3. REPORT FROM JOINT GLEBE COMMUNITY ASSOCIATION / OLD OTTAWA SOUTH COMMUNITY ASSOCIATION ASSESSMENT COMMITTEE REGARDING TURN RESTRICTIONS IN THE GLEBE

RAPPORT DU COMITÉ D’ÉVALUATION CONJOINT DE L’ASSOCIATION COMMUNAUTAIRE DU GLEBE ET DE L’OLD OTTAWA SOUTH COMMUNITY ASSOCIATION CONCERNANT LA LIMITATION DES VIRAGES DANS LE GLEBE

commITTEE RECOMMENDATIONS as amended

That Council:

1. Defer the implementation on the prohibition of right turns from northbound Bronson Avenue between Findlay Avenue and Renfrew Avenue and from eastbound Chamberlain Avenue to Imperial Avenue until the completion of an Area Traffic Management Study of Old Ottawa South as indicated in this report; and

2. Approve the short term proposals from this report to go into effect as soon as possible, subject to the National Capital Commission’s concurrence; and

3. Consider the funding of the Old Ottawa South Area Traffic Management Study during the budget deliberations for the 2008 Capital Budget.

recommandationS modifiÉes du COMITÉ

Que le Conseil :

1. reporte l’application de l’interdiction de virer à droite sur l’avenue Bronson en direction nord entre les avenues Findlay et Renfrew et à partir de l’avenue Chamberlain en direction est vers l’avenue Imperial jusqu’à l’achèvement de l’étude de gestion de la circulation locale de Old Ottawa South, comme le précise le présent rapport;

2. approuve l’entrée en vigueur rapide des propositions à court terme contenues dans le présent rapport, sous réserve de l’approbation de la Commission de la capitale nationale;

3. étude le financement de l’étude de gestion de la circulation locale de Old Ottawa South au cours des délibérations sur le Budget des immobilisations de 2008.

Documentation

1. Councillor Clive Doucet’s report dated 22 June 2006 (ACS2006-CCS-TRC-0007).

2. Extract of Draft Minutes, 5 July 2006 will be distributed prior to Council.

Report to/Rapport au :

Transportation Committee / Comité des transports

and Council / et au Conseil

22 June 2006 / le 22 juin 2006

Submitted by/Soumis par : Councillor / Conseiller Clive Doucet

Contact/Personne-ressource: Councillor / Conseiller Doucet

(613) 580-2487 / Clive.Doucet@ottawa.ca

Capital/Capitale (17) Ref N°: ACS2006-CCS-TRC-0007

SUBJECT:	REPORT FROM JOINT GLEBE COMMUNITY ASSOCIATION / OLD OTTAWA SOUTH COMMUNITY ASSOCIATION ASSESSMENT COMMITTEE REGARDING TURN RESTRICTIONS IN THE GLEBE
OBJET :	RAPPORT DU COMITÉ D’ÉVALUATION CONJOINT DE L’ASSOCIATION COMMUNAUTAIRE DU GLEBE ET DE L’OLD OTTAWA SOUTH COMMUNITY ASSOCIATION CONCERNANT LA LIMITATION DES VIRAGES DANS LE GLEBE

REPORT RECOMMENDATIONS:

That Transportation Committee recommend that Council:

1. Approve but defer the implementation on the prohibition of right turns from northbound Bronson Avenue between Findlay Avenue and Renfrew Avenue and from eastbound Chamberlain Avenue to Imperial Avenue until the completion of the medium term proposals as indicated in this report; and

2. Approve the short term proposals from this report to go into effect as soon as possible; and

3. Consider the funding for the medium term proposals from this report during the budget deliberations for the 2008 Capital Budget.

RECOMMANDATIONS DU RAPPORT :

Que le Comité des transports recommande au Conseil :

1. D’approuver, tout en en reportant la mise en oeuvre, l’interdiction de tourner à droite sur l’avenue Bronson en direction nord entre les avenues Findlay et Renfrew et à partir de l’avenue Chamberlain en direction est vers l’avenue Imperial jusqu’à ce que les propositions à moyen terme formulées dans le présent rapport aient été appliquées;

2. D’approuver l’entrée en vigueur dès que possible des propositions à court terme contenues dans le présent rapport;

3. De prendre en considération les propositions à moyen et long terme contenues dans le présent rapport au cours des délibérations sur le Budget des immobilisations de 2008.

BACKGROUND

In 2002, the Glebe Community Association presented the City with the Glebe Traffic Plan. The Plan’s intention was to reduce the negative effects of motor vehicle traffic on the Glebe and Dow’s Lake communities. This Plan was developed following a community lead public participation process.

Among the many issues identified, one key issue was the traffic volume using Findlay Avenue, Broadway Street and Torrington Place as a link between Bronson Avenue and the Queen Elizabeth Driveway. These streets are well-established local residential streets that are approximately nine metres wide. Sidewalks exist on both sides of these streets. Parking is permitted on one side of Broadway Street and Torrington Place, and prohibited on Findlay Avenue between Bronson Avenue and Broadway Street. These streets are designated as local streets in the Official Plan and operated as such until the early 1960’s when the Bronson Avenue Bridge was reconstructed with a grade separation of the Queen Elizabeth Driveway. Although originally included in the bridge plan, a connecting ramp between northbound Bronson Avenue and the Queen Elizabeth Driveway was never constructed and thus connecting traffic was directed to use Findlay Avenue, Broadway Avenue and Torrington Place. Over the years, the number of vehicles using this connection has increased as traffic volumes grew throughout the City and as development occurred in areas to the south.

On October 20, 2004 Transportation Committee received a staff report concerning the Glebe Traffic Management Implementation Study that included, among many other items, a recommendation to reduce the traffic volumes on Findlay Avenue, Broadway Avenue and Torrington Place. Transportation Committee and subsequently Council approved most of the recommendations of this study with the exception of Recommendation 3 a):

The prohibition of right turns from northbound Bronson Avenue between Findlay Avenue and Renfrew Avenue and from eastbound Chamberlain Avenue to Imperial Avenue, as detailed in Annex 6 of this report, to reduce the impact of through traffic on the community during the morning peak period.

Transportation Committee and Council voted to defer recommendation 3 a) until “thorough consultation with communities in Ottawa South is conducted to assess the effect on traffic in Ottawa South.”

This consultation was carried out and was the subject of a report to Transportation Committee brought forward on April 19, 2006, which included a recommendation to implement the right turn restrictions described above. A copy of this report is appended to this report as Annex A.

At that meeting, the Ward Councillor proposed the following motion, which was carried:

Whereas the Bronson turn restrictions have created a great deal of anxiety in the neighbouring community of Old Ottawa South and that the recommendations will adversely affect Sunnyside, a principal street in the community;

Be it resolved that the report be deferred until an Assessment Committee, composed of the President of Old Ottawa South Community Association (OSCA); the President of the Glebe Community Association (GCA); two other members of each community; a City Staff Member; and the Ward Councillor, examine short and long term measures, which can accommodate each community;

And be it further resolved that this Assessment Committee have its report, to be undertaken in conjunction with the Ward Councillor, prepared before June 30th.

DISCUSSION

Following the April 19 Transportation Committee meeting the Assessment Committee was formed with three representatives from the Glebe and three from Old Ottawa South, one of whom was from the Hopewell School Council, the Ward Councillor, a member of the councillor’s staff and a member of city staff from the Area Traffic Management department. A resident of Old Ottawa South also sat in as an observer. The committee considered alternatives and to find best fit proposals for the communities.

Following meetings of the Assessment Committee, a plan was developed with short term and medium term proposals:

Short Term 

Allow right turns from northbound Bronson Avenue on all Glebe streets (status quo) but during the morning peak rush hour (7 a.m. to 9 a.m., Monday to Friday) only, implement the following restrictions (Note that bicycles and emergency vehicles will be exempted from turn prohibitions.):

· Prohibit right-hand turns from Torrington Place onto Queen Elizabeth Driveway during the morning peak

· Prohibit right-hand turns from Broadway Avenue onto Queen Elizabeth Driveway during the morning peak.

· Prohibit left-hand turns on the accessway on the Queen Elizabeth Driveway half way between Torrington and Broadway to prevent U-turns during the morning peak.

· Prohibit left turns from Northbound Bronson Avenue onto Madawaska Drive during the morning peak (as approved in the original Glebe Traffic Plan.)

· Revise the signage at the Bronson Avenue / Findlay Avenue intersection to indicate the times that turns are restricted.

The above would be implemented as soon as possible after Council approval. The turn restrictions are illustrated on Exhibit 1.

Medium Term

· That the City monitor traffic in the Glebe and if the traffic on Findlay Avenue, Broadway Avenue, and Torrington Place is displaced to other residential streets, and that the City evaluate measures to mitigate displacement. This would be carried out as part of the Area Traffic Management unit’s ongoing Monitoring and Evaluation program.

· That the City conduct an area traffic management study to evaluate the inclusion of Old Ottawa South streets in the morning peak right turn prohibition on Bronson Avenue as previously recommended as part of the Glebe Traffic Plan. The area traffic management study would be carried out in 2008, contingent on budget approval. This will be in addition to a study looking to improve safety conditions on Sunnyside Avenue between Bank Street and Bronson Avenue to be done in 2007.

The Assessment Committee recommended the following outcomes of the area traffic management study:

• Implement right-turn restrictions from northbound Bronson Avenue during the morning peak period (7 a.m. to 9 a.m. Monday to Friday) to all Glebe area streets from Findlay Avenue through to Renfrew Avenue as per the original recommendation of the Glebe Traffic Plan.
• Implement a right turn restriction from northbound Bronson Avenue on to Sunnyside Avenue (or more effective traffic measures).
• If the area traffic management study is approved by Transportation Committee and Council, the measures involving turn restrictions could be implemented at the same time that the O-Train in operational in the North-South corridor (i.e. in about 3 years if everything goes well). At that time, the measures implemented as per the "short term solution" would likely be removed.

ENVIRONMENTAL IMPLICATIONS

There are no environmental implications.

CONSULTATION

A community walkabout on the plan was organized near Torrington and Queen Elizabeth Driveway during the morning rush hour on May 25, 2006.

The Glebe Community Association organized an open house on June 6, 2006 where the plan was presented. About 20 people attended the open house. The plan was also covered at the community association’s regular monthly meeting and at their Annual General Meeting on June 13, 2006.

The Old Ottawa South Community Association covered the plan at both their May 16 and June 20 meetings.

TRANSPORTATION MASTER PLAN

The right turn prohibitions being recommended are in accordance with the mandate of Area Traffic Management as defined in Section 9.6 the Transportation Master Plan. The Transportation Master Plan describes Area Traffic Management as both a process and technique of preserving neighbourhood liveability by mitigating the undesirable effects of motor vehicle travel including excessive traffic volumes and speeds, aggressive drive behaviour and the creation of unfavourable conditions for walking and cycling.

FINANCIAL IMPLICATIONS

For the short term solution, the Public Works and Services Turn Restriction Sign Installation Budget can accommodate the installation costs associated with these turn prohibition signs, estimated at $1,000.

The medium term capital expenditures will be submitted as part of the 2008 Draft Capital budget for Council consideration.

The long term capital expenditures will be submitted following the completion of the medium term components.

STAFF COMMENTS

Staff cannot prejudge the results of the traffic study in the Old Ottawa South community that is recommended to be carried out as part of the medium-term proposal. The conclusions and recommendations of this study relating to traffic mitigation may not meet the expectations of the community. If this is the case, we may have to revisit the proposed right turn prohibition as put forward in Recommendation 1.

SUPPORTING DOCUMENTATION

Exhibit 1 – Turn Restrictions

Annex A – Previous Report to Transportation Committee (ACS2006-PWS-TRF-0006)

DISPOSITION

Subject to approval by Council, and approval by the National Capital Commission, the signage recommendations contained herein will be implemented.

Exhibit 1: Turn restrictions

Annex A: Previous report to Transportation Committee

Report to/Rapport au :

Transportation Committee

Comité des transports

and Council / et au Conseil

09 March 2006 / le 09 mars 2006

Submitted by/Soumis par :

Richard Hewett, A/Deputy City Manager /

Public Works and Services/Services et Travaux publics

Contact Person/Personne-ressource : Michael J. Flainek, P. Eng., Director/directeur

Traffic & Parking Operations/Circulation et Stationnement

(613) 580-2424 x/poste 26882, Michael.Flainek@ottawa.ca

Ref N°: ACS2006-PWS-TRF-0006

SUBJECT:	GLEBE TRAFFIC MANAGEMENT IMPLEMENTATION STUDY: FURTHER CONSULTATION ON THE NORTHBOUND BRONSON AVENUE MORNING PEAK PERIOD RIGHT TURN PROHIBITIONS
OBJET :	ÉTUDE DE MISE EN ŒUVRE SUR LA GESTION DE LA CIRCULATION DANS LE GLEBE – SUITE DES CONSULTATIONS SUR LES INTERDICTIONS DE VIRER À DROITE SUR L’AVENUE BRONSON EN DIRECTION NORD EN PÉRIODE DE POINTE DU MATIN

REPORT RECOMMENDATIONS:

That Transportation Committee recommend that Council:

1. Receive this report for information as per Council’s request to carry out further consultation with communities south of the Glebe regarding a proposed prohibition of right turns from northbound Bronson Avenue between Findlay Avenue and Renfrew Avenue and from eastbound Chamberlain Avenue to Imperial Avenue; and,

2. Approve the prohibition of right turns from northbound Bronson Avenue between Findlay Avenue and Renfrew Avenue and from eastbound Chamberlain Avenue to Imperial Avenue, to reduce the impact of through traffic on Findlay Avenue, Broadway Avenue and Torrington Place during the morning peak period as per recommendation 3 a) of the October 20, 2004 staff report to Transportation Committee (ACS2004-TUP-TRF-0019).

RECOMMANDATIONS DU RAPPORT :

Que le Comité des transports recommande que le Conseil :

1. Reçoive ce rapport à titre d’information, tel que demandé par le Conseil, pour effectuer des consultations supplémentaires auprès des communautés résidant au sud du Glebe ayant trait à la proposition d’une interdiction d’effectuer un virage à droite à partir de l’avenue Bronson en direction nord entre l’avenue Findlay et l’avenue Renfrew et à partir de l’avenue Chamberlain en direction est vers l’avenue Imperial; et,

2. Approuve l’interdiction d’effectuer un virage à droite à partir de l’avenue Bronson en direction nord entre l’avenue Findlay et l’avenue Renfrew et à partir de l’avenue Chamberlain en direction est vers l’avenue Imperial, afin de réduire l’impact de la circulation de transit sur l’avenue Findlay, l’avenue Broadway et la place Torrington pendant les périodes de pointe du matin tel que l’exige la recommandation 3 a) du rapport du personnel du 20 octobre 2004 au Comité des transports (ACS2004-TUP-TRF-0019).

EXECUTIVE SUMMARY

On October 20, 2004, Transportation Committee deferred their decision on a staff recommendation to prohibit right turns from northbound Bronson Avenue between Findlay Avenue and Renfrew Avenue and from eastbound Chamberlain Avenue to Imperial Avenue. The decision was deferred until a “thorough consultation with communities in Ottawa South is conducted to assess the effect on traffic in Ottawa South.”

Staff undertook a detailed public consultation plan that included newspaper advertisements, an information flyer and a Public Open House held on June 21, 2005.

The results of the consultation exercise are summarized as follows:

· 150 people signed the register at the Public Open House;

· An estimated 175 people attended the Public Open House; and

· 380 comments were received by mail, fax, e-mail and at the Public Open House:

o 246 were in favour of the proposed prohibitions ;

o 47 were in favour of the proposed prohibitions, but requested that additional right turns be prohibited to protect Old Ottawa South from displaced traffic;

o 77 were not in favour of the proposed prohibitions; and

o 10 other comments.

The 380 comments received can be grouped into the following suggested actions:

· Keep the status quo, that is, do not implement any prohibitions;

· Keep the original recommendations from the October 20, 2004 staff report, that is, morning peak period right turn prohibitions from northbound Bronson Avenue to Glebe streets; and

· Keep the original recommendations and add further prohibitions from Bronson Avenue to Old Ottawa South streets.

The overall impacts of each of these options is summarized as follows:

· Keeping the status quo would maintain the existing commuter link between Bronson Avenue and the Queen Elizabeth Driveway, but it would do nothing to alleviate the problems identified on Findlay Avenue, Broadway Avenue and Torrington Place.

· Keeping the original recommendations from the October 20, 2004 report would improve the quality of life for the residents of Findlay Avenue, Broadway Avenue and Torrington Place by removing most of the traffic from these streets during the morning peak period. It would, however, displace this traffic to other streets, thereby forcing commuters to find alternative routes, and would force drivers that are destined to the Glebe to find other routes to their destinations.

· Keeping the original recommendations and adding further prohibitions from Bronson Avenue to Old Ottawa South streets would not only improve the quality of life for the residents of Findlay Avenue, Broadway Avenue and Torrington Place, it would protect the residents of Old Ottawa South from the affects of the redirected traffic. It would, however, force commuters to find alternative routes to their destinations, thereby placing additional traffic on other routes. In order to fully consider this option, a traffic study would have to be carried out. Such a study was not carried out as part of the Glebe project as it was beyond the project’s scope and budget.

Staff concluded that the most appropriate action would be to keep the original recommendations from the October 20, 2004 staff report.

Financial Implications

Implementing the right turn prohibition would require the installation of signs at each of the intersections. The Department’s Sign Maintenance Operating Budget can accommodate the installation costs associated with the turn prohibition signs, estimated at $2,000.

Public Consultation/Input

Staff undertook a detailed public consultation plan that included newspaper advertisements, an information flyer and a Public Open House held on June 21, 2005. A total of 380 comments were received.

RÉSUMÉ

Le 20 octobre 2004, le Comité des transports a reporté sa décision portant sur une recommandation du personnel d’interdir le virage à droite à partir de l’avenue Bronson en direction nord entre l’avenue Findlay et l’avenue Renfrew et à partir de l’avenue Chamberlain en direction est vers l’avenue Imperial. La décision fut reportée jusqu’à ce qu’une « consultation approfondie auprès des communautés résidant dans Ottawa-Sud soit effectuée pour évaluer les effets de la circulation dans Ottawa-Sud ».

Le personnel a entrepris l’élaboration d’un plan détaillé de consultation publique qui incluait des annonces dans les journaux, un dépliant d’information et une journée portes ouvertes le 21 juin 2005.

Les résultats de l’exercice de consultation se résument comme suit :

· 150 personnes ont signé le registre lors de la journée portes ouvertes;

· Environ 175 personnes se sont présentées à la journée portes ouvertes; et

· 380 commentaires furent reçus par la poste, par télécopieur et par courriel et lors de la journée portes ouvertes :

o 246 étaient en faveur des interdictions proposées;

o 47 étaient en faveur des interdictions proposées, mais demandaient l’ajout d’interdictions d’effectuer un virage à droite supplémentaires afin de protéger le vieux secteur d’Ottawa-Sud de la circulation redirigée;

o 77 n’étaient pas en faveur des interdictions proposées; et

o 10 autres commentaires

Les 380 commentaires recueillis peuvent être regroupés selon les actions suggérées suivantes :

· Garder le statut quo, c’est-à-dire, ne mettre aucune interdiction en place;

· Maintenir les recommandations initiales du rapport du personnel du 20 octobre 2004, c’est-à-dire, les interdictions d’effectuer un virage à droite à partir de l’avenue Bronson en direction nord vers les rues du Glebe lors des périodes de pointe du matin; et

· Maintenir les recommandations initiales et ajouter des interdictions supplémentaires à partir de l’avenue Bronson vers les rues du vieux secteur d’Ottawa-Sud.

Les impacts généraux de chacune de ces options se résument comme suit :

· Garder le statut quo permettrait de conserver le lien domicile-travail entre l’avenue Bronson et la promenade Queen Elizabeth, mais n’apporterait aucune solution face aux problèmes constatés sur l’avenue Findlay, l’avenue Broadway et la place Torrington.

· Maintenir les recommandations initiales du rapport du 20 octobre 2004 permettrait d’améliorer la qualité de vie des résidents de l’avenue Findlay, de l’avenue Broadway et de la place Torrington en retirant la majeure partie de la circulation de ces rues pendant les périodes de pointe du matin. Par contre, cela obligerait les navetteurs à emprunter d’autres circuits, et obligerait les conducteurs en direction du Glebe à emprunter d’autres itinéraires vers leurs destinations.

· Maintenir les recommandations initiales et ajouter des interdictions supplémentaires à partir de l’avenue Bronson vers les rues du vieux secteur d’Ottawa-Sud améliorerait non seulement la qualité de vie des résidents de l’avenue Findlay, de l’avenue Bronson et de la place Torrington, mais protégerait également les résidents du vieux secteur d’Ottawa-Sud des effets de la circulation redirigée. Par contre, cela obligerait les conducteurs en direction du vieux secteur d’Ottawa-Sud à emprunter d’autres trajets vers leurs destinations, occasionnant une circulation supplémentaire sur d’autres routes. Afin d'analyser pleinement cette option, une étude de la circulation devrait être effectuée. Une telle étude n’a pas été réalisée lors du projet Glebe car elle ne cadrait pas avec la portée ni avec le budget du projet.

Le personnel a conclu que la meilleure intervention serait de maintenir les recommandations initiales du rapport du personnel du 20 octobre 2004.

Implications financières

La mise en place de l’interdiction d’effectuer un virage à droite nécessiterait l’installation de panneaux à chacune des intersections. Le budget d’exploitation destiné à l’entretien des panneaux du Département peut permettre les coûts d’installation associés aux panneaux d’interdiction d’effectuer un virage, estimés à 2 000 $.

Consultation publique/Commentaires

Le personnel a entrepris l’élaboration d’un plan détaillé de consultation publique qui incluait des annonces dans les journaux, un dépliant d’information et une journée portes ouvertes le 21 juin 2005. 380 commentaires au total furent recueillis.

BACKGROUND

In 2002, the Glebe Community Association presented the City with the Glebe Traffic Plan. The Plan’s intention was to reduce the negative effects of motor vehicle traffic on the Glebe and Dow’s Lake communities. This Plan was developed following a community lead public participation process.

Among the many issues identified, one key issue was the traffic volume using Findlay Avenue, Broadway Street and Torrington Place as a link between Bronson Avenue and the Queen Elizabeth Driveway. These streets are well-established local residential streets that are approximately nine metres wide. Sidewalks exist on both sides of these streets. Parking is permitted on one side of Broadway Street and Torrington Place, and prohibited on Findlay Avenue between Bronson Avenue and Broadway Street. These streets are designated as local streets in the Official Plan and operated as such until the early 1960’s when the Bronson Avenue Bridge was reconstructed with a grade separation of the Queen Elizabeth Driveway. Although originally included in the bridge plan, a connecting ramp between northbound Bronson Avenue and the Queen Elizabeth Driveway was never constructed and thus connecting traffic was directed to use Findlay Avenue, Broadway Street and Torrington Place. Over the years, the number of vehicles using this connection has increased as traffic volumes grew throughout the City and as development occurred in areas to the south.

On October 20, 2004 Transportation Committee received a staff report concerning the Glebe Traffic Management Implementation Study that included, among many other items, a recommendation to reduce the traffic volumes on Findlay Avenue, Broadway Avenue and Torrington Place. Transportation Committee and subsequently Council approved most of the recommendations of this study with the exception of Recommendation 3 a):

The prohibition of right turns from northbound Bronson Avenue between Findlay Avenue and Renfrew Avenue and from eastbound Chamberlain Avenue to Imperial Avenue, as detailed in Annex 6 of this report, to reduce the impact of through traffic on the community during the morning peak period.

Transportation Committee and Council voted to defer recommendation 3 a) until “thorough consultation with communities in Ottawa South is conducted to assess the effect on traffic in Ottawa South.”

DISCUSSION

Staff developed a consultation plan that consisted of three elements: newspaper advertisements, a flyer and a Public Open House. Consultation was directed to citizens living to the south of the Glebe within the following “target” wards:

· Bell-South Nepean (Ward 3)

· Knoxdale-Merivale (Ward 9)

· Gloucester-Southgate (Ward 10)

· River (Ward 16)

· Capital (Ward 17)

· Osgoode (Ward 20)

· Rideau (Ward 21)

The Councillors of these wards were offered the opportunity to review the consultation plan before it was finalized.

Newspaper advertisements were published in the daily newspapers (the Citizen and Le Droit) as well as within the following local newspapers that are distributed to communities within the affected wards:

· Ward 3 & 9 Nepean This Week

· Ward 10 Greenboro/Hunt Club Park News (also covers South Keys, Blossom Park

News, Riverside South)

· Ward 16 Hunt Club/Riverside News

· Ward 17 Glebe Report and OSCAR

· Ward 20 & 21 Ottawa South This Week (reaches all of Osgoode and Rideau wards)

The advertisement served two purposes. It let citizens know of the proposed turn prohibitions and its possible effects, and it let them know of the Public Open House. A copy of the newspaper advertisement can be found in Document 1.

An Information Flyer was also produced. Copies of the flyer were provided to each of the target Ward Councillor's offices, for distribution to their constituents, as well as to any members of the public who requested a copy. The flyer provided a summary of the reasons why the proposed right turn prohibition was being recommended by staff and also the predicted effects of the prohibitions. A copy of the Information Flyer can be found in Document 2.

The key event was the Public Open House held on Tuesday, June 21, 2005, from 3 p.m. to 8 p.m. at the RA Centre on Riverside Drive. This location was chosen as it was in close proximity to the location of the proposed changes, which facilitated convenient input from both commuters from outside of the area that use this route on a regular basis, and area residents. The Public Open House started at an earlier hour than normal to allow the commuters heading home to the southern areas of the City the convenience of attending on their way home. The purpose of the Public Open House was to solicit the affected constituent's thoughts, ideas and comments on the proposed changes.

One hundred and fifty people signed the register at the Public Open House. People were able to view the background information, including the extent of the existing problems, the effects that the proposed changes will have on commuters that regularly use Bronson Avenue, and the effects the proposal is expected to have on other nearby streets. Staff were on hand to answer any questions that arose. Comment forms were available so that people could leave their thoughts and ideas.

The Glebe Community Association actively participated at the meeting and displayed a video loop showing the level of congestion experienced on Broadway Avenue and Findlay Avenue on a daily basis. Members of the association also answered questions that related to the effects of traffic on the residents of the Glebe.

Summary of Comments Received

A total of 380 comments were received on comment sheets, by mail, fax, and e-mail as a result of the Public Open House. In general, there were three categories of comments: those that favoured the right turn prohibitions, those that were opposed, and those that were in favour, but that wanted further mitigation.

A majority of the comments supported the proposed turn prohibitions. Those in favour of the right turn prohibitions were mostly residents of the Glebe.

Those opposed to the right turn prohibitions were mostly residents to the south of the Glebe whose commute to work would be affected by the prohibitions, or who felt that the side-effects of the prohibitions would cause an unacceptable amount of congestion on Bronson Avenue

Those that were in favour of the prohibitions, but with further mitigation, were mostly residents of the Old Ottawa South area, where an increase in traffic on Sunnyside Avenue and Aylmer Streets would be expected. These residents indicated that if turn prohibitions are to be implemented on Bronson within the Glebe, they should also be in place in Old Ottawa South to prevent any new vehicles from cutting through their community.

Document 3 summarizes the details of the comments received.

In addition to the comments received from the general public, comments were received from community associations and several agencies including: the Old Ottawa South Community Association, the Riverside Park Community and Recreation Association, and the Ottawa-Carleton District School Board. These are reproduced in Document 4: Comments from Community Associations and Agencies.

The comments received can be grouped into the following actions:

· Keep the status quo, that is, do not implement any prohibitions;

· Keep the original recommendations from the October 20, 2004 staff report, that is, morning peak period right turn prohibitions from northbound Bronson Avenue to Glebe streets; and

· Keep the original recommendations and add further prohibitions from Bronson Avenue to Old Ottawa South streets.

Discussion of These Options

As discussed below, staff developed a list of the pros and cons associated with each of these options.

Keep the Status Quo: Keeping the status quo would mean not implementing any right turn prohibitions from northbound Bronson Avenue to Glebe streets during the morning peak period.

The key benefit of this option is that it maintains the current commuter link between Bronson Avenue and the Queen Elizabeth Driveway. It would not displace traffic to other nearby streets, and not add to existing traffic pressures on northbound Bronson Avenue.

The negative aspects of this option are that it would do nothing for the problems identified on Findlay Avenue, Broadway Avenue, and Torrington Place including poor pedestrian environment caused by the continuous flow of traffic, the safety concerns for school-aged children, and the poor driver behaviour exhibited by commuters on these roads including speeding, failure to stop at stop signs, and illegal passing manoeuvres.

Because of these negative aspects, staff does not recommend keeping the status quo.

It must be stated that if the decision is made to maintain the status quo, Council is, in effect, endorsing the use of the Findlay Avenue / Broadway Avenue / Torrington Place link as a de-facto ramp connecting northbound Bronson Avenue to the Queen Elizabeth Driveway which is intended to accommodate commuter traffic on a daily basis.

Keep the original recommendations from the October 20, 2004 staff report: This option is the prohibition of right turns from northbound Bronson Avenue to Glebe streets during the morning peak period.

The primary benefit of this option is that it would effectively improve the quality of life for the residents living on Findlay Avenue, Broadway Avenue, and Torrington Place by putting arterial road traffic back onto the arterial road network. This would improve the environment for pedestrians and cyclists on these local streets and the overall liveability of the neighbourhood. It would address the safety and the driver behaviour concerns.

There are three main disadvantages of this option. One is that nearby roads will experience an increase in traffic due to the displacement of commuters from the Findlay Avenue, Broadway Avenue, and Torrington Place connection. (The predicted volumes of displaced traffic were listed in the October 20, 2004 staff report on a street-by-street basis, which is repeated as Document 5.) The second is that commuters who regularly use Findlay Avenue, Broadway Avenue, and Torrington Place to transfer between Bronson Avenue and the Queen Elizabeth Driveway will be forced to use other routes, which may be more circuitous and / or congested and therefore more time consuming. The third is that drivers who are going to destinations within the Glebe during the morning peak period, whether they be residents, students, employees, etc. will be inconvenienced if they are approaching the area from the south via Bronson Avenue. They will be forced to either travel north on Bronson Avenue to Chamberlain Avenue or access the Glebe via Bank Street.

In spite of the disadvantages noted, staff recommends this option as it removes arterial road traffic volumes from local residential streets.

Keep the original recommendations and add further prohibitions from Bronson Avenue to Old Ottawa South streets: This option would implement turn prohibitions from Bronson Avenue to Glebe area streets as noted above, but in addition, further turn restrictions would be implemented from Bronson Avenue to Old Ottawa South area streets. Other turn prohibitions would need to be considered on internal Old Ottawa South streets to ensure that unwanted through traffic is not directed to other local streets. This could include turn prohibitions that would restrict access to Colonel By Drive.

The benefits of this option are that it would effectively improve the quality of life for residents on Findlay Avenue, Broadway Avenue, and Torrington Place by putting arterial road traffic back onto the arterial road network, and therefore improve the environment for the pedestrians and cyclists on these local streets and the overall liveability of the neighbourhood. The traffic predicted to be displaced to Old Ottawa South streets as noted in Document 5 would not materialize, and the existing traffic concerns reported near the intersection of Sunnyside Avenue and Bank Street would not be exacerbated.

The disadvantages of this option are several. In addition to the disadvantages associated with the original recommendations, access to Old Ottawa South from northbound Bronson Avenue would be restricted, especially for people who are destined to locations within the community (such as residents and school users). There are currently about 65 vehicles in the morning peak hour that turn right onto Sunnyside Avenue from northbound Bronson Avenue. Additional traffic would be displaced to nearby roads, including both local and collector roads.

As noted above, an effective program for restricting access to Old Ottawa South streets could affect access to Colonel By Drive. Currently about 250 vehicles turn onto Colonel By Drive from northbound Bronson during the morning peak hour, many of which are destined to the downtown core. These 250 vehicles, the 65 vehicles that currently turn right onto Sunnyside Avenue from Bronson Avenue, and those that would be displaced from the proposed Glebe prohibitions, would have to find a different route.

In order to consider the implementation of turn prohibitions in the Old Ottawa South area, a traffic study would have to be carried out in order to determine their effects. Such a study was not conducted as a part of the Glebe project as it was beyond the project’s scope and budget. An Old Ottawa South turn-prohibition study would have to include:

· An analysis of a series of alternative turn prohibition scenarios including streets such as Sunnyside Avenue, Colonel By Drive, Aylmer Street, Roslyn Avenue, etc.

· Extensive public consultation, including local residents and businesses that may be affected by any prohibitions and also commuters from the south who could be affected by any turn prohibitions. Much of this consultation would be centred on determining which turn prohibitions would be either warranted and/or supported (and by whom). It is anticipated that there would be considerable opposition to the turn prohibitions, particularly if access to Colonel By Drive were restricted.

· Consultation with the National Capital Commission, and their agreement, would be required for any measures affecting access to Colonel By Drive, as was done during the Glebe study for access to Queen Elizabeth Drive.

For the reasons mentioned above, it would not be possible to conduct this traffic study and have results in the short term. Carrying out such a study would need to be prioritized as part of the Area Traffic Management group’s comprehensive study program, and therefore staff may not be able to undertake it immediately. This would result in delaying the implementation of any of the recommended measures. Staff does not recommend this option. Should the original recommendations be approved, staff will monitor the impacts of these prohibitions on Old Ottawa South streets and use this information when prioritizing the request for a future study for Old Ottawa South.

Document 6 shows a key plan of the Glebe/Old Ottawa South area.

Further Discussion on the Approved Plan

Recognizing the time that it has passed since the original traffic study in 2003, staff reviewed the traffic volumes turning right from Bronson Avenue to Findlay Avenue during the morning peak hour. In the original traffic study, this volume was in the order of 400 vehicles per hour. Based on several recent counts carried out by the City of Ottawa, this number has climbed to about 580 vehicles per hour. This increase in traffic has put further strain on the residents living along the Findlay Avenue / Broadway Avenue / Torrington Place link. However, if and when the right-turn prohibitions are implemented, the additional diverted traffic will increase delay, out-of-way travel, and vehicle infiltration onto other streets.

ENVIRONMENTAL IMPLICATIONS

There are no environmental implications.

CONSULTATION

A Public Open House was organized for June 21, 2005. Newspaper advertisements and flyers were prepared to let the public know the open house’s purpose, time and location.

The material at the Public Open House consisted of a number of bilingual display panels detailing:

· The history of the project

· The reasons behind the proposed right turn prohibitions

· The predicted effects of the proposed right turn prohibitions

· The comments received to date on the proposed prohibitions

Attendees were invited to read the information, and to provide their comments. Members of City staff were on hand to answer any questions that people may have had.

One hundred and fifty people signed in on the register, and it is estimated that a total of 175 people attended.

TRANSPORTATION MASTER PLAN

The right turn prohibitions being recommended are in accordance with the mandate of Area Traffic Management as defined in Section 9.6 the Transportation Master Plan. The Transportation Master Plan describes Area Traffic Management as both a process and technique of preserving neighbourhood liveability by mitigating the undesirable effects of motor vehicle travel including excessive traffic volumes and speeds, aggressive drive behaviour and the creation of unfavourable conditions for walking and cycling.

FINANCIAL IMPLICATIONS

The Department’s Sign Maintenance Operating Budget can accommodate the installation costs associated with these turn prohibition signs, estimated at $2,000.

SUPPORTING DOCUMENTATION

Document 1 Newspaper Advertisement

Document 2 Information Flyer

Document 3 Details of the Comments Received

Document 4 Comments from Community Associations and Agencies

Document 5 Detailed Evaluation of the Proposed Northbound Bronson Avenue Right Turn Prohibition (reprinted from the October 20, 2004 Transportation Committee report)

Document 6 Key Plan

DISPOSITION

Subject to approval by Council of the northbound Bronson Avenue morning peak period right turn prohibition, staff will carry out the implementation.

DOCUMENT 1: Newspaper Advertisement

PROPOSED RIGHT TURN RESTRICTIONS:

Northbound Bronson Avenue to all streets leading into the Glebe and Eastbound Chamberlain Avenue to Imperial Avenue— 7:00 a.m. to 9:00 a.m.

Public Open House – Tuesday June 21, 2005

To reduce the volume of non-local traffic on Glebe area streets, the City is recommending a series of right turn prohibitions between the times of 7:00 a.m. and 9:00 a.m., Monday to Friday, at the following locations:

· Bronson Avenue northbound to Findlay Avenue

· Bronson Avenue northbound to Holmwood Avenue

· Bronson Avenue northbound to Fifth Avenue

· Bronson Avenue northbound to Fourth Avenue

· Bronson Avenue northbound to Third Avenue

· Bronson Avenue northbound to Second Avenue

· Bronson Avenue northbound to Glebe Avenue

· Bronson Avenue northbound to Powell Avenue

· Bronson Avenue northbound to Renfrew Avenue

· Chamberlain Avenue eastbound to Imperial Avenue

Bicycles, emergency vehicles and buses would be exempt.

These turn restrictions would be implemented after the completion of the proposed modifications at the Bronson Avenue / Carling Avenue intersection.

Potential impacts to traffic during the times that the prohibitions are in effect include:

· Eliminate access to the Queen Elizabeth Driveway from northbound Bronson Avenue

· Reduced access for vehicles destined to the Glebe from communities to the south

· Displaced traffic causing traffic volume increases on Bronson Avenue north of the Rideau Canal and other streets including Sunnyside Avenue, Bronson Place, Percy Street, and Col. By Drive.

· Increased delays and congestion to commuters on northbound Bronson Avenue

· A significant reduction in traffic using Findlay Avenue, Broadway Avenue and Torrington Place

You’re invited:

PUBLIC OPEN HOUSE

Tuesday June 21, 2005

3:00 p.m. to 8:00 p.m.

RA Centre, 2451 Riverside Drive—Canada Room

At the open house, you can view the background information, including the extent of the existing problems, the effects that the proposed changes will have on you if you are a commuter that regularly uses Bronson Avenue, and the effects the proposal will have on other nearby streets. Staff will be on hand to answer any questions you may have. Comment forms will be available for you to leave us your thoughts and ideas.

If you would like to receive an information flyer in advance of the meeting, please send your request to the address below.

For more information and/or to submit comments, please contact:

Ravi Mehta

Public Works and Services

100 Constellation Crescent

Ottawa, ON J8N 5J2

E-mail: Ravi.Mehta@ottawa.ca

Tel.: 613-580-2424 ext. 21712

Fax: 613-560-6069

Comments should be submitted by July 5, 2005

Prepared by Public Works and Services

DOCUMENT 2: Information Flyer

Document 3: Details of the Comments Received

Topic	Public Comments	Staff Response
Support for the proposed morning peak period right turn prohibition from northbound Bronson Avenue to Glebe area streets.	The vast majority of the 246 comments received that expressed this support were from residents of the Glebe. Specific reasons included: · Traffic volumes are unacceptable for residential streets. They are currently acting like “freeways” and that is unacceptable. · Aggressive drivers fail to yield to cyclists and pedestrians, especially school children. · Vehicles speed through the community, which contributes, to air pollution and noise. · Traffic volumes make it difficult to back out of driveways. · The traffic problems have worsened since the construction of the Hunt Club Drive / Airport Parkway interchange.	Staff supports the morning peak period right turn prohibition from northbound Bronson Avenue to residential streets in the Glebe.
	Many people who commented had further suggestions. These included:
	· Extend the prohibition from the morning peak period to all day.	· The prohibition was proposed for the morning peak period because this was the time that the traffic was the worst on Findlay Ave., Broadway Ave., and Torrington Place.
	· Realign the Chamberlain Avenue / Imperial Avenue / Bronson Avenue intersection to improve the safety, especially considering that the intersection will have to handle increased volumes with the proposed turn prohibitions.	· Proposals to modify this intersection can be found in the MTO’s Highway 417 study that is currently underway. One of the proposals under consideration realigns Chamberlain Avenue with the eastbound 417 / Bronson Avenue off-ramp requiring the removal of the former Ottawa Board of Education building.
	· Is it necessary to prohibit turns for the full length of Bronson Avenue? Could the turn prohibitions stop at Fifth Avenue?	· This was considered in the October 20, 2004 staff report and was rejected due to the negative traffic implications on the first street north of the turn prohibitions.
	· Consider prohibiting southbound left turns in the afternoon peak period from Bronson Avenue to Glebe streets.	· This was not considered as this was not identified as an issue during the Glebe study process.
	· Consider making the prohibitions in effect between 6:00 am and 10:00 am	· The prohibitions are to be in effect during the busiest morning traffic times. These are between 7:00 and 9:00 a.m.
	· Consider implementing the proposal as a three-month trial to see how it works.	· As noted in the October 20, 2004 staff report, the recommended prohibitions will be monitored as per the Area Traffic Management Guidelines’ section on Monitoring and Evaluation. This includes the collection of traffic volume, traffic speed and compliance data one year after implementation, and the collection of collision data three years after implementation. This data will be used to assess the level of improvement that the project has achieved and to assess secondary impacts that may have arisen. Adjustments to the original plan may be recommended if concerns have not been adequately addressed or if unacceptable secondary impacts have occurred as a result of the implemented measures.
	· A possible solution would be to allow right turns on a different street each day of the week so that residents only need to put up with traffic one day per week.	· Rotating the streets on which the prohibitions are in effect would be very confusing to motorists; particularly those who do not habitually use Bronson Avenue as a part of their daily commute.
	· Convert the curb lanes on Bronson to bus-only lanes.	· Given the high volumes of traffic using Bronson Avenue, both lanes in each direction are currently required for mixed traffic through the Glebe.
	· Provide additional pedestrian crossings of Chamberlain Avenue and Bronson Avenue.	· This was considered in the October 20, 2004 staff report and was not recommended because there are currently sufficient controlled pedestrian crossings of Chamberlain Avenue
	Other comments included:
	· Strict enforcement will be required to enforce the turn prohibitions.	· Additional police resources will be required to ensure a high compliance rate, particularly immediately after implementation.
	· It is a dangerous precedent that commuters originating from outside the community decide traffic issues that impact residential communities.	· No comment.
Support for the morning peak period right turn prohibition, but the plan must include a similar prohibition from Bronson Avenue into Old Ottawa South.	Forty two people commented that they support the proposed right turn prohibition through the Glebe, but that a similar prohibition be implemented to ban morning peak period right turns onto Sunnyside Avenue. Many of these people felt that the additional traffic that would be diverted to Sunnyside would have a negative impact, particularly as there are a large number of children that use Sunnyside Avenue to reach Hopewell Public School.	The October 20, 2004 staff report included the results of a traffic study that predicted an additional 60 vehicles per hour on Sunnyside Avenue as a result of the proposed right turn prohibitions. Extending the right turn prohibition to include Sunnyside Avenue would require the undertaking of a separate study of the potential effects on the Old Ottawa South Community and on Bronson Avenue, and should include detailed public consultation on this specific issue, particularly with the local residents that would be affected and with the residents living in communities to the south who may be affected by this prohibition.
	The Old Ottawa South Community Association passed a resolution that requests that the City prohibit morning peak period right turns from northbound Bronson Avenue to both Sunnyside Avenue and the connection between Bronson Avenue and Colonel By Drive.	Consideration of extending the right turn prohibition to include Sunnyside Avenue and Bronson Place would require the undertaking of a separate study of the potential effects on the Old Ottawa South Community and on Bronson Avenue, and should include detailed public consultation on this specific issue, particularly with the local residents that would be affected and with the residents living in communities to the south who may be affected by this prohibition.
Support for the morning peak period right turn prohibition, but the plan must include provisions for the potential traffic increases on Aylmer Avenue and the streets in Old Ottawa South that connect Colonel By Driveway to Aylmer Avenue (i.e., Rosedale Avenue, Leonard Avenue and Seneca Street.	Seven residents of Aylmer Avenue and Rosedale Avenue noted that there is a potential for traffic increase on several Old Ottawa South streets. This could arise if congestion at the Sunnyside Avenue / Bank Street intersection caused drivers to find other routes through the community or if the right turn prohibition was implemented at Bronson Avenue and Sunnyside Avenue.	This scenario was not included in the traffic analysis that was conducted for the right turn prohibition. A detailed study of these streets would require the undertaking of a separate study of the potential effects of such a prohibition on the Old Ottawa South Community and on Bronson Avenue, and should include detailed public consultation on this specific issue, particularly with the local residents that would be affected and with the residents living in communities to the south who may be affected by this prohibition.
Oppose the proposed morning peak period right turn prohibition from northbound Bronson Avenue to Glebe area streets.	Many of the 77 people that expressed opposition to the proposed turn prohibitions were those who regularly used Bronson Avenue and the Queen Elizabeth Driveway as a commuter route during the morning peak period, although some expressed an overall objection to the principle of restricting traffic flow. Specific reasons cited for opposing the proposal included:
	· Traffic is already congested on Bronson Avenue, and this proposal will only add to this. In particular, the Bronson Avenue and Carling Avenue intersection, which is already heavily congested, will break down even further.	· Staff agrees that traffic volumes will increase on Bronson Avenue during the times that the turn prohibitions will be in place. As noted in the October 20, 2004 staff report, delays and congestion will increase on Bronson Avenue, particularly in the vicinity of the Bronson Avenue and Carling Avenue intersection.
	· Traffic has used the Bronson-Queen Elizabeth Driveway connection for the last 40 years and residents living along this route knew about the traffic volumes before buying their homes.	· Residents living on the Findlay Avenue-Broadway Avenue-Torrington Place connection have stated that the traffic volumes have increased considerably over time, particularly since the opening of the Hunt Club Road ramps in the Airport Parkway. Traffic counts show that vehicles using the connection during the morning peak hour averaged approximately 250 vehicles per hour during the 1970’s. This has increased to an average of approximately 400 vehicles per hour.
	· The proposal will limit access to Glebe Collegiate for both students and staff living to the south.	· Access from northbound Bronson Avenue to the Glebe (including Glebe Collegiate Institute) was discussed in the October 20, 2004 staff report. One of the consequences of the turn prohibition is that car drivers destined for the Glebe will have to travel an extra distance.
	· Traffic on Sunnyside Avenue is already too high and diverting more traffic to Sunnyside will make matters worse, particularly for the students of Hopewell Public School.	· The October 20, 2004 staff report included the results of a traffic study that predicted an additional 60 vehicles per hour on Sunnyside Avenue. This would bring the total westbound morning peak hour traffic volumes to about 300 vehicles.
	· Traffic will divert onto Madawaska Drive and Kippewa Drive to avoid congestion at the Bronson Avenue / Carling Avenue intersection.	· The October 20, 2004 staff report recommended that these left turns be prohibited. These prohibitions were approved by Council and are intended to be implemented at the same time that the right turn prohibitions are to be implemented.
	· Local residents will have difficulty in accessing their properties during the morning peak period.	· Access from northbound Bronson Avenue to the Glebe was discussed in the October 20, 2004 staff report. One of the consequences of the turn prohibition is that car drivers destined for the Glebe will have to travel an extra distance.
	· Increased signage on Bronson will add to the visual clutter of the area.	· There will be extra signage required to inform drivers of the turn prohibitions
	· Must improve transit options before restricting traffic.	· The Official Plan and the Transportation Master Plan have strategies for improving transit service throughout the City.

Document 4: Comments from Community Associations and Agencies

Letter received from the Old Ottawa South Community Association

24 June 2005                                                   

Mr. Ravi Mehta
Senior Project Engineer
Mobility and Area Traffic Management
City of Ottawa
5^th Floor
100 Constellation Crescent
Ottawa   ON
K2G 6J8

Re:     Comments on the Glebe Traffic Plan: Prohibition of Right Hand Turns Northbound on Bronson Avenue during the morning rush hour.

Dear Mr. Mehta:

Further to our telephone conversations, I am attaching a resolution passed by the Board of the Old Ottawa South Community Association concerning the proposed prohibition of right turns northbound on Bronson Avenue during the morning rush hour.  The resolution was passed at the June 21 meeting of the Board.  The resolution is in response to the City’s request for comments on the above issue from interested parties.

While the resolution is essentially self-explanatory I did want to emphasize that our community is broadly supportive of the proposal as helping the Glebe community to reduce the impact of cut through traffic in their community given the rising volumes of commuter traffic we are all facing on Bronson Avenue due to rapid development in the southern part of the City. 

However, that said, we also feel it essential that if these changes are implemented that similar right hand turn prohibitions must be implemented simultaneously to that section of Bronson Avenue from Sunnyside Avenue to the Rideau Canal inclusive, to prevent cut through traffic in our community. 

Old Ottawa South is already suffering from high volumes of commuter traffic not only on Bronson Avenue, but also along Bank Street, Riverdale and Sunnyside Avenues.  Adding more traffic to streets such as Sunnyside Avenue, that would be the outcome of turn prohibitions further north on Bronson Avenue, would significantly increase the safety problems during the morning rush hour period faced by that street. 

The safety concerns are already sufficiently severe on Sunnyside Avenue that two school crossing guards are required at the Grosvenor Avenue and Bank Street intersections with children walking to Hopewell Avenue Public School and local day care facilities.  The Bank Street - Sunnyside Avenue intersection is one of the most busy in terms of pedestrian traffic at that time of the morning and it is largely made up of children. Adding more traffic volume to Sunnyside Avenue at that time of day is not only undesirable, it is also unsafe.

If you have any questions on the attached resolution, please feel free to call me during office hours at 954-3277.  I would be grateful if you could acknowledge receipt of this resolution and if you could let me know what are the next steps in this process and when, and in what ways, we might provide comments or interventions in the course of the consideration of this proposal by City officials and by City Council and its various committees.

Yours sincerely,

Michael Jenkin
President

Attachment (1)

c.c.:   Councillor Clive Doucet
Ms. June Creelman, Glebe Community Association

MOTION PASSED BY THE OLD OTTAWA SOUTH COMMUNITY ASSOCIATION
AT ITS REGULAR MONTHLY MEETING ON TUESDAY, 21 JUNE 2005

Proposed by Rob Campbell and seconded by Leo Doyle that;

1. WHEREAS

a)       primarily South suburban-to-downtown commuter traffic has increasingly impacted upon Old Ottawa South in recent years and these impacts are expected to increase importantly in years to come as South suburban development continues,

b)       an aim of traffic planning should be to have commuter traffic directed to arteries around the edges of cohesive residential communities which sit in their way, rather than through them, and that all such communities are naturally justified in seeking to ensure that this indeed becomes the case,

c)       the Glebe community also is impacted by the same commuter traffic issues, is currently engaged in trying to limit Bronson Northbound AM peak commuter cut-through traffic on its streets and supports the Old Ottawa South community in its own objectives and concerns with respect to Bronson Northbound AM peak commuter cut-through traffic,

d)       a motion banning Bronson Northbound AM peak right-hand turns in the Glebe is soon to be put to City Councillors and the passage of such a provision unamended might be expected to negatively impact on AM peak commuter Traffic in Old Ottawa South and in particular on Sunnyside, Colonel By Drive and adjacent cut-through streets,

e)       Sunnyside Avenue currently already has too much week-day AM peak traffic given its residential nature and given the location on it of a daycare, large elementary school and community association building,

f)      City planning should not risk reducing Colonel By Drive from a green parkway into a congested freeway,
g)       the Old Ottawa South Community Association believes that in order to best protect and promote the over all interests of the Old Ottawa South community it must take and enunciate a clear stand at this time.

THEREFORE BE IT RESOLVED THAT THE OLD OTTAWA SOUTH COMMUNITY ASSOCIATION (OSCA)
1.      supports the Glebe Community Association in its own objectives and concerns with respect to right-hand turning Bronson Northbound AM peak neighbourhood cut-through traffic,

2)      is equally adamant that City traffic planning in the Glebe not negatively impact on Old Ottawa South commuter traffic through rerouting commuter traffic through Old Ottawa South Streets.

3)      In the event the Glebe Traffic Plan is approved by the City, requests that the City impose an AM peak Bronson Northbound right-hand turn prohibition between Sunnyside Avenue and Colonel By Drive inclusive in order to protect it from downtown-bound cut-through commuter traffic flows.

MOTION CARRIED

E-mail received from the Riverside Park Community and Recreation Association via the Office of Councillor McRae.

Ravi:

Attached please find another e-mail that does not support prohibiting turns from Bronson to Findlay. Please note that this community association represents Riverside Park – home to about 5000 or so residents. I trust that you will seriously consider this blanket objection from my constituents.

Regards,

Maria McRae,

River Ward City Councillor

City of Ottawa

110 Laurier Avenue West

Ottawa, ON K1P 1J1

Phone: (613) 580-2486

Fax: (613) 580-2526

mariamcrae.ca

River Ward - home to more than 49,000!

-----Original Message-----
From: C. Gauthier [mailto:csgauthier@trytel.com]
Sent: July 05,2005 5:30 PM
To: McRae, Maria
Cc: Murphy, Patricia
Subject: Re: Prohibted Turn from Bronson to Findlay

Councillor McRae,

The RPCRA does not support the prohibition of right turns from northbound Bronson Ave.

We cannot support anything that simply would take traffic from one residential area and shift it to another residential area. Relieving problems in one area by shifting problems to another area is not a reasonable solution.

This is a classic case of NIMBY!

We fully support your efforts in this matter and will be happy to host a public meeting concerning this.

Regards,
Carolyn S. Gauthier, President RPCRA

E-mail received from the Trustee of the Ottawa-Carleton District School Board

Dear Mr. Mehta,

I am writing as the Ottawa-Carleton District School Board trustee for

schools in Capital Ward. The issue is the proposed right hand turn

prohibition for north bound Bronson Avenue traffic.

When assessing this proposal, I urge the City of Ottawa to consider as the most important criterion the safety of children and youth travelling to school. Between 7:00 am and 9:00 am there are large numbers of elementary and secondary students crossing neighbourhood streets in the Glebe, Old Ottawa South and Old Ottawa East in order to arrive at school for morning classes. At the elementary level, some students are transported by yellow school bus and, at both the elementary and secondary levels, some students arrive by car. However, the overwhelming majority of students arrive for morning classes on foot, by bike or by public transit and many of these students cross neighbourhood streets, between 7:00 am and 9:00 am.

While demographic trends may differ across our school district, enrolment is on average growing at Capital Ward schools. Consider these numbers (taken from official Board reports):

· Glebe Collegiate has 1236 students in the 2004-2005 school year; the preliminary enrolment projection for the 2005-2006 school year is 1393 students.

· First Avenue School has 373 students in the 2004-2005 school year; the preliminary enrolment projection for the 2005-2006 school year is 393 students.

· Hopewell Avenue School has 832 students in the 2004-2005 school year; the preliminary enrolment projection for the 2005-2006 school year is 818 students.

· Lady Evelyn School has 334 students in the 2004-2005 school year; the preliminary enrolment projection for the 2005-2006 school year is 336 students.

· Mutchmor Public School has 385 students in the 2004-2005 school year; the preliminary enrolment projection for the 2005-2006 school year is 375 students.

I would also add that, in assessing safety for elementary and secondary students, the City of Ottawa consider students travelling to schools in communities adjacent to Capital Ward.

In summary, please base your decision, regarding the proposed right hand turn prohibition, primarily on what is safest for our young people. I would ask you to forward this note to those on staff and on City Council who are going to be recommending and deciding on this matter.

Sincerely, Lynn Graham

Lynn Graham

Trustee, Zone 9, Capital and Rideau-Vanier Wards

lynn_graham@ocdsb.edu.on.ca

(613) 730-3366

Document 5: Detailed Evaluation of the Proposed Northbound Bronson Avenue Right Turn Prohibition (reprinted from the October 20, 2004 Transportation Committee report)

Recommendation

In the Glebe Traffic Plan, the Glebe Community Association (GCA) made the specific recommendation that the City prohibit right turns from northbound Bronson Avenue in order to reduce the impact of through traffic on the community in the morning peak period, particularly for Findlay Street, Broadway Street and Torrington Place. The community has indicated that the effects of this through traffic has been growing through the years and has reached a point where it is intolerable. This recommendation was made with several other complementary measures that would prevent diverted traffic from using other residential streets as through routes. City staff considered this recommendation as well as other means of achieving the same results and came to the conclusion that the community’s recommendation was the only way of curbing the through traffic. Therefore, staff support the GCA’s recommendations and recommends that the following measures be implemented:

Prohibit northbound right turns from all intersections along Bronson Avenue between Findlay Avenue and Renfrew Avenue, and eastbound right turns from Chamberlain Avenue to Imperial Avenue during the morning peak period, cyclists, buses and emergency vehicles exempted.

The following complementary measures are also recommended by staff to be implemented. These are included in Annex 3 of the main report and are repeated here for clarity:

· Prohibit the northbound left-turns from Bronson Avenue to Sunset Boulevard at all times;

· Prohibit the northbound left-turns from Bronson Avenue to Madawaska Drive and Kippewa Drive during the morning peak period;

· Convert the third northbound lane on the Bronson Bridge from just north of the Bronson Place turn-off to Findlay Avenue to a shared bus-only/cycle lane; and,

· Reconstruct the Bronson/Findlay intersection to reduce the turning radius.

In addition to the above measures as proposed in the GTP, existing traffic safety issues at the intersection of Bronson Avenue and Carling Avenue must be addressed as a prerequisite to the implementation of the right-turn restrictions along Bronson Avenue. Details of the modification proposal for the Bronson Avenue/Carling Avenue intersection are contained in this annex.

With respect to all of the above, a monitoring and evaluation program will be carried out to assess the level of improvement that the project has achieved and assess any secondary impacts that may have arisen one year and three years after implementation.

BACKGROUND

In 2002, the GCA presented the City with the Glebe Traffic Plan. The Plan’s intention was to reduce the negative effects of motor vehicle traffic on the Glebe and Dow’s Lake communities. This Plan was developed following a community lead public participation process.

One of the issues identified in the plan was the traffic volume using Findlay Avenue, Broadway Street and Torrington Place as a link between Bronson Avenue and the Queen Elizabeth Driveway. These are well-established local residential streets that are approximately nine metres wide. Sidewalks are in place on both sides of these streets. Parking is permitted on one side of Broadway Street and Torrington Place, and prohibited on Findlay Avenue between Bronson Avenue and Broadway Street. These streets are designated as local streets in the Official Plan and operated as such until the early 1960’s when the Bronson Avenue Bridge was reconstructed with a grade separation of the Queen Elizabeth Driveway. Although originally included in the bridge plan, a connecting ramp between northbound Bronson Avenue and the Queen Elizabeth Driveway was never constructed and thus connecting traffic was directed to use Findlay Avenue, Broadway Street and Torrington Place. Figure 1 is a map showing the Study area.

Figure 1: Study Area

Urban growth in the south of the City has lead to increasing traffic volumes on these three local streets and today, they are experiencing traffic volumes of over 400 vehicles in the morning peak hour. Based on observed driving patterns, most of these vehicles are non-local in nature. This lead the community to identify a series of concerns, as noted below, over the impacts of this traffic on the overall liveability along these streets:

· Poor pedestrian environment caused by the continuous flow of traffic;

· Safety concerns for school-aged children;

· Poor driver behaviour including many who travel too fast, fail to stop at stop signs, or drive in opposing lanes to circumvent a traffic queue; and,

· Poor air quality from excessive traffic volumes.

Figure 2: Photo of the intersection of Findlay and Broadway showing a taxi illegally bypassing a

traffic queue by driving in the wrong lane and the impact of this on the pedestrian environment.

In order to reduce the traffic on Findlay Avenue, Broadway Street and Torrington Place, the Glebe Traffic Plan made a recommendation to prohibit northbound right turns onto Findlay. Realizing that this would simply shift the problem onto the next available street, they further recommended that all intersections between the Rideau Canal and Chamberlain Avenue be subject to the same restriction, thereby ensuring that traffic remains on the arterial road network and not on the local road network. Since the problem was more pronounced in the morning peak period, and since this was seen as the time period when community access was least critical, the community plan recommended that this prohibition only be in place between 7:00 a.m. and 9:00 a.m., Monday to Friday.

Prohibiting the left-turns to Madawaska Drive and Kippewa Drive will ensure that traffic does not start using other local streets to avoid congestion at the Bronson/Carling Avenue intersection.

Since right turns will be prohibited at Findlay Avenue during the morning peak period, the third northbound lane over the Canal Bridge would not be required for right turning vehicles and can be converted to a shared bus-only/cycle lane. This will help improve transit travel on Bronson Avenue, particularly if northbound traffic queues extend south of Findlay Street. Buses will be able to bypass these traffic queues. This will be beneficial for users of OC Transpo Route #4, which connects with the O-Train at Carleton University. Not converting this lane has potential implications for levels of compliance with the right-turn restriction.

Reducing the turning radius at the Bronson/Findlay Avenue intersection will also reduce vehicle turning speeds (during the times of the day that vehicles are allowed to turn) and shorten the pedestrian crossing distance at the intersection.

ANALYSIS

City staff were given the mandate to carry out a technical review of the measures put forward in the Glebe Traffic Plan and recommend which measures should be implemented and which should not be implemented. The purpose of this appendix is to report on the staff findings of the specific recommendation as noted above.

In addition to the recommendation brought forward by the GTP, staff carried out an assessment of alternate solutions to that proposed in the Glebe Traffic Plan, and studied the benefits and consequences of the GTP recommendations.

Alternate Solutions

Several alternate solutions were developed and evaluated, including:

· Road Closures: A series of road closures were considered that would block access to the Queen Elizabeth Driveway from Torrington Place and Queen Elizabeth Place. This would reduce the desirability of using Glebe streets as a link between Bronson Avenue and the Queen Elizabeth Driveway. Staff did not consider this idea to be viable since it would permanently remove all access to and from the Queen Elizabeth Driveway between Fifth Avenue and Lakeview Terrace. It would also require excessive out-of-way travel for many drivers and, hence, could result in increased infiltration through the community;

· One-way streets and/or traffic diverters: The designation of a series of one-way streets and traffic diverters could be used to discourage through traffic movements between Bronson Avenue and the Queen Elizabeth Driveway. Staff rejected this idea due to the effects on local accessibility within the community and the high likelihood of traffic volumes actually increasing on certain local roadways;

· Physical measures: Physical measures such as speed humps or road narrowings were considered as a way to address the problem in a less invasive manner. Although these measures can be used to modify driver behaviour while travelling on a roadway, they are unlikely to result in any significant reductions in volumes along these; and,

· Change the limits of the right-turn prohibitions: for example, ban morning peak-period right turns from Bronson Avenue at Findlay Street, Holmwood Avenue and Fifth Avenue only; or between Findlay Avenue and Fifth Avenue only. A number of scenarios were considered and rejected due to the increase in traffic that would result on the first street that would not have turn prohibitions. Table 1 illustrates the expected results of ending the right-turn prohibition at various locations:

Table 1 Expected results of ending the right-turn prohibition at various locations
Streets with NB Right-turn Prohibition from Bronson Avenue	Effect
Only Findlay Street.	Would remove most traffic on: · Findlay between Bronson Avenue and Broadway Street · Broadway between Findlay Street and Torrington Place Traffic would reroute to Holmwood and access the Queen Elizabeth Driveway via Torrington. This solution would simply displace the problem to a different local street and is therefore not recommended.
Findlay Street and Holmwood Street.	Would remove most traffic on: · Findlay Street between Bronson Avenue and Broadway Street · Broadway Street between Findlay Street and Torrington Place Traffic would reroute to Fifth Avenue and would access the Queen Elizabeth Driveway via Muriel Street or Gordon Street, Holmwood Street and Torrington Place. This solution would simply displace the problem to different local streets and is therefore not recommended.
Findlay Street, Holmwood/Fifth Avenues.	Would remove most traffic on: · Findlay between Bronson Avenue and Broadway Street. · Broadway between Findlay Street and Torrington Place. Most traffic would likely reroute to Fourth Avenue and would access the Queen Elizabeth Driveway via Chrysler Street, then Fifth Avenue, then Muriel or Gordon, Holmwood and Torrington Place. Some of the traffic may continue north to the Carling Avenue intersection. This solution would displace the most of the problem to different local streets and is therefore not recommended.
Findlay Street, Holmwood Street, Fifth Avenue, Fourth Avenue, Third Avenue, Second Avenue, and Glebe Avenue. (Note that First Avenue is a westbound one-way street)	Would remove most traffic on: · Findlay Street between Bronson Avenue and Broadway Street. · Broadway Street between Findlay Street and Torrington Place. Traffic that would have been destined for the westbound Queen Elizabeth Driveway would be diverted either to Carling Avenue or would choose a different route altogether that completely avoids this section of Bronson Avenue. Traffic that would have been destined for the eastbound Queen Elizabeth Driveway would be redistributed among several routes including those that completely avoid this section of Bronson Avenue, that continue northwards on Bronson Avenue and that use east-west streets such as Powell Avenue and Chamberlain Avenue. Of these, only Powell is a local street. It is anticipated that approximately 50 additional vehicles would use Powell during the peak hour. This solution is not recommended.
All streets from Findlay Street to Renfrew Avenue and Imperial Avenue.	Would remove most traffic on: · Findlay between Bronson Avenue and Broadway Street. · Broadway between Findlay Street and Torrington Place. Traffic that would have been destined for the westbound Queen Elizabeth Driveway would be diverted either to Carling Avenue or would choose a different route altogether that completely avoids this section of Bronson Avenue. Traffic that would have been destined for the eastbound Queen Elizabeth Driveway would be redistributed among several routes including those that completely avoid this section of Bronson Avenue, that continue northwards on Bronson Avenue and Chamberlain Avenue. Traffic headed for destinations within the Glebe would be distributed on both Percy Street and Lyon Street. This solution is the recommended solution.

It was determined that turn restrictions as recommended in the GTP were the best means of achieving the desired goals of less traffic and higher liveability on Findlay Avenue, Broadway Street and Torrington Place. Of particular importance in considering this recommendation is that although the proportion of non-local traffic using these local streets is high, the introduction of turn-prohibitions will equally affect those people who have a legitimate reason to be on these streets.

Traffic Impact Assessment of the GTP Recommendation

To adequately assess the potential impacts of the prohibition, several redistribution scenarios were identified and assessed. Based on this analysis, the anticipated net change in vehicle volumes was predicted and is shown in Figure 3 of document. Predicting detailed traffic flows in a complex and congested network is a difficult and inexact process at best. Since the Findlay/Broadway/Torrington connection is used as a part of the City’s arterial road network, it is difficult to determine where each vehicle driver is coming from or going to or the route that they would take should the restrictions be implemented. It is recognized that some drivers will choose not to use Bronson Avenue as their preferred route, but rather, will find another route entirely. An estimate of this was made in the traffic prediction. However, the extent to which this actually occurs could have a significant impact on the resulting delays along the Bronson Avenue corridor.

It was predicted that the following traffic-related impacts on the road network during the morning peak period were most likely to occur:

· Traffic volumes on the Findlay/Broadway/Torrington connection would drop by about 400 vehicles per hour;

· 140 vehicles per hour that were using Findlay Avenue, Broadway Street and Torrington Place as a link between Bronson Avenue and the Queen Elizabeth Driveway will find alternate routes that do not include Bronson north of Riverside Drive. Alternate routes may include sections of Heron Drive/Walkley Road, Prince of Wales Drive, Riverside Drive, Bank Street, Smyth Road/Main Street;

· 135 vehicles per hour that previously turned from Torrington Place onto westbound the Queen Elizabeth Driveway were reassigned to the left-turn from northbound Bronson to Carling Avenue;

· 50 additional vehicles per hour will use either Percy Street or Lyon Street via Chamberlain to access the Glebe;

· 60 additional vehicles per hour will turn right on Sunnyside Avenue and then left onto Bank Street. Some of these vehicles may turn onto Wilton Street to access the Queen Elizabeth Driveway via Queen Elizabeth Place. The recent removal of the eastbound left-turn lane at Sunnyside Avenue and Bank Street has caused eastbound traffic queues to increase. The addition traffic will further increase these queues;

· 60 additional vehicles per hour will use Colonel By Drive northbound via Bronson Place.

· Average travel times for northbound traffic travelling the 1.1 km on Bronson Avenue between Findlay Avenue and Chamberlain Street is expected to approximately double from 160 seconds per vehicle to 300 seconds per vehicle. These additional delays would affect 275 riders on 13 buses operating on OC Transpo Routes #4 and #41; and,

· The effects to the Bronson Avenue/Carling Avenue intersection would be considerable. It is currently heavily congested during the morning peak hour with queues that extend past Fifth Avenue. This situation will worsen due to the volume of traffic that will be diverted as a result of the turn restrictions. It is expected that the average delay for the vehicles travelling northbound through the Carling Avenue intersection would increase from an average of 45 seconds per vehicle to 120 seconds per vehicle, and the average delay to vehicles turning left at Carling Avenue would increase from the observed 75 seconds per vehicle to 180 seconds per vehicle. The additional left-turn volume may also lead to a potential increase in collisions involving northbound left-turning motorists who are already taking risks when turning onto Carling Avenue. Mitigation of these safety concerns is discussed below.

These predictions are based on an assumed high level of compliance. Experience would suggest, however, that some illegal right-turns can be expected, ranging anywhere from 5% to as high as 30% or more, depending on enforcement. The level of violation, of course, influences the resulting traffic-related impacts of these restrictions.

Other benefits and concerns of prohibiting the right turns are listed below in Table 2.

Table 2: Benefits and Concerns of the Right-Turn Prohibition
Benefits	Concerns
· Improves quality of life for residents on Findlay Avenue, Broadway Street, and Torrington Place. · Puts arterial road traffic back onto the arterial roads · Improves the environment for pedestrians and cyclists on local streets. · Negative effects to transit would be somewhat mitigated by the conversion of the third northbound lane on Bronson Avenue over the Bronson Bridge for bus/cycle use.	· Increases out-of-way travel for people whose destination is within the Glebe. · Potential for violation of turn prohibitions that would lessen the effects of the turn prohibitions. · Increased traffic and delays on the various roadways can potentially lead to: o Increased emergency vehicle response times o Increased difficulty for pedestrians crossing Bronson o Driver delay and frustration due to reduced levels of service at intersections along Bronson. o Potential of increase in greenhouse gases caused by increased vehicle idling on Bronson Avenue. o Impacts on other community streets including Sunnyside Avenue, Bronson Place, Percy Street and Lyon Street. o Reduced access to the Queen Elizabeth Driveway during the AM Peak period. o Increased potential of collisions due to increased driver frustration.

Mitigation

The most significant of the negative impacts of the right-turn prohibitions are the increased traffic volumes predicted at the Bronson Avenue/Carling Avenue intersection. This intersection is currently very congested during the morning peak hour, forming long northbound queues of traffic, and experiences an average of 19 collisions per year.  The predominant collision pattern is northbound left-turning vehicles conflicting with southbound through vehicles.  The current collision rate for this type of crash is five times higher at this intersection than the average rate. This is further exacerbated by the large number of southbound drivers running red lights as evidenced in the high number of violations captured by the red-light camera at this location.  This intersection is currently under review in the Safety Improvement Program to reduce the number of collisions and address pedestrian concerns at the intersection.  This review will also take into consideration the City’s transit priority needs as Carling Avenue, between Bayshore Drive and Bronson Avenue, is designated a Transit Priority Corridor in the City’s Official Plan. The collision situation is expected to worsen with implementation of the right-turn prohibitions on Bronson Avenue as an additional 135 vehicles per hour will turn left onto Carling Avenue from northbound Bronson Avenue. These additional vehicles will increase the level of congestion leading to increased delays for motorists and may lead to an increase in the number of collisions due to the increased risk that drivers will accept as they turn left through the intersection.  Remedial measures may include shortening the pedestrian walking distances across the intersection and creating a protected northbound left-turn phase.  It is therefore recommended that the implementation of the right-turn prohibitions on Bronson Avenue be carried out concurrently with the safety improvements currently under review for the intersection of Bronson and Carling Avenues to ensure that safety issues are addressed at this intersection.

Monitoring

As recommended in the draft Area Traffic Management Guidelines, all measures, when implemented, will be monitored and evaluated to ensure that they are operating satisfactorily. One year after implementation, traffic volume, traffic speed and compliance data will be collected to assess the level of improvement that the project has achieved and to assess secondary impacts that may have arisen. Data will be collected on all roads affected or potentially affected by this Plan. Particular attention will be paid to local and collector streets where increases in traffic volume predicted including Sunnyside Avenue, Bronson Place, Percy Street and Lyon Street. If unreasonable traffic occur, measures for their mitigation will be developed.

Three years after implementation, collision rates and patterns will be reviewed and compared with pre-installation experiences. Evaluation reports will be prepared at these two points and the results will be made available. These reports may recommend adjustments to the original plan if concerns have not been adequately addressed or if unacceptable secondary impacts have occurred as a result of the implemented measures.

OTHER ISSUES

Enforcement: Levels of police enforcement are likely to have a direct effect on the levels of compliance, should the recommendations of this report be approved.

Implementation: It is recommended that implementation be carried out with as much advanced notice as possible. This should include roadside announcements (e.g. variable message signs) on Bronson Avenue indicating the proposed changes that are put up at least two weeks before the changes, as well as advertisements in The Citizen, Le Droit and the local community newspaper. Timing of the implementation to coincide with the completion of the Bronson Avenue / Carling Avenue reconstruction would be beneficial as the increased congestion caused by the reconstruction would end at the same time as the increase congestion due to the morning right turn prohibitions.

The turn restrictions can be implemented before the implementation of the Bronson Avenue/Findlay Avenue intersection radius reduction and the conversion of the third northbound lane on the Bronson Bridge over the Rideau Canal provided that clear and adequate signage indicating the turn restrictions is in place south of Findlay Avenue.

The cost of implementing these measures will include:

· The costs of the additional signage,

· The cost of the physical changes of the curb radius at and removal of the channelization at Findlay Avenue; and,

· The cost of road painting associated with the conversion of the third lane on the Bronson Avenue Bridge to a shared cycling/transit lane.

There will be some additional maintenance costs associated with the recommendations related to maintaining the line painting.

CONCLUSIONS

Based on the above analysis, staff conclude that the recommendations as stated at the outset of this appendix should be implemented. The reduction in curb radius at the Findlay/Bronson Avenue intersection can be implemented at a later time, but the other elements of the recommendation must be implemented as a “package” and should not be separated.

It is important to carry out the monitoring and evaluation program to assess the level of improvement that the project has achieved and to assess any secondary impacts that may have arisen one year and three years after implementation.

Document 6: Key Plan