-----4 i -- Type B Arterial 1 r. Type C Arterial 1 ----------- Collector t Local Existing Signalized Intersection Study Area ��•-------- 2,850- AADT,Veh/Day 85%He Speed,Veh/H HIGHWAY 401 NOT TO SCALE _ REVIEW TRAFFIC ISSUES ON GLENABBEY DRIVE AND PRESTONVALE ROAD MUNICIPALITY OF CLARINGTON NEI Exhibit 4 totten Sims hubicki associates Summary of Existing Speeds and AADTs engineers architects and planners X06? i TABLE 2 COMPARATIVE ASSESSMENT OF TRAFFIC SPEED AND VOLUME ON PRESTONVALE DRIVE AND GLENAB13EY DRIVE BEFORE AND AFTER INS;ALLATION OF ALL-WAY STOP SIGN CONTROL DEVICES 13EFOIAE' 'AFTER' DIFFERENCE. STREET LOCATION seed>60 Kn/h 85%[le SPH ED AAD I Speed>60 Km/) 85%ile sPEEI AADT Speed>60 Kmn+ 85%Ile SPEEDI /uADT (Km/h)-- --(VehJlla}') # -- _u�o ----�Km/h) \'ehJDag) 1 �0 (Km/h) (%) (Km/my) PRESTO.NVALE RD. NORTH OF PHAIR A VE. _N/A N/A N/A N/A N/A N/A N/A 5552 N/A N/A N/A N/A N/A N/A SOUI,H OF GLENABBF N/A N/A N/A 519 512 39 69.7 1288 N/A N/A N/A N/A 769 148.2 NORTH OI GLENABBEI' N/A —N/A _I 56.6- --2697 1091 37.9 67.5_ 2851 N/A N/A IIIA 19.3 154 5,7 _NORTH OF CLARET ROAD N/A N/A iN/A N/A N/A N/A N/A 2852 N/A N/A NIA N/A N/A N/A GLF,NABBEY DR. [BETWEEN R.ADANIS D12./AUBURN l97 8.8 53.1 3594 121 4.5 52.2 2626 176 4.3 0.9 1.7 968 26.9 BLTIVEEN_BRUNI_SFD/AUBURN----_ 318 7.5 __. SSA _3682 _ 134_ -__4.9 53.3 -_ —2706 184_ 2.6 5.1 8.7 976 26.5 NOTE 1. Traffic volume counts were converted to Annual Average Daily Traffic(AADT)to adjust for seasonal variation of traffic,using NITO adjustment factors; 2. 85%ile Speed: 85%of surveyed motorists were travelling at or louver than this speed;N/A=Not Assessed;and • 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. 6 totten sims hubicki associates • 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 for these 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: 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 wiuiin the Municipality, including Glenabbey Drive. 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. 7 totten sims hubicki associates 1072 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 m 150 m 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. 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 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. 8 totten sims hubicki associates 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 km/h 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. 9 0 7 4 totten sims hubicki associates 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. 10 �: 75 totten sims hubicki associates �Y King Street East +-------- —————————-- to CL = t aQ c . t o r. i �a 0 ; .; Exact Alignment to be determined t! through future fu ctional study GlenabbeyDrtye Bloor Street Sloor Stree# m W �' .. -� o c � ` < i i N Al O to LEGBt END Grandview Drive tt -* CL Provincial Freeway ~---1 --- Type B Arterial •—- Type C Arterial ----------- Collector Local Existing Signalized Intersection Study Area ��------�,— All-way Stop Sign HIGHWAY 401 NOT TO SCALE REVIEW TRAFFIC ISSUES ON GLENABBEY DRIVE AND PRESTONVALE ROAD MUNICIPALITY OF CLARINGTON Exhibit 5 totten sims hubicki associates Closure/Re-alignment of Prestonvale Rd. South of Glenabbey Drive engineers architects and planners 1076 N King Street East Xw..... I0 L " Ci iD t o i y w Q Exact Alignment N to be determined in through future fu ctional study Glenabbeyi3rtve t Bloor Street $b Street CD to C O i � O < xx 1 M O LEGEND Grandview Drive Q 11 Provincial Freeway 1 --- Type B Arterial Type C Arterial I ----------- Collector Local ` Existing Signalized Intersection 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 totten 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. 077 N t King Street East �o , ( a, m �0 aM r at 0 -.0 � Exact Alignment i to be determined Ithrough future fu ctional study Glenabbey Drive. 1 � I Bloor Street Bloor StreefCD U) a o I iD M a 0 m ` to >?. LEGEND _Grandview Drive Provincial Freeway � I Type B Arterial . Type C Arterial Collector t Local ` Existing Signalized Intersection _........_...._.... Study Area All-way Stop Sign HIGHWAY 401 NOT TO SCALE REVIEW TRAFFIC ISSUES ON GLENABBEY DRIVE AND PRESTONVALE ROAD 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 • 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 Sone 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 situs hubicki associates 1 i D.Ii Allingham, P. Eng. Senior Vice-President - Transportation DIA/ 11 j7 totten sims hubicki associates THE CORPORATION OF THE MUNICIPALITY OF Cjz.=GTON 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 29th day of May, 1995. BY-LAW read a third time and finally passed this 29th day of May, 1995. MAYOR CLERK ATTACt-MENT N0. 7 1080 WD--22-95 TABLE OF ROAD CLASSIFICATIONS Generally Accepted Road Classification R.O.W. Width No. of Lanes Traffic Volume Example (m) Local Residential 20 - 23 2 Up to 1,500 Whitecliffe Drive Collector - Minor 23 - 26 2 - 3 Up to 5,000 Robert Adams Drive i - Major Up to 10,000 (Minor) opo Type A - Arterial 36 - 50 up to 6 From 10,000 upwards Courtice Road Type B - Arterial 30 - 36 up to 5 From 10,000 upwards Trulls Road � n Type C - Arterial 26 - 30 up to 5 From 10,000 upwards Adelaide Avenue co Source: R.O.W. Width - Pages 78, 79 and 80, 1994 Draft Official Plan No. of Lanes - Region of Durham Works Department May 5, 1995 SUMMARY OF THE PRESTONVALE CHRONOLOGY 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 a urban residential and a deferred residential area. The population of the urban residential was 13400 people. 1975 A consultants report entitled Transportation Planning Inputs to the Courtice Area Secondary Plan, recommended that a new Prestonvale Road be constructed. This was to be an arterial road with a 86 foot wide road allowance and a four (4) lane 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 Rd 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 the current Courtice Urban Area with a population of target of 20,000 people. Prestonvale Rd was designated as a local road in this Plan and Robert Adams Drive and Sandringham Drive were designated as a collector road. July 1980 Council adopted the Courtice South Neighbourhood Plan. Although Prestonvale Rd is shown as a local road on the approved Plan, the background and preliminary drawings proposed Prestonvale Rd be designated a collector road. November 1987 As part of the development of White Cliff subdivision (Robert Adams Drive area), Kiddicorp Ltd. reconstructed Prestonvale Rd from Hwy No. 2 southerly to Robert Adams Dr/ Phair Ave with a 10 metre wide pavement width. ATTACFQ`1E F N0. 9 WD-22-95 i G 8 2 June 1991 The new Durham Regional Official Plan is adopted designating Prestonvale Rd as a type "C" arterial from Glenabbey Dr. southerly to the Townline Rd 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 St and east of Prestonvale Rd. Summer 1992 Prestonvale Road was reconstructed to an urban collector cross section from Robert Adams Dr./Phair Ave southerly to Claret Rd 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 Rd, 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-110-94 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-110-94 back to staff for further processing and added the following resolution: "THAT Prestonvale remain designated as a local road from Robert Adams Drive south." 83 THE CORPORATION OF THE TOWN OF NEWCASTLE REPORT Meeting: GENERAL PURPOSE AND ADMINISTRATION -COMMITTEE File# Date: OCTOBER 19, 1992 Res.# ADDENDUM TO By-Law# Report#: WD-63-9 2 File#: _D. 02.3i 05 Subject: BARRICADES AT THE EAST ENI) OF PHAIR AVENUE, COURTICE Recommendations: It is respectfully recommended that the General Purpose and Administration Committee recommend to Council the following: 1. THAT Addendum to Report WD-63-92 be received; 2. THAT Report WD-63-92 be lifted from the table and received; 3. THAT the east end of Phair Avenue remain closed to vehicular traffic; 4. THAT the existing barricades be replaced with permanent barricades; 5. THAT the Director of Public Works be authorized to negotiate with the two (2) property owners at the east end of Phair Avenue to use their land and/or driveways to construct a "hammerhead" type of turnaround; 6. THAT funds be provided in the 1993 Budget for the cost of the barricades and the turnaround; and 7. THAT all the residents of Phair Avenue and the other residents of the area who attended the meeting held on September 22, - - ./2 ATTACHvEff N0. 10 WD-22-95 U4 ADDENDUM TO REPORT NO. : WD-63-92 PAGE 2 1992, and Gordon Mills, M.P.P. , be advised of Council's decision and be provided with a copy of Addendum to Report WD- 63-92. --------------------------------------------------------------- REPORT 1.0 ATTACHMENTS No. 1: Report WD-63-92 dated July 13, 1992, Regarding Removal of Barricades on Phair Avenue No. 2: Correspondence dated September 22, 1992, from Jim Baker, Durham Region Works Department No. 3 Attendance Register - Meeting Held on September 22, 1992 No. 4 Petition from Residents of Phair Avenue No. 5 Typical Hammerhead Turnaround 2.0 BACKGROUND 2. 1 At a meeting held on Monday, July 13, 1992, Council considered Report WD-63-92 (Attachment No. 1) , Removal of Barricades on Phair Avenue, and passed Resolution #C-503-92: "THAT Report WD-63-92 be tabled to allow staff an -opportunity to meet with residents of Phair Avenue and Councillor Novak in an attempt to resolve the residents' concerns. " 3.0 REVIEW AND COMMENT 3 . 1 Meeting Held A meeting was held at 7:00 p.m. on Tuesday, September 22, 1992, at Dr. Emily Stowe Public School on Sandringham Drive, Courtice, with residents of Phair Avenue and others to discuss the removal/non-removal of barricades at the east end of Phair Avenue. Fifteen (15) residents from Phair Avenue and five (5) residents from other streets in the area attended. . . /3 ADDENDUM TO REPORT NO. : WD-63-92 PAGE 3.. The issues which were discussed at the meeting are reviewed in the balance of this report. 3.2 Some History About Phair Avenue Phair Avenue was constructed as part of Registered Plan No. 630, which was registered on June 26, 1953. At that time, Phair Avenue was dead-ended at the east limit and the plan contained a 0.3 m reserve at the east end of Phair Avenue. This reserve has not been lifted. 3.3 Removal of Barricades if Phair Avenue is Reconstructed The question was put to the residents of Phair Avenue as to whether or not they would be in favour of opening Phair Avenue to vehicular traffic if* Phair Avenue was reconstructed with curb and gutter, storm sewers and sidewalks. The unanimous answer was, 'no' . 3.4 Petition from Residents Regarding Costs A petition signed by the residents of Phair Avenue raising concerns about costs was presented at the meeting (Attachment No. 4) . The letter dated September 22, 1992, from Jim Baker (Attachment No. 2) explains the position of the Region of Durham related to costs for sanitary sewers if they are constructed on Phair Avenue. This issue was discussed at the Ontario Municipal Board Hearing held from September 6, 1977, to- May 5, 1978, on two plans of subdivision referred to as Courtice Heights Developments, one located north of Highway 2 and the other located south of Highway 2 in the Courtice area. The southerly plan includes the development which has occurred in the area of Phair Avenue_ /4 1086 ADDENDUM TO REPORT NO. : WD-63-92 PAGE 4 The decision of the Ontario Municipal Board is dated June 12, 1978. The following is quoted from Page 8 of the decision: "Most of the ratepayers who gave evidence told the Board that they recognized that development of some kind was inevitable in the Courtice area. However, they are all apprehensive about future costs, especially if they involve services they feel they don't need e.g. water and sanitary sewers. Even when trunk sanitary sewers and watermains are installed on a street, it is Regional policy not to compel the existing residents to connect, nor have them pay frontage charges if they don't connect. So if existing well water and septic systems continue to function adequately, there will be no additional charge. The matter of possible fluctuation of the water table as it relates to wells is obviously one of the main concerns of the Courtice residents. Here again, the Region, who has the responsibility for water and sewers, has a policy whereby it takes full responsibility for maintaining the water table at an appropriate level or makes alternative arrangements to ensure an ongoing supply of good water. " A watermain was constructed on Phair Avenue in 1987/88_ The costs to the residents to connect to the watermain were in accordance with the Region's "well interference policy" . Frontage charges were waived and the connection fee was $300 . . . _/5 1 087 ADDENDUM TO REPORT NO. : WD-63-92 PAGE 5. 3.5 Need for a Turnaround If Phair Avenue is to remain a dead end street, there is a need for an improved turnaround for snowploughs and other large vehicles. At the meeting held on September 22, 1992, it was suggested that a "hammerhead" turnaround be constructed at the east end (Attachment No. 5) . The two (2) residents, who own the property at the east end of Phair Avenue, said that they would be agreeable to discussing the construction of a turnaround in conjunction with their driveways. 3.6 Traffic Signals at Prestonvale Road and Highway 2 The residents of Phair Avenue are aware that the Ministry of Transportation has advised that their warrants are met for the installation of traffic signals at Prestonvale Road and Highway 2 . The Town of Newcastle, the Region of Durham, and Gordon Mills, M.P.P. , have all requested the Ministry to expedite the installation of these signals. 3.7 Traffic Signals at Sandringham Drive It was suggested that traffic signals should be installed at Sandringham Drive and Highway 2, in addition to Prestonvale Road and Highway 2 . It is unlikely that the Ministry of Transportation will install traffic signals at Sandringham Drive because of the short distance between Prestonvale Road and Sandringham Drive. In any event, any consideration for the installation of traffic signals at Sandringham Drive and Highway 2 should be deferred until some time after the installation of traffic signals at Prestonvale Road and Highway 2 . • • /6 1088 ADDENDUM TO REPORT NO. : WD-63-92 PAGE 6 One of the residents made the statement that he felt that the traffic signals should be located at Sandringham Drive and Highway 2, rather than Prestonvale Road and Highway 2 because of the hill on Highway 2 west of Prestonvale Road. The reason that the Ministry has selected Prestonvale Road rather than Sandringham Drive for the installation of traffic signals is that the warrants for the installation are met at Prestonvale Road and are not met at Sandringham Drive. In addition, the Ministry considers such items as length of visibility and approaches to traffic signals and, in this case, they do not consider the hill on Highway 2 to be a problem. 4.0 CONCLUSIONS 4. 1 From the above it is concluded: 1. That the residents of Phair Avenue do not want Phair Avenue opened to vehicular traffic, even if Phair Avenue is reconstructed with curbs and gutters, storm sewers and sidewalks. 2 . If Phair Avenue remains closed, the barricades at the east end require replacing and an improved turnaround should be constructed at the east end. Respectfully submitted, Recommended for presentation to the Committee, \ f ' alter A. Evans, P.Eng. , Lawrence E. Kotseff-, Director of Public Works Chief Administrative Officer WAE*ph September 28, 1992 Attachments . . /7 10819 ADDENDUM TO REPORT NO. : WD-63-92 PAGE 7 pc: Ken Kormic Walter Zarowny 57 Lyndale Crescent Doreen Jasmer Courtice, Ontario •29 Phair Avenue LIE IW6 Courtice, Ontario LIE 1X5 Kathleen Lofthouse Dorothy Hopson 33 Phair Avenue 34 Phair Avenue Courtice, Ontario Courtice, Ontario LIE 1X5 LIE 1X5 Mr. & Mrs. Z. Dranski Henry Veenhof 17 Phair Avenue 2749 Prestonvale Road Courtice, Ontario Courtice, Ontario LIE 1X5 LIE 2R8 Donald Hawley Rhonda Baumken 13 Phair Avenue 10 Stephen Avenue Courtice, Ontario Courtice, Ontario LIE 1X5 LIE 1Z2 Loyal Hopson Mr. & Mrs. P. Kingdom 34 Phair Avenue 26 Phair Avenue Courtice, Ontario Courtice, Ontario LIE 1X5 LIE 1X5 Judy Hannah Mr. & Mrs. J. Mailer 25 Phair Avenue 30 Phair Avenue Courtice, Ontario Courtice, Ontario LIE IX5 LIE 1X5 G. T. Snee Mr. & Mrs. A. Vongunten 125 Poulton Crescent 22 Phair Avenue Courtice, Ontario Courtice, Ontario LIE 2H6 LIE 1X5 A. Mailer Ann Cowman 30 Phair Avenue 55 Darlington Boulevard Courtice, Ontario Courtice, Ontario LIE 1X5 LIE 2J8 Mr: Gord Mills M.P.P. , Durham East 68 King Street East Bowmanville, Ontario LIC 3X2 THE CORPORATION OF THE TOWN OF NEWCASTLE REPORT Meeting: COUNCIL File# Date: Monday, July 13, . 19 9 2 Res_ # Report#` WD-63-92 File#: _D. OZ,_2 By-Law# 31 . 05 Subject: REMOVAL OF BARRICADES ON PHAIR AVENUE, COURTICE Recommendations: It is respectfully recommended: 1. THAT Report WD-63-92 be received for information- ------------------------------------------------------------- REPORT 1-0 ATTACHMENTS No. 1: Rey Map 2-0 BACKGROUND 2 . 1 At the meeting of the General Purpose and Administration Committee held on Monday, July 6, 1992, direction was given to report to the July 13, 1992, Council Meeting regarding the proposal to remove the barricades on Phair Avenue- 3-0 REVIEW AND COMMENTS 3 .1 The barricades on the east end of Phair Avenue were put in place in mid 1987 in response to complaints from the residents on Phair Avenue that a large number of construction vehicles were using Phair Avenue as a route to the construction sites for the subdivisions under construction in the area at that time. ATTACHMENT NO. 1 '/2 ADDENDUM TO WD-63-92 REPORT NO_ : WD-63-92 PAGE 2 3.2 The construction in the area is complete and we have been receiving several phone calls from residents in the area demanding that the barricades be removed. At the present time residents in the area west of Prestonvale Road must use Claret Road if they wish to get to Sandringham Drive and likewise the residents on the east side of Sandringham Drive must use Claret Road if they wish to get to Prestonvale Road. As noted on the key map Claret Road is about 450 metres (1330 ft. ) south of Phair Avenue_ 3.3 On June 26, 1992, a letter was sent to the residents of Phair Avenue advising them that it is our intention to remove the barricades at the end of July. 3.4 Phair- Avenue has open ditch drainage with culverts at each entrance and the road is surface treated_ Residents on Phair Avenue are concerned that if the barricades are removed a relatively large amount of traffic may be using Phair Avenue. Residents concerns are mainly that there are no sidewalks on Phair Avenue_ 3.5 One option would be to close Phair Avenue off permanently at the intersection with Sandringham Drive. The problem with this option is that there are houses located at the north- west and south-west intersection of Phair Avenue and Sandringham Drive. This makes it impossible to build a turn around for maintenances vehicles such as snowplows and fire trucks . 3. 6 Since Phair Avenue has open ditch drainage it would be necessary to reconstruct the road in order to build sidewalks. The estimated cost to reconstruct Phair Avenue with storm sewers, curb and gutter and sidewalks is $240, 000_ No provision has been made in the 1992 Four Year Forecast for this work_ _ . _ /3 G92 REPORT NO. : WD-63-92 PAGE 3 Respectfully submitted, Recommended for presentation to the Committee, Walter A. Evans, P.Eng_ , Lawrence E. Kos ff, m Director of Public Works Chief Adinist ive Officer WAE*hj July. 8, 1992 Attachments 093 HIGHWAY �NO- BARR 2 EAD END BARRICADE ( 66 f OLD KINGSTON RDS `LOQ 0 w 0<1 p11A�R ASE ST1RUNG R STRATHALLAN o Q o `1' � � w Q ^ LU 0 > STEPHEN o � � uj Q Q o Q O Z o Li HqT cr- ? ygWA DR- Y Z v Lf) O �Q m w d ULCOL�N 0 M CLARET R Z 0 RENWICK ROAD Qpm , .0 2 U � DRAIN BY: JM DATE: JULY 1992 t F Cz ATTACHMENT N0. KEY MAP ATTACHMENT NO. 1 WD-63-92 X094 >•� r September 22, 1192 DURF AM R�G[�N. W.A. Evans, P.Eng. . Director of Public Works Town of Newcastle The Reatonat Department of Public Works. allpym of Durham 40 Temperance Street of Durham - Works 0�3partment Sowmanville, Ontario LIC 3A6 Box 623 105 consumers Dr. Dear Sir- Whitby.Ontario Canada LIN 6A3 (415)6613-7721 Fax(4161668-2051 RE• SaTiitary Sewers t Cou4Ztx.Ce VAStLGAJUS. P.Eno_ Further to our telephone conversation, the following will Commts0onerofWorks outline the Region's policies regarding the charges applicable to property owners for the provision of Please gvote our rot: sanitary sewers and with respect to mandatory connection to the system. SAN-N-1-1 Charges Each owner connecting to the sanitary se•aer system will be faced with a frontage charge, a connection charge and user charges . Based on the 1992 approvE-:�d rates, these charges are illustrated below. Please advise the owners that the charges that will be applied w=-11 be those in effect at the time application is made to connect to the sewer. Frontage Charge Thle charge-, which is a contribution toward the cost of the sewer main, is based on the frontage of the property and a rate approved annually by Regional�3tCouncil time of payable either as a lump sum payment application or as an annual payment over a period of ten ( 10) years- Under ears-Under the annual payment basis, the owner will be required to enter into an agreement with the Region_ In order to prepare the agreement, we will require a copy of the deed to the property -indicating the registered property owners names and a legal description of the property. The agreement must be executed. and re i tered on title prior to the issuance of the connectionPermit- As the agreement procedure will take at least four weeks to complete, the owner must indicate his/her intention to proceed in thiz manner at an early date. The cost to prepare this agreement is presently $54 .00 . J, 095 . ATTACHMENT N0. 2 �. {; ADDENDUM TO WD-63-92 -- 2 - The 1992 rates for the frontage charge payment are as follows: Lump Sum payment - $47.86 per foot of frontage Annual Payment - $7-62 per foot. of frontage.. per year for a. ten year period The annual payments will be collected on the water bill on a quarterly basis (every 3 months) over the term of ten years - NOTE_ OWNERS PAY EITHER OF THE ABOVE AMa NTS - NOT EC)` I Connection Charges This charge is required as a payment for the portion of the connection located between the sewe:C main and the property line. kll work on private property (between the street line and the house) must be arranged by the owner. This charge is payable in cash (or by cheque) =at the time application is made for permission to connect to the sewer system. 1992 Sewer connection Charge - $2,3-15 . 00 User Charges Once a property is connected to the seiner system, the owner or occupant is required to contribute to the maintenance and operation costs of the system through user charges. These charges, which are billed via the Regional water/sewer bill on a quarterly bads, are dependent upon the volume of water used. Based on the 1992 sewer rates, the user charge associated with a water consumption of 60 ,000 gallons is approximately $187 .00 per year. Mandatory Connection There will be no requirement for the resicients to connect to the sanitary sewer unless there are faulty private septic systems which are drawn to the a---tention of the Health Department . Normally, if the Health Department becomes involved through the investigation of a complaint, if sewers are existing, they will order the owners to connect rather than . permit a ropair or replacement of the septic system. )96 - - 3 -- 3 - The only instances where the Region orders the residents to connect to the sewer system is where a errant has been received and it is a condition of the grant that all properties must connect. I trust this information addresses your Eanquiry. Yours truly /ps J. ker Manager, Administrative Services cc: V. Taylor (f MEETING HELD AT DR. EMILY STOWE PUBLIC SCHOOL 7-00 P.M., TUESDAY, SEPTEMBER 22, 1992 Purpose: To discuss the Barricades at the east end of Phair Avenue R E G I S T E R Name Address Postal Code Q )W '�:D ,e ,gee - 6EM'.W- �fopSoj 64 Ppnlo AUS Li E- i 45 -7 /� �C• J� '�",o GCI-� !�Z �l� ��'C Thy r �/Z F� I2 d/�`7 �`T/� L � 3o /� /4 is i i` ATTACHMENT NO. 3 n Q ,q ADDENDUM TO WD-63-92 WE, THE RESIDENTS OF PHAD?AVENUE PETITION THE COUNCIL FOR THE TOWN OF NEWCASTLE, THAT THEY ADHERE TO THEIR C0MAHTMENT MADE IN 1979 TO THE EXISTING RESIDENTS, THAT IF THE NEW DEVELOPMENT IMPACTED ON US, INANY WAY, THERE WOULD BE NO CHARGE FOR THE RESULTING EFFECTS. DATED AT COURTICE, ONTARIO THIS 22ND DAY OF SEPTEMBER 1992. �. A y ro -k L ►�t7 f� �W- 1079 ATTACHMENT NO. 4 ADDENDUM TO WD-63-92 22.Om .8.0m 10.0m I - - - = - - - - - - _ - 1' I I 3,Om - -' R9.000r� I 3.Om I I PROPOSED DRIVING SURFACE 20-Om 1 i - - -, R9.000m �- PROPERTY LINE I 3.0m - � - - - - - - - - - - - - � TYPICAL HAMMERHEAD TURN - AROUND C.\ATTACHS\VARl0US HAMHEAD FDRRAW_NBYJMj[DA_TE. SEPT. 1992 ATTACHMENT N0. S ADDENDUM TO WD-63-92 THE CORPORATION OF THE MUNICIPALITY OF CLARINGTON BY-LAW 95-76 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 29th day of May, 1995. BY-LAW read a third time and finally passed this 29th day of May, 1995. MAYOR CLERK