APPENDIX A Technical Paper #1 – Existing Conditions and ... · APPENDIX A Technical Paper #1 – Existing Conditions and ... study area, the Iron Horse Trail is a primary, off-road

APPENDIX A

Technical Paper #1 – Existing Conditions and

Problem/Opportunity Assessment

Technical Paper #1�

UPTOWN WEST NEIGHBOURHOOD TRANSPORTATION STUDY

Existing Conditions and Problem/Opportunity Assessment

Executive Summary

This report presents a summary of existing conditions and background information for the study area.

Various data and reports were reviewed, and a “walk/drive-about” exercise was conducted. Below is a

brief synopsis of the content of the report.

Transportation Network

The transportation network is made up of an integrated system of facilities for multiple user groups –

pedestrians, cyclists, transit users and motorists.

The City recognizes the importance of a convenient, safe, well-designed, efficient, and comfortable

active transportation network, both for commuting and recreational purposes. Within the Uptown West

study area, the Iron Horse Trail is a primary, off-road facility for active transportation (cycling / walking)

along with sidewalks on most roads, an on-road bike route along Dawson Street and bike lands along

Park Street.

Six Grand River Transit routes run through or along the boundaries of Uptown West along Erb Street,

Caroline Street, Westmount Road and King Street. Rapid transit, in the form of light rail transit (LRT) is

planned for the Waterloo Region and will serve both the City of Waterloo and City of Kitchener. Within

the Uptown West Neighbourhood, the LRT will travel southerly along Caroline Street and northerly

along King Street.

The road network in Uptown West is primarily a grid network of 2-lane roads with multiple connections

to the three Regional arterial roads – Erb Street, Westmount Road and King Street.

Existing Traffic Conditions

Within the residential neighbourhood, daily traffic volumes range from a few hundred up to 5,000

vehicles on William Street West. As expected, traffic volumes are higher on Caroline Street South and

Park Street reflecting the adjacent land uses (commercial, higher density residential) and function of the

roadway. Daily traffic volumes on the arterial road network adjacent to the Uptown West

neighbourhood are in the range of 17,000 to over 20,000 vehicles per day.

The speed limit in Uptown West is 50 km/h with the exception of Roslin Avenue South, between

Alexandra Avenue and Lourdes Street (near Our Lady of Lourdes School), where a speed limit of 40 km/h

was recently introduced. Travel speeds were collected at various locations in 2012. Of the data

reviewed, the highest 85th

percentile speed (i.e. 85% of the vehicles travel at or below this speed) was

recorded on Dunbar Road South, between Alexandra Avenue and Dawson Street at approximately 55

km/h. Most of the other streets were found to operate around 50 km/h.

September 6, 2013 i

Uptown West Neighbourhood Transportation Study, Technical Paper #1

Anticipated Growth

The Uptown West neighbourhood is situated adjacent to the Uptown Waterloo Urban Growth Centre,

which consists of a commercial core centred along King Street and complementary transition areas

which provide a buffer between the commercial core and the established low rise residential

neighbourhood. Within the transition area, the City’s Official Plan allows for medium density

development with a maximum height ranging from 20 m to 81 m.

A number of new developments in the study area are in the application process or have been approved

with construction underway. These include the Barrel Yards, 144 Park Street, 31 Alexandra Avenue, The

Red Condominiums and 220-226 King Street South.

Walkability Audit

Walkability is defined as the level of integration of pedestrian facilities and municipal infrastructure,

based on design elements and characteristics of the road environment, that influence the ease in which

pedestrians can move through the network, conveniently, enjoyably and safely. The overall walkability

of the Uptown West neighbourhood was assessed based on a pre-developed walkability checklist. In

general, it was observed that most streets could accommodate cyclists and pedestrians satisfactorily.

Provision of continuous sidewalks and resting areas would be beneficial to encouraging active

transportation within the study area.

Collision Summary

A review of 5-year collision data from Waterloo Regional Police Services was undertaken for the Uptown

West neighbourhood with respect to severity (non-fatal injury, property damage only, non-reportable),

environment condition (clear, rain, snow, freezing rain, fog), and type of impact (approaching, angle,

rear-end, sideswipe, turning movement, single motor vehicle / animal, single motor vehicle / fixed

object, other). Generally, the incidence of collisions in Uptown West is low and no fatal collisions were

recorded. Four intersections within Uptown West were observed to have 10 or more collisions in the 5-

year period – these locations were on the Caroline Street and Park Street corridors.

Parking Management

The City produced an Uptown Parking Strategy Report in 2008, which included the eastern section of the

Uptown West neighbourhood in its study area. A number of recommendations were presented as part

of that report. Additionally, the City’s Transportation Master Plan (TMP) addresses a number of issues

associated with parking and recommends the continuation of applying the guiding principles from the

2008 Uptown Parking Strategy.

Traffic Control Policies

The TMP noted that the best means to achieve effective and safe traffic control is through the uniform

application of realistic policies and standards within a municipality, and warrants for traffic control

devices assist in attaining these goals.

September 6, 2013 ii


Problem and Opportunity

The TMP concluded that continuing to plan and build for the auto mode was not a sustainable nor

affordable approach, and therefore in developing its recommendations, placed an emphasis on

providing people with choice in how they travel, whether for work or leisure. The principles of the TMP

should be the base line for this neighbourhood study.

• Rapid Transit will also provide some opportunities for “thinking outside the box”.

• The study provides the opportunity to review how neighbourhoods in other areas/municipalities have

adjusted to/addressed similar issues.

• Other opportunities include:

- increasing pedestrian and cycling traffic within and through the neighbourhood to access local

and adjacent land use destinations, and

- increasing the safety of all user types, but specifically the vulnerable user groups such as elderly,

school-children, parents with young children and persons with disabilities.

A balance between meeting mobility needs of the greater area and local community needs of the

neighbourhood residents is needed. Community consultation will be an important component of this

study to keep residents informed, and address concerns and perceptions relating to development in the

area.

September 6, 2013 iii


1.0 Transportation Network

The transportation network is made up of facility types for multiple user groups, which include vehicular

traffic, transit vehicles and the active transportation of pedestrians and cyclists.

1.1 Active Transportation Network

The City’s recently approved Transportation Master Plan (TMP) involved the updating of the 2000

Community Trails and Bikeways Master Plan Study and Implementation Plan. The City recognizes the

importance of a convenient, safe, well-designed, efficient, and comfortable active transportation

network, both for commuting and recreational purposes. The TMP presented a recommended bikeway

and trails network for the City to provide alternative travel options to key destinations for employment

and social needs. The Iron Horse Trail is a primary and principally off-road trail linking Waterloo and

Kitchener residents to their respective cores. Recent data (2011) found that there were almost 900 daily

users of the trail, including walkers, runners, and cyclists, near a food store in Uptown Waterloo. Within

the study area, the plan recommends connecting Iron Horse Trail with Erb Street. On-road bike routes

along Allen Street West, William Street West, Avondale Avenue South, Erb Street West, Westmount

Road South, Park Street (south of Allen Street West), and Caroline Street (between Allen Street West

and William Street West), to complement the existing on-road signed bike route along Dawson Street

and bike lanes along Park Street (between Allen Street West and William Street West) were also

recommended. These recommendations are shown in Figure 1-1.

The TMP recommended the following cycling facility types:

• Erb Street West between Westmount Road South and King Street South (Region of Waterloo) – on-

road bike lanes

• Westmount Road South between Kitchener and Erb Street West (Region of Waterloo) – on-road

bike lanes

• Caroline Street South (William Street West to Allen Street West) – on-road bike lanes, and multi-use

trail

• Park Street (Allen Street West to City boundary) – on-road bike lanes

• Avondale Avenue South (Erb Street West to City Boundary) – on-road signed route

• William Street West (Westmount Road South to King Street South) – on-road signed route

• Allen Street West (John Street West to King Street South) – on-road signed route

• John Street West (Allen Street West to Westmount Road South) – on-road signed route

In addition, the TMP identified an improved crossing of Park Street at the Iron Horse Trail crossing.

Recent data (2011) found that the number of users of the Laurel Trail / TransCanada Trail at Waterloo

Park (near Erb Street / Caroline Street) ranged from just over 1,000 to almost 2,600 per day.

1.1.1 Bicycle Parking

There are a number of bike parking facilities strategically located in and around the Uptown core area

for easy access to services, amenities, shopping and social activities. The Uptown Parkade on King Street

South (opposite the Waterloo Public Square) provides sheltered bike parking.

September 6, 2013 1


Figure 1-1: Recommended Bikeway and Trails Network in the Uptown West Neighbourhood�

Source: City of Waterloo – Transportation Master Plan (2011) – Exhibit 12.2

1.1.2 Sidewalks

Given the study area encompasses much of the Uptown Core, there is a high degree of sidewalk

infrastructure in place connecting people to the many services and amenities available. Figure 4-2 shows

existing sidewalk infrastructure in the study area, covering more than 20 kilometres.

1.1.3 Schools

Our Lady of Lourdes School is located in the study area with sidewalk access on both Lourdes Street and

Roslin Avenue South. Although Empire Public School is located outside of the study area (west of

Westmount Road South), school children from the Uptown West neighbourhood are enrolled there due

to school boundaries and must travel outside of the neighbourhood. There is one adult school crossing

guard within the study area – at the intersection of Westmount Road South / William Street West – and

no school safety patrols.

September 6, 2013 2


1.2 Transit Network

1.2.1 Grand River Transit

The Region of Waterloo’s Grand River Transit (GRT) travels over 12 million kilometres per year

throughout the cities of Cambridge, Kitchener, and Waterloo, on a fixed route schedule. GRT operates

218 buses (6 are Hybrid Electric buses, and 196 are equipped with accessibility features). All GRT buses

are equipped with bicycle racks on the front of the bus. GRT also operates 29 MobilityPLUS1

vehicles.2

GRT provides transit service along regional arterial roads within the study area (including Erb Street

West, Westmount Road South, King Street South), and sections of major collector roads: Caroline Street

South (from Erb Street West to William Street West), and William Street West (from Caroline Street

South to King Street South), as shown in Figure 1-2.

Figure 1-2: Kitchener – Waterloo Transit Route Map

Source: Grand River Transit – 2014 Kitchener-Waterloo Route Map

1 This is a specialized service provided by GRT for mobility-impaired individuals to and from specific destinations within

Kitchener, Waterloo and Cambridge city limits, as well as in Wilmot, Woolwich, Wellesley and North Dumfries townships

through Kiwanis. 2

Region of Waterloo Grand River Transit (2011): http://www.grt.ca/en/doingbusiness/fastfacts.asp

September 6, 2013 3

http://www.grt.ca/en/doingbusiness/fastfacts.asp


1.2.2 Rapid Transit System

Rapid transit is a public transportation system operating mainly on a dedicated “rapidway”, that is,

travel lanes for the exclusive use of transit. By operating separately from traffic, rapid transit is a more

efficient, reliable, comfortable, convenient, and effective way to travel.3

The City of Waterloo’s rapid transit system is planned to provide connections between major urban

centres of Cambridge, Kitchener, and Waterloo. Stage 1 of the rapid transit system will provide light rail

transit (LRT)4

service between Conestoga Mall in the City of Waterloo and Fairview Park Mall in the City

of Kitchener (this section is shown in Figure 1-3), and adapted bus rapid transit (aBRT)5

between

Fairview Park Mall in the City of Kitchener and the Ainslie Street Terminal in the City of Cambridge, for a

total of 22 stations along the transit corridor. Completion of construction and start of operations of

Stage 1 is scheduled for 2017.

Within the Uptown West Neighbourhood, the LRT will travel southerly along Caroline Street and

northerly along King Street.

Figure 1-3: Waterloo Region Transit System Route Map

Legend Future Transit Hub

Rapid Transit Station

Stage 1 LRT

Stage 2 LRT

Stage 1 aBRT

Conceptual 2018+ Express Bus Network

Conceptual 2018+ Local Bus Network

Future GO Rail Transit

Regional Road

Highway

River

Study Area

Source: Region of Waterloo – Rapid Transit – Transit System Route Map (2012)

3 Region of Waterloo – Rapid Transit (2012)

4 LRT features electric trains running along tracks on a rapidway separate from regular traffic.

5 aBRT features buses driving in regular traffic, but with special provisions to make them faster, consistent and convenient:

frequent service, limited stops, pre-boarding fares, signal priority, queue jumping, bus by-pass shoulders, bicycle and pedestrianamenities, passenger information systems.

September 6, 2013 4


1.2.3 Integration of Transit

GRT’s approved 2011-2014 Business Plan outlines transit service improvements that would contribute to

achieving the ridership growth targets in the Moving Forward 2031 Regional Transportation Master Plan

(RTMP). The plan specifically identifies GRT network restructuring to improve the system and provide

seamless connections between bus and rail service (i.e. integration of the LRT in Kitchener-Waterloo and

the aBRT in Cambridge).

1.3 Road Network

The roads in Uptown West form a grid network with multiple connections to the three Regional arterial

roads – Erb Street, Westmount Road and King Street – that form three sides of the study area boundary.

The Uptown West study area road network is shown in Figure 1-4.

The TMP reviewed street classification at the citywide (macro) level, based principally on how streets

connected to one another in the network. Currently, the classifications of three roads in Uptown West

have been deferred until the completion of this study (also shown in Figure 1-4). A review of the road

classifications at a more detailed level than the TMP will be undertaken as part of this study.

Figure 1-4: Road Network

Source: City of Waterloo – Official Plan (2012) – Road Classification System – Schedule “E”

September 6, 2013 5


1.4 Overview of Mode Share

The TMP presented a summary of City-wide travel characteristics based on the 2006 Transportation

Tomorrow Survey (TTS), a database of travel characteristics for south-central Ontario. The TMP report

included the following summary relating to mode share of trips that originated in the City:

Mode %

Walking 7

Cycling 1

Public transit 4

Motor vehicle 88

Source: City of Waterloo – Transportation Master Plan (2011)

The TMP also presented current levels of cycling and walking in the City, categorized by wards. The

following data was presented for Ward 7, which includes the Uptown West area:

• 13% of trips are made by walking

• 2% of trips are made by cycling

2.0 Existing Traffic Conditions

Traffic counts conducted by the City of Waterloo at various locations in the Uptown West

neighbourhood were reviewed. Traffic count data going back as early as the year 2000 were included in

this review; however the assessment of traffic conditions focused on the most recent four years (2010

to 2013) as shown in Figure 2-1.

Average (weekday) daily traffic (ADT) volumes on the arterial road network adjacent to the Uptown

West neighbourhood are in the range of 17,000 to over 20,000 vehicles per day. These volumes are

typical for a Regional arterial road. Within the residential neighbourhood, daily volumes range from a

few hundred up to 5,000 vehicles on William Street West. As expected, traffic volumes are higher on

Caroline Street South and Park Street reflecting the adjacent land uses (commercial, higher density

residential) and function of the roadway.

Automated traffic recorder (ATR) volumes were also available at select locations within the study area

for 2012. ATR volumes were collected for sections of roads within Uptown West, and are also included

in Figure 2-1.

September 6, 2013 6


Figure 2-1: Traffic Volumes in the Uptown West Neighbourhood�

September 6, 2013 7


Following the outcome of the Residential Uptown Transportation Study (RUTS) in 2002, traffic calming

and traffic controls were implemented on some streets, some of which are still in place today.

Three speed bumps exist along the eastbound direction of John Street West: two between Westmount

Road South and Roslin Avenue South, and one between Roslin Avenue South and Dunbar Road South.

Four speed bumps exist along the westbound direction of John Street West: two between Westmount

Road South and Roslin Avenue South, and two between Roslin Avenue South and Dunbar Road South. A

30 km/h warning sign is posted at these locations.

A raised crosswalk exists on William Street West at Euclid Avenue. In addition to the RUTS work,

improvements were made on Park Street at the William Street West intersection, and a pedestrian

island was installed south of Allen Street West. In addition, Caroline Street South between Erb Street

West and William Street West was re-constructed from 4 lanes to 2 lanes with pedestrian islands for

crossing the road, bike lanes, and on-street parking.

The City’s speed limit is 50 km/h unless otherwise posted, therefore, a speed limit of 50 km/h is

assumed across the neighbourhood, with the exception of Roslin Avenue South, between Alexandra

Avenue and Lourdes Street (near Our Lady of Lourdes School), where a speed limit of 40 km/h was

recently introduced.

Speed data in the form of 85th percentile speed6

were reviewed to determine any areas of concern.

Speed data was collected on most roads within the study area, but excluded Hillcrest Avenue, Dawson

Street, and Willis Way. Table 2-1 and Figure 2-2 summarize the findings of this review by showing most

recent speed data for sections of streets within the study area. Locations at which the 85th

percentile

speed was found to be greater than 50 km/h have been identified in red in Table 2-1. Of the data

reviewed, the highest 85th

percentile speed was recorded on Dunbar Road South, between Alexandra

Avenue and Dawson Street in 2012 (~55 km/h). Most of the other streets were found to operate around

50 km/h.

6 85

th percentile speed – 85% of drivers are travelling at or below this speed.

September 6, 2013 8


Table 2-1: 85th

Percentile Speed Summary

85th

percentile speed recorded in 2010/2012

No. Street Location

85th

percentile

speed

(Km/h)

Year

1. Alexandra Avenue Menno Street & Euclid Avenue 46.9 2012

2. Alexandra Avenue Roslin Avenue South & Dunbar Road South 43.7 2012

3. Allen Street West Esson Street & Park Street 53.0 2012

4. Avondale Avenue Alexandra Avenue & Dawson Street 49.3 2012

5. Avondale Avenue Allen Street West & Norman Street 47.1 2012

6. Belmont Avenue Union Boulevard & John Street West 48.0 2012

7. Dawson Street Roslin Avenue South & Dunbar Road South 42.0 2012

8. Dietz Avenue South Lourdes Street & Dawson Street 53.4 2012

9. Dunbar Road South John Street West & Allen Street West 41.0 2012

10. Dunbar Road South Alexandra Avenue & Dawson Street 54.6 2012

11. Dunbar Road South Allen Street West & Norman Street 52.0 2012

12. Dunbar Road South Norman Street & William Street West 49.0 2012

13. Esson Street John Street West & Allen Street West 45.1 2012

14. Euclid Street Alexandra Avenue & Dawson Street 47.7 2012

15. John Street West Roslin Avenue South & Dunbar Road South 41.1 2012

16. John Street West Severn Street & Belmont Avenue 48.4 2012

17. John Street West Westmount Road South & Roslin Road South 35.0 2012

18. Menno Street Dawson Street & Erb Street West 43.7 2012

19. Norman Street Avondale Avenue South & Park Street 51.5 2012

20. Norman Street Roslin Avenue South & Dunbar Road South 36.2 2012

21. Roslin Avenue South Alexandra Avenue & Lourdes Street 53.7 2012

22. Roslin Avenue South John Street West & Norman Street 53.3 2012

23. William Street West Avondale Avenue South & Euclid Avenue 54.1 2012

24. William Street West Dunbar Road South & Avondale Avenue South 49.2 2012

25. William Street West Roslin Avenue South & Dunbar Road South 48.4 2012

26. York Street John Street West & Allen Street West 46.0 2012

September 6, 2013 9


Figure 2-2: 85th

Percentile Speed Summary

September 6, 2013 10


3.0 Anticipated Growth

The Uptown West neighbourhood is situated adjacent to the Uptown Waterloo Urban Growth Centre. In

fact, the study area for the UWNTS includes a portion of the Urban Growth Centre. The Uptown

Waterloo growth centre consists of a commercial core centred along King Street and complementary

transition areas which provide a buffer between the commercial core and the established low rise

residential neighbourhood (see Figure 3-1). The City’s Official Plan (OP) height and density Schedule B1

allows for the following in the transition area:

• medium density development with a maximum height of 20 m,

• medium-high density with a maximum height of 40 m, and

• high density development with a maximum height of 81 m (located primarily along King Street and

Caroline Street).

Figure 3-1: Uptown Waterloo Urban Growth Centre

Source: City of Waterloo – Official Plan (2012) – Uptown Waterloo Urban Growth Centre – Schedule “B2”

The Erb Street corridor is another area of potential redevelopment and intensification. The City’s OP

identifies Erb Street as a minor corridor (with respect to land use / zoning plans for development /

intensification purposes) with medium to medium-high density designations in the study area.



A number of new developments in the study area are in the application process or have been approved

with construction underway. These developments include, but are not limited to:

Name / Location Development description Peak Hour Trips1

(AM / PM)

BarrelYards

Erb Street West and Father

David Bauer Drive

• residential apartments/condominiums (858

units)

• live/work units (12 units)

• hotel (160 suites)

• office towers (198,000 sf) with ground floor

retail space (15,000 sf)

• full build out will include additional

apartments, townhouses and a retirement

residence

447 / 579

144 Park Street • Tower 1 (21 Allen Street)

• 19 storey building


units)

• townhouses (9 units)

• Tower 2 (155 Caroline Street)

• 18 storey building


units)


79 / 96

99 / 120

31 Alexandra Avenue • residential condominiums (146 units)


77 / 75

The Red Condominiums

186-188 King Street South


units)

• ground floor retail space (4,122 sf)

27 / 43

220-226 King Street South • 6 storey building


units)

• ground floor commercial space (3,073 sf)

25 / 37

1. Information on net peak hour trips from associated traffic impact study reports.

4.0 Walkability Audit

Walkability is defined as the level of integration of pedestrian facilities and municipal infrastructure,

based on design elements and characteristics of the road environment, that influence the ease in which

pedestrians can move through the network, conveniently, enjoyably and safely. A walkability audit is a

subjective assessment of walkability that is intended to generate discussion about how neighbourhoods

can become more pedestrian-friendly.

The overall walkability of the Uptown West neighbourhood was assessed based on a pre-developed

walkability checklist. For each category (i.e. sidewalks, crossings, traffic, safety, and walking experience)

within the checklist, points were awarded based on the perceived walkability. Main findings arising from

the Uptown West neighbourhood walkability audit are summarized in Figure 4-1 and Figure 4-2.



Figure 4-1: Walkability Summary

Date / Time: Summer 2013 / Daytime

Weather conditions: Clear

Score: 0 = Never; 1 = Rarely; 2 = Sometimes; 3 = Mostly; 4 = Always

Score Comment

Traffic

1. Is there heavy interaction between

vehicles and pedestrians?

1 Few vehicle-pedestrian conflicts observed within study

area.

2. Is there sufficient space between the

sidewalk and the road?

3 No obvious issues with respect to buffer between vehicles

and pedestrians.

3. Is a traffic light enough to make walking

pleasant (i.e. not too many large trucks,

exhaust fumes, and noise)?

3 Environment is mostly pleasant.

4. Is the speed limit suitable for this

neighbourhood?

2 City speed limit is 50 km/h within the study area, with the

exception of Roslin Avenue South between Alexandra

Avenue and Lourdes Street, where a speed limit of 40

km/h was recently implemented.

5. Do drivers obey the speed limit and

other traffic laws?

3 Mostly.

6. Do drivers yield when appropriate? 3 Yes.

7. Does road design (e.g., speed bumps

and extended curbs at corners) help

reduce speed of traffic?

3 Speed bumps:

• John Street, west of Westmount Road South

Centre median, On-street parking:

• Various locations

8. Are drivers careful (i.e. they are mindful

of pedestrians at driveways, crosswalks,

and parking lots)?

3 Yes.

9. Are drivers careful not to splash

pedestrians when there are puddles on

the roads?

2 Sometimes.

10. Are cyclists careful around pedestrians?

Do they dismount when approaching

pedestrians, or do they travel slowly,

use their bells and leave plenty of room

between their bike and the pedestrians?

3 Yes.

11. Are there sidewalks and/or crosswalks? 2 Marked crosswalk:

• Various locations

Missing sidewalk:*

• Alexandra Avenue – Security Avenue to Roslin Avenue

South (south side)

• Beverly Street – Lourdes Street to Erb Street West

(west side)

• Dietz Avenue South – Westmount Road South to

Lourdes Street (west side)

• Dawson Street – Dietz Avenue South to Roslin Avenue

South (both sides)

• Dunbar Road South – Dawson Street to Erb Street

West (east side)

• Norman Street – Westmount Road South to Roslin

Avenue South (north side); Roslin Avenue South to

Dunbar Road South (both sides)



Score Comment

• Roslin Avenue South – John Street West to William

Street West (both sides); William Street West to

Alexandra Avenue (east side)

Personal Safety

1. Do pedestrians feel safe in their

environment?

3 Yes.

2. Are pedestrians able to cross at

crosswalks, or where they can see and

be seen by drivers?

3 All-way stop control:

• Alexandra Avenue / Dunbar Road South

• Alexandra Avenue / Euclid Avenue

• Alexandra Avenue / Roslin Avenue South

• Allen Street West / Avondale Avenue South

• Allen Street West / Caroline Street South

• Avondale Avenue South / Alexandra Avenue

• Avondale Avenue South / Dawson Street

• Dawson Street / Euclid Avenue

• Dawson Street / Roslin Avenue South

• John Street West / Belmont Avenue

• William Street West / Dunbar Road South

• William Street West / Euclid Avenue

Stop sign:

• Various intersections

Raised crosswalk:

• William Street at Euclid Avenue

Pedestrian island:

• Park Street at William Street and Allen Street

• Caroline Street South between William Street West

and Willis Way

3. Are pedestrians able to cross at the

signals?

3 Pedestrian signal:

• Westmount Road South at Dietz Avenue South

• Erb Street West / Roslin Avenue South

Traffic signal:

• Caroline Street South / William Street West

• Erb Street West / Caroline Street South

• Erb Street West / Father David Bauer Drive

• Erb Street West / King Street South

• Erb Street West / Westmount Road South

• King Street South / Allen Street West

• King Street South / William Street West

• King Street South / Willis Way

• King Street South / Union Boulevard

• Park Street / John Street West

• Westmount Road South / William Street West

4. Are pedestrian crossing times sufficient

to get across the road?

Yes.

5. Are there sufficient crossing

opportunities for pedestrians (e.g.

midblock, so pedestrians do not have to

walk to an intersection to cross the

road)?

Yes.

6. Are sidewalks accessible (i.e. can they

accommodate people who use mobility

devices)?

Yes.

7. Is the road well-lit at night? 3 Yes.



Score Comment

8. Do pedestrians feel safe walking at

night?

3 Yes.

9. Are there lots of other people around? 2 Sometimes.

10. Are there people who scare you or

make you uncomfortable?

1 Not usually.

11. Are there houses and stores where you

could go in case of trouble?

1 It depends on location of pedestrian within the study area.

12. Are there phones you could use to call

for help?


13. Is your route free of suspicious people,

vandalism, crime and disturbing graffiti?

3 Yes.

14. Are there police, security guards, or a

park or pathway patrol on your walking

route?

1 Not usually.

15. Are dogs properly controlled by their

owners?

3 Yes.

Walking Experience

1. Are there pleasant and supportive

routes for pedestrians?

3 Yes.

2. Are there natural elements such as

water, gardens, green space, birds,

flowers, trees or wildlife to look at along

the road?

3 Trees and gardens line most streets.

3. Are there interesting things to see such

as statues, fountains, interesting old

buildings or beautiful architecture?


4. Is it clean (i.e. no litter or trash,

including houses and businesses)?

3 Yes.

5. Is there a lot of air pollution due to

automobile exhaust?

2 Sometimes.

6. Are there other people out walking? 2 Sometimes.

7. Are there shady places with benches

that can provide pedestrians with a

comfortable place to sit and take a rest?

1 Not usually.

8. Are there public washrooms for

pedestrians to use easily and safely?

1 No.

9. Are there trees, building awnings and

bus shelters that can offer protection

from the sun, rain and wind?

1 Trees are abundant, but not shelters.

10. Can pedestrians easily access public

transit, so that they have options in the

event they become tired, etc.?


11. Can pedestrians easily get a drink at a

water fountain?

2 No.

12. Is the overall walking environment

pleasant?

3 Yes.

In general, it was observed that most streets could accommodate cyclists and pedestrians satisfactorily.

Provision of continuous sidewalks and resting areas would be beneficial to encouraging active

transportation within the study area.



Figure 4-2: Main Walkability Findings�



5.0 Collision Summary

Summaries of collision reports from Waterloo Regional Police Services were reviewed. Table 5-1 and

Table 5-2 summarize the 5-year collision data (2008-2012) on City roads within the study area.

Table 5-1: 2008-2012 Collision Summary – At Intersections

Location Total Collisions

Alexandra Avenue Euclid Avenue 3

Allen Street West Avondale Avenue South 1

Caroline Street 8

Caroline Street South John Street West 3

Alexandra Avenue 4

William Street West 10

Dawson Street Dietz Avenue South 1

Dunbar Road South 1

Avondale Avenue 1

Euclid Avenue 1

John Street West Dunbar Road South 1

Severn Street 1

Allen Street West / Roslin Avenue South 1

Belmont Avenue West 1

Esson Street 2

Park Street 11

Lourdes Street Dietz Avenue South 1

Norman Street Avondale Avenue South 1

Park Street Allen Street West 14

Norman Street 1

William Street West 10

William Street West Roslin Avenue South 2

Dunbar Road South 2

Avondale Avenue South 5

Euclid Avenue 1

Total 87



Table 5-2: 2008-2012 Collision Summary – Midblock Locations

Location Total Collisions

Alexandra Avenue Melbourne Crescent & Empire Street 1

Dunbar Road South & Avondale Avenue South 1

Menno Street & Euclid Avenue 1

Euclid Avenue & Short Street 1

Allen Street West Roslin Avenue South & Dunbar Road South 1

Dunbar Road South & Avondale Avenue South 2

Esson Street & York Street 1

Avondale Avenue South William Street West & Alexandra Avenue 1

Caroline Street South John Street West & Allen Street West 1

Allen Street West & William Street West 1

Freemont Street & Norman Street 1

William Street West & Alexandra Avenue 1

Alexandra Avenue & Willis Way 1

Father David Bauer Drive & Erb Street West 8

Dawson Street Westmount Road South & Dietz Avenue South 1

Roslin Avenue South & Dunbar Road South 1

Avondale Avenue South & Menno Street 1

Dietz Avenue South Westmount Road South & Lourdes Street 2

Dunbar Road South William Street West & Alexandra Avenue 1

Alexandra Avenue & Dawson Street 1

Dawson Street & Erb Street West 2

Esson Street City Limit & John Street West 1

John Street West & Allen Street West 3

Euclid Avenue William Street West & Alexandra Avenue 2

Alexandra Avenue & Dawson Street 2

Father David Bauer Drive Westmount Road North & Erb Street West 1

Erb Street West & Caroline Street South 1

John Street West Allen Street West / Roslin Avenue South 1

Roslin Avenue South & Dunbar Road South 1

Avondale Avenue South & Severn Street 1

Lourdes Street Cul-De-Sac Circle Start & Alexandra Avenue 1

Ashton Crescent & Kingsley Crescent 1

Menno Street Alexandra Avenue & Dawson Street 1

Norman Street Roslin Avenue South & Dunbar Road South 1

Avondale Avenue South & Belmont Avenue 1

Belmont Avenue & Park Street 2

Park Street John Street West & Allen Street West 2

Roslin Avenue South Dawson Street & Erb Street West 1

Severn Street John Street West & Allen Street West 1

Short Street Alexandra Avenue & North End 1

William Street West Euclid Avenue & Park Street 2

Caroline Street South & King Street South 1

Kuntz Lane & King Street South 1

York Street John Street West & Allen Street West 1

Total 61



From the data reviewed, the following intersections were noted to experience more than 10 collisions

between 2008 and 2012:

• Caroline Street South / William Street West

• John Street West / Park Street

• Park Street / Allen Street West

• Park Street / William Street West

Caroline Street South / William Street West and John Street West / Park Street are signalized

intersections, and the streets are known to be busy and carry larger volumes of traffic. Collisions at

these locations may be attributed to higher numbers of turning movements at these intersections.

Collisions at Park Street / Allen Street West may be attributed to driver error, as it is understood that

many drivers appear to treat the intersection as an all-way stop (as at Caroline Street / Allen Street

West, which is approximately 100 m east of Park Street / Allen Street West).

Park Street / William Street West intersection is controlled by an urban smart channel on Park Street at

William Street West that operates with a yield sign for northbound right-turning vehicles, and a stop

sign for northbound left-turning vehicles. Park Street is offset to the east, just north of William Street

West, which may contribute to the frequency of collisions at this location. In addition, Park Street and

William Street West are known to be busy and carry larger volumes of traffic, which increases the

opportunity for collisions due to higher numbers of turning movements at the intersection.

Other intersections which were identified as having relatively higher frequency of collisions include

Caroline Street South / Allen Street South and Caroline Street South / Alexandra Avenue. Caroline Street

South / Allen Street South is an all-way stop controlled intersection, and both streets carry larger

volumes of traffic, which increases the opportunity for collisions due to higher numbers of turning

movements at the intersection. Alexandra Avenue ends at Caroline Street South, and eastbound traffic

on Alexandra Avenue is controlled by a stop sign at the intersection of Caroline Street South. Alexandra

Avenue is directly opposite to an access of the Waterloo Town Square South Parking Lot, which may

cause issues as drivers attempt various movements.

For collisions that occurred at midblock locations, 8 collisions were recorded on Caroline Street South

between Father David Bauer Drive and Erb Street West during the 5-year period. This could be

attributed to conflicts between vehicles driving along Caroline Street South and those entering or exiting

accesses on either side of the road (there are two accesses on the west side of Caroline Street South,

and one on the east side). There is a northbound left-turning lane, but no such lane in the southbound

direction in this area. This can cause issues for southbound left-turning vehicles wishing to enter access

on east side of street. There are also no taper lanes for drivers to exit these accesses, which may have

contributed to issues along this higher-volume street.

All other locations within Uptown West experienced 4 or fewer collisions over the 5-year period.

The severity of the collision, the environment conditions, and type of impact were reviewed for

collisions that occurred within Uptown West.


Figure 5-1 presents the severity of collisions recorded at intersections and at midblock locations for the

5-year period. The majority of these collisions resulted in property damage only.

Figure 5-1: Severity of Collisions (5-year, City Roads)

Non-reportable

2% Non-fatal injury

22%

Property Damage Only

76%

Collisions at Intersections

Non-fatal injury

13%

Non-reportable

2%

Property Damage Only

85%

Collisions at Midblock Locations

Overall, 82% of collisions at intersections in Uptown West occurred during clear conditions; 9% occurred

in snowy conditions; 7% occurred in rainy conditions; and 1% occurred during freezing rain and fog.

Overall, 88% of collisions at midblock locations that occurred in the study area over the 5-year period

happened in clear conditions, while 7% and 5% occurred in snowy and rainy conditions, respectively.

This is shown in Figure 5-2.

Figure 5-2: Environmental Conditions (5-year, City Roads)

Clear

82%

Snow

9%

Rain

7%

Freezing Rain

1% Fog

1%


Rain

5%

Snow

7%

Clear

88%

Collisions at Midblock Locations



With respect to type of impact, the majority (almost 50%) of collisions at intersections were classified as

“angle”, while almost 20% were classified as “rear-end” collisions. At midblock locations, 40% of

collisions were classified as “turning movement”. Figure 5-3 shows the various types of impacts of

collisions which occurred at intersections and at midblock locations in Uptown West during the 5-year

period.

Figure 5-3: Type of Impact (5-year, City Roads)

Rear-end

20%

Sideswipe

6%

Angle

46%

Turning

Movement

11%

SMV / Animal

3%

SMV / Fixed Object

8% Approaching

6%


Rear-end

3%

Angle

16%

Sideswipe

8%

Approaching

18%

Turning

Movement

40%

SMV / Animal

11%

SMV / Fixed Object

2%

Other

2%

Collisions at Midblock Locations SMV = single motor vehicle




A summary of collisions that occurred on the Regional roads adjacent to Uptown West was also

reviewed. In comparison to the roads within Uptown West, the frequency of collisions on the Regional

roads was much higher, reflecting the higher traffic volumes on these roads.

Within Uptown West, approximately 60% of collisions occurred at intersections, while 40% of collisions

occurred at midblock locations during the 5-year period between 2008 and 2012. On the Regional roads

that are adjacent to Uptown West, it was found that approximately 70% of collisions occurred at

intersections while 30% of collisions occurred at midblock locations during the 5-year period between

2007 and 2011. This implies that the majority of collisions were observed to occur at intersections.

Figure 5-4 shows the number of collisions by locations (i.e. at intersections or at midblock locations)

recorded on City roads compared to Regional roads, for the respective 5-year periods.

Figure 5-4: Number of Collisions and Locations

87

410

61

183

0

100

200

300

400

500

600

700

City Roads (2008-2012) Regional Roads (2007-2011)

Nu

mb

er o

f C

olli

sio

ns

(5-y

ear)

Midblock

At Intersection

It should be noted that no fatal collisions occurred on City roads, nor Regional roads, within the study

area during the respective 5-year periods.

Figure 5-5 highlights areas for further investigation based on the review of collision data within the

study area. This figure shows the 4 intersections along City roads which were noted to experience more

than 10 collisions between 2008 and 2012, as well as Caroline Street South / Allen Street West (8

collisions between 2008 and 2012), and Avondale Avenue South / William Street West (5 collisions

between 2008 and 2012). It also shows the section of Caroline Street South on which 8 collisions

occurred between 2008 and 2012. Figure 5-5 also shows locations along Regional roads (intersections as

well as midblock locations) which experienced 5 or more collisions between 2007 and 2011.



Figure 5-5: Flagged Areas based on Collision Data�



6.0 Parking Management

Parking is permitted on-street and in lots in accordance with the City’s applicable by-laws.

The City produced an Uptown Parking Strategy Report in 2008, which included the eastern section of the

Uptown West neighbourhood in its study area. A number of recommendations were presented as part

of the report to achieve guiding principles including:

• Maintain an appropriate supply of affordable, secure, convenient and appealing shared public

parking that is accessible to all segments of the community.

• Enhance the attractiveness of Uptown Waterloo by utilizing progressive urban design principles that

support compact urban development, walk ability, safety, security and visual appeal.

• Encourage and support sustainable economic development in the urban core by engaging the

private sector in partnerships for the provision of strategically located municipal parking structures.

• Provide facilities and programs that support public transit, taxis, ride sharing, cycling and walking by

demonstrating Transportation Demand Management Leadership.

• Operate as a financially self-sustaining parking enterprise in order to effectively deliver services that

support good urban design, economic development and transportation demand management.

• Engage the Community in consultation to support decision making and operate with transparency

by regularly communicating with Community stakeholders.

The TMP addresses a number of issues associated with parking and recommends continuation of

applying the guiding principles from the 2008 Uptown Parking Strategy.

The TMP recommends that the City modify its current full year round restriction on overnight on-street

parking, subject to the 2012-2014 budget, so that such parking, where deemed appropriate by

systematic reviews, is only restricted during winter months in order to maximize the transportation and

social use of streets.

7.0 Traffic Control Policies

The TMP noted that the best means to achieve effective and safe traffic control is through the uniform

application of realistic policies and standards within a municipality, and warrants for traffic control

devices assist in attaining these goals. Traffic signals, including pedestrian signals fall under the

jurisdiction of the Region of Waterloo, which does not support the use of unwarranted signals.

The TMP identified three policy options for dealing with traffic controls:

• Provide additional warrants for traffic control devices not currently covered by the City’s warranting

procedures;

• Modify existing City warrants to adhere to provincial/federal standards and/or recent research

findings; or

• Maintain existing City warrants.

The TMP recommended that the City maintain existing traffic control device warrants, and introduce

new warrants for roundabouts. The justification for maintaining (and expanding) the City’s existing

traffic control device warrants, include the attainment of benefits such as:



• Providing a relatively consistent application of traffic control.

• Establishing priority funding of traffic control devices in a fair and logical approach.

• Reducing cases where traffic control is excessive or inappropriate, which causes additional person-

delay and emissions.

• Reducing the potential for road user apathy and non-compliance, which may lead to an increase in

collisions.

• Facilitating the ability to effectively regulate and enforce traffic regulations and by-laws.

• Providing the development community with a benchmark for establishing appropriate traffic control

devices related to their development proposal impact.

8.0 Problem / Opportunity

8.1 Problem

• While the future rapid transit system will serve as a means to decrease auto dependency within the

neighbourhood and promote transit and active transportation, it will also attract developments,

which can cause an increase in trips by all modes of transportation. Residents have expressed

concerns regarding potential increased traffic volumes through the study area as a result of

development, and how the residential character of the Uptown West low rise neighbourhood may

be impacted.

• The existing road network provides challenges due to the physical constraints such as short block

lengths and closely spaced intersections, particularly in the King/Caroline/Park/William area. These

constraints reduce the effective movement of traffic on the higher order roads. Rapid Transit will

add a further complication in this section.

• The arterial road network falls under the jurisdiction of the Region of Waterloo and therefore, this

study will be limited in its recommendations for the arterial roads.

8.2 Opportunity

The TMP concluded that continuing to plan and build for the auto mode was not a sustainable nor

affordable approach, and therefore in developing its recommendations, placed an emphasis on

providing people with choice in how they travel, whether for work or leisure. The principles of the TMP

should be the base line for this neighbourhood study.

• Rapid Transit will also provide some opportunities for “thinking outside the box”.

• The study provides the opportunity to review how neighbourhoods in other areas/municipalities

have adjusted to/addressed similar issues.

• Other opportunities include:

- increasing pedestrian and cycling traffic within and through the neighbourhood to access local

and adjacent land use destinations, and

- increasing the safety of all user types, but specifically the vulnerable user groups such as elderly,

school-children, parents with young children and persons with disabilities.

A balance between meeting mobility needs of the greater area and local community needs of the

neighbourhood residents is needed. Community consultation will be an important component of this

study to keep residents informed, and address concerns and perceptions relating to development in the

area.


Documents

APPENDIX A Technical Paper #1 – Existing Conditions and ... · APPENDIX A Technical Paper #1 – Existing Conditions and ... study area, the Iron Horse Trail is a primary, off-road