Report to/Rapport au :

Transportation and Transit Committee/

Rapport au Comité des transports et des services de transport en commun

and Council/et au Conseil

27 May 2002/27 mai 2002

Submitted by/Soumis par: R.T. Leclair, General Manager/Directrice générale

Transportation, Utilities and Public Works/Transports, Services et Travaux publics

Contact/Personne-ressource: Richard Hewitt, Director of Infrastructure Services/Directeur des services et travaux publics

580-2424, ext. 21268, richard.hewitt@ottawa.ca

Ref No.: ACS2002-TUP-INF-0010

SUBJECT: PRELIMINARY DESIGN FOR BANK STREET FROM RIDEAU CANAL BRIDGE TO BILLINGS BRIDGE

OBJET: CONCEPTION PRÉLIMINAIRE DE LA RUE BANK, DU PONT DU CANAL RIDEAU À BILLINGS BRIDGE

REPORT RECOMMENDATION

That the Transportation and Transit Committee and Council receive the design of the underground and roadway modifications of Bank Street from Rideau Canal Bridge to Billings Bridge, including all the streetscaping elements, and authorize staff to acquire the property necessary to accommodate the proposed roadway modifications.

RECOMMANDATION DU RAPPORT

Que le Comité des transports et des services de transport en commun et Conseil prenne connaissance de la conception des modifications (souterraines et à la chaussée) devant être apportées à la rue Bank, du pont du canal Rideau à Billings Bridge, y compris les éléments de paysage de rue, et autorise le personnel à acquérir les propriétés nécessaires pour permettre les modifications projetées à la chaussée.

BACKGROUND

In 1994, the former Region of Ottawa-Carleton identified the need to reconstruct Bank Street, from the Rideau Canal Bridge to Billings Bridge. The following objectives for the reconstruction were identified:

· Standardization of the pavement and sidewalk widths

· Creation of a more uniform centreline alignment

· Burial of overhead utilities

· Improvements of existing underground utilities, sewers and services

· Improvements to the operational features of intersections

A consultant was retained to prepare the design drawings and contract documents for the project. Some work was completed in anticipation for general construction, including:

· The conversion of the Hydro from overhead to underground in 1994. (The existing poles and wiring are for streetlights only. These will be replaced with new streetlights as part of this project)

· The replacement of the gas mains undertaken in 1995.

EXISTING CONDITIONS

The existing roadway is a major north-south four lane arterial urban roadway, with parking on both sides and a 50km/h posted speed. On-street parking is restricted during the peak hours in the appropriate direction. The traffic speed survey results (December 03, 2001, weekday-non peak hour) indicate a compliance of 88% with the 85^th percentile speed of approximately 50km/hr.

There are five signalized intersections along Bank Street within the project limits: Riverdale Avenue, Cameron Avenue, Belmont/Glen Avenues, Sunnyside Avenue and Aylmer Avenue. There are no auxiliary turn lanes within the project limits except for the Sunnyside Avenue eastbound left-turn lane. There are six other minor intersections with Bank Street - Chesley Street, Ossington Avenue, Grove Avenue, Hopewell Avenue, Euclid Avenue and Echo Drive.

The current roadway cross-section is not uniform with pavement widths ranging from about 13 m to over 14 m and sidewalks ranging from about 1.8 m to approximately 2.7 m. The right-of-way width is 18 m and narrow. The adjacent buildings are on the property line in most cases.

The existing utilities (hydro, gas, telephone) are in the Bank Street corridor within the project limits. Hydro was originally an overhead installation on wooden poles, many of which are still within the roadway surface. Currently, only streetlighting and its associated wiring remain on these wooden poles. The telephone installations require upgrading.

Some of the sewers and the watermain are in a poor state of repair and require replacement. Sections of the sewer systems, which are combined (sanitary and storm), will be separated. The existing combined sewer will be used exclusively for sanitation and a new storm will be constructed.

Current traffic counts at the Sunnyside Avenue and Bank Street (24 hour total) indicate an approximate daily volume of 24,000 vehicles passing through the intersection. The 11-hour daytime volumes are 19,850 cars/trucks, 2800 pedestrians and about 650 bicycles. It should be noted that during the daytime, there is approximately one pedestrian for every 7 cars and one bicycle for every 30 cars.

Bank Street, within the project area, is exclusively fronted by businesses, which serve both the neighbouring communities and the City at large. Hopewell Elementary School draws students from the neighbouring communities as well as from other remote areas through busing. The student population currently makes it the largest elementary school in Ottawa.

OC Transpo Routes 1 and 7 operate along this section of Bank Street and the neighbouring streets.

PROPOSED DESIGN

The project scope includes the construction of a new roadway, new sewers and watermain, new streetlighting, traffic signals, and new streetscape elements.

The recommended roadway cross-section is 12.8 m of pavement, and a sidewalk between 2.65 m and 2.75 m wide. The roadway will have two 3.0 m inside lanes and two 3.4 m outside lanes. Dedicated bicycle lanes cannot be provided due to the narrow right-of-way and the off-peak on-street parking.

Streetlight poles, bicycle racks and fire hydrants will be set back approximately 0.6 m from the curb, yielding a roadway corridor with a uniform appearance. The existing wooden poles will be removed.

The new streetlight system will provide uniform illumination levels for the roadway. Pedestrian scale lighting, consisting of double low wattage fixtures on low-level poles will be provided as part of the streetscape components.

The intersection of Bank Street and Sunnyside Avenue was given very careful design consideration due to the high number of elementary school children crossing at this point. The existing intersection has very little room on the sidewalks, particularly on the southwest corner, for large numbers of pedestrians to stand while waiting for the traffic signals to change. This location is one of the few in the City for which there is an adult crossing guard. This intersection must also accommodate a relatively high volume of cyclists. The current width of Sunnyside Avenue is insufficient to accommodate shared-use lanes. The eastbound direction on Sunnyside Avenue currently has a dedicated left-turn lane (turning lanes are not provided in the other 3 intersection approaches). The recommended design includes the removal of this left-turn lane in order to provide an enhanced environment for pedestrians and cyclists by providing widened sidewalks and wider shared-use lanes on Sunnyside Avenue. The benefits of this design are considered to outweigh the impacts as compared below.

Removing the dedicated eastbound left-turn lane on Sunnyside has been recommended because:

· The design creates wider sidewalks at the street corners, improving safety for pedestrians.

· The elimination of the left-turn lane on Sunnyside provides the opportunity to develop a curb ‘bulb out’ on the southwest corner, providing increased pedestrian waiting room as well as a safer protected curb-side drop-off/pick-up zone for students along the south side of Sunnyside Avenue west of Bank Street.

· The design corresponds with the community design charette completed for the Sunnyside corridor (Sunnyside currently has several stop signs and one raised intersection to slow traffic).

· The design provides 4.25 m wide shared vehicle/bicycle lanes on Sunnyside Avenue.

It should be noted that the following impacts are expected with the recommended design for Sunnyside.

· The intersection’s residual capacity will be slightly reduced, as the volume to capacity ratio will rise from 0.94 to 0.96 (a ratio of 1.0 equalling capacity). This is a relatively small increase at an intersection operating near capacity and for which there is little that can be done physically to improve its performance due to the narrow right-of-way on Bank Street.

· The pm peak period currently has an average of 6 vehicles in the eastbound approach per cycle with 2 vehicles turning left. There will be an increase in average delay from 22 seconds to 48 seconds for eastbound traffic.

· An increase in the number of vehicles completing turning movements during the amber and red signal phases will occur.

· The increased delay time may result in an accompanying increase of traffic on neighbouring streets as drivers search for alternate routes to access Bank Street.

· A decrease in the ability to handle extra eastbound left turns during special events (e.g. Lansdowne Park).

Hopewell Avenue Public School has two school grounds separated by Hopewell Avenue near Bank Street. In order to improve safety for children crossing at this point and eliminate the practice of parents parking in the vicinity of the crosswalk, a narrowing and a raised crosswalk are included in the recommended design. The crosswalk will also be delineated with a pedestrian level light matching those proposed for Bank Street.

Parking lot entrances, depressed curbs and driveways to private businesses have been reconfigured from existing conditions to conform to normally accepted design principles. Sidewalks have been widened, particularly at intersections where required, and crosswalks have been shortened to improve pedestrian safety.

Conformity with the new “Harmonized Sidewalk Technical Design Guidelines” is achieved by the installation of considerably widened sidewalks (2.7 m wide adjacent to the curb). Due to the narrow right-of-way, it is not possible to provide a boulevard area. The design will maintain a flat (2% cross fall) walking surface wherever possible and commercial entrances will be designed as described in these guidelines.

The intersection alignments at Belmont Avenue/Glen Avenue and at Cameron Avenue have been shifted to better align through lane traffic, which was previously significantly offset.

STREETSCAPE FEATURES

This proposed streetscaping features are in keeping with the former Region of Ottawa Carleton’s “Regional Road Corridor Design Guidelines” for roadways classified as Urban Main Streets. The guideline indicates that wider sidewalks and pedestrian level lighting should be utilized when the roadway has “a high potential for pedestrian traffic”. In addition, this design follows the former City of Ottawa’s Official Plan with respect to the landscaping elements, which fulfill the intent of the policies encouraging and respecting the promotion of the individual character of linear commercial areas. As well, the Region applied the “Greening Guidelines” to its projects, which stated that trees and other landscaping materials were to be replaced on a 2 for 1 basis when removals were necessary. The reduced right-of-way along Bank Street in this area precluded the installation of any major landscaping enhancements. Considering this normal landscaping practice, and given the unique “village main street” appearance of the 1920’s Old Ottawa South Business Area, staff had included streetscaping elements in the project, in lieu of the usual landscaping components. The total budget for streetscaping on this section of Bank Street is approximately $300,000. The addition of streetscaping elements has been discussed with the community groups throughout the development of the project back to its inception in the mid 1990’s.

Pedestrian scale lighting will be provided as part of the streetscaping features, fulfilling the community’s desire to maintain the unique character of “Old Ottawa South”. Pedestrian level lighting, considered a high priority by the Community Working Group (see Consultation Section below), will consist of double low wattage fixtures on low-level poles throughout the project.

Streetscape gateway features at both ends of the project will include pedestrian lights on both sides of Bank Street with extended pole heights to provide for feature banners on special occasions. It was proposed by the Community Working Group that painted crosswalk markings be used to create a pavement marker to signify a special zone however, staff does not feel that this type of marking should be used in this manner. Painted crossings (better known as zebra markings) are used at locations with high pedestrian activity and conflicting vehicle movements. Using them as a “Gateway Feature” and at locations where they are not required will only diminish their effectiveness at other locations where crosswalks should be highlighted (such as Bank and Sunnyside where crosswalks will be painted).

Trees are proposed where growing conditions will sustain long-term healthy specimens. There are few such opportunities so tree planting is not extensive. Trees are proposed on both public and private property. Where the trees are on private property, the cooperation of the property owner will be necessary for the planting to take place.

Notice boards are planned with circular aluminium post collars affixed to poles at major intersections along Bank Street. A community notice board/kiosk is planned for the corner of Belmont Avenue in the vicinity of the OC Transpo bus stop.

Five benches will be installed at two locations to provide resting and gathering places for the local community. Wastebasket receptacles will also be located at the benches and other locations along Bank Street. Bicycle racks are proposed along Bank Street and will be mounted along the utility corridor, 0.6 m behind the curb line.

PROPERTY REQUIREMENTS

The realignment of intersections to improve pedestrian safety and to provide operational improvements requires the acquisition of some minor parcels, mainly on radii for widening of sidewalks.

STAGING/CONSTRUCTION SCHEDULE

The staging of construction is based on the desire to minimize the impact on businesses, residents, pedestrians and vehicular traffic. The 2002 budget does not fully fund the Bank Street project. Funding for the balance of the works is expected to be included in the 2003 Capital Budget. In order to avoid spreading the construction over two seasons, the following schedule is planned:

· Purchase streetlighting and pedestrian lighting 2002

· Property Acquisition 2002

· Tender Fall 2002

· Construction Apr-Nov 2003

CONSULTATION

Extensive public and internal departmental consultation was carried out as an integral part of the project. A Community Working Group was formed, consisting of representatives from the local businesses, the community, schools and the City design team. The Community Working Group met five times to consider issues such as intersection/pedestrian safety and school children crossings and to develop the streetscape component of the project.

Staff gave a brief presentation to the community at the 2001 annual general meeting of the Ottawa South Community Association.

A separate meeting with representatives from the Hopewell and St. Margaret Mary Schools was held to obtain information on student traffic, patterns and concerns relating to safety.

Two public open houses were held, 11 December 2001 and 08 May 2002. Comments from these open houses were generally favourable and are summarized in Appendices ‘A’ and ‘B’ respectively. These summaries also indicate the reasons how and why (or why not) issues, which were raised in the comments, are to be addressed by the proposed design. The first open house dealt with preliminary design issues, focusing on the design detail such as geometry, intersection alignment, pedestrian safety and traffic. The second open house provided the opportunity for the public to review the design drawings developed from the comments received from the first open house and to comment on construction related issues such as timing, sequence of work (utilities, sewers, water, roadway, sidewalks), maintenance of traffic during construction, pedestrian access, sidewalks and parking.

Consultation with the Traffic and Parking Operations Branch has identified that a bicycle path linkage from Echo Drive east of Bank Street to the signalized intersection at Aylmer Avenue and Bank Street is desirable. City staff will explore the feasibility of routing this linkage through the Public Library property at the southeast corner of Echo Drive and Bank Street. This will be included in the final construction drawings if a successful design can be developed.

FINANCIAL IMPLICATIONS

The streetscape elements proposed in this design such as the bicycle racks, benches and wastebaskets all require maintenance and the pedestrian level lighting will require electrical energy. The combined annual energy and maintenance costs for the pedestrian lighting is estimated to be $5,300. The maintenance costs only for the benches, bicycle racks and wastebaskets are estimated to be $10,000 per annum. The Departments 2003/2004 Operating Budget will be adjusted to reflect these additional costs.

Sunnyside Avenue Intersection

Issue: Removal Of The Eastbound Left Turn Lane and Development Of School Pickup/Lay-by.

28 Comments Received, 5 Supporting Design; 19 Critiques or Suggestions, 4 Other

COMMENT	RESPONSE
Will increase traffic on adjacent neighbourhood streets.	Would likely increase local traffic but the proposed intersection modification creates a safer environment for pedestrian movement at an intersection with a high volume of school children crossing that currently requires a crossing guard.
Reduction of intersection capacity (left turn and straight through movement) during each signal cycle period.	The intersection volume to capacity ratio for PM peak hour increases from 0.94 to 0.96. The delay would increase from 22 to 48 seconds. This reduction in level of service is considered small relative to increased pedestrian safety.
Reduced bike lane width (Sunnyside Avenue).	The proposed 4.25 m widths are recognized by the City of Ottawa as a shared vehicle/bike lane.
Illegal eastbound right turns on Bank Street persist.	Violation requires enforcement. Not a Bank Street infrastructure design issue.
Redesign of gas station entrances.	Entrances allowed are subject to bylaws and land use and will be redesigned accordingly.
Increase eastbound traffic cycle length.	This would increase pedestrian waiting time and would result in longer cycle lengths for traffic movement at other intersections along Bank Street.
Addition of northbound and southbound left-turn signals.	Requires separate left-turn lanes in each direction. Right-of-way is not wide enough to accommodate these lanes.
Provide westbound left-turn lane.	Cannot be accommodated with the removal of the eastbound left-turn lane.

Hopewell Avenue

Issue: Addition Of Cul-De-Sac

24 Comments Received, 4 Supporting Design; 20 Critiques or Suggestions

COMMENT	RESPONSE
Cul-de-sac forces traffic back to intersection. Starbuck's traffic and parking. Increase of traffic down neighbourhood streets.	Redesign to eliminate cul-de-sac and provide a road narrowing and raised crosswalk area to reduce speed and improve children’s crossing safety.

Ossington Avenue Intersection

Issue: No Design Changes

7 Comments Received, All Critiques or Suggestions

COMMENT	RESPONSE
Pedestrian crossing safety. High volume of traffic.	Bulb out to be provided on north side to reduce width. Increase planting area with the addition of trees.

Echo Drive Intersection

Issue: No Design Changes

2 Comments Received, All Critiques or Suggestions

COMMENT	RESPONSE
Eastbound left-turn violations persist.	Redesigned to discourage illegal left turning movement. However, violation is an enforcement issue.

Chesley Street Intersection

Issue: No Design Changes

3 Comments Received, All Critiques or Suggestions

COMMENT	RESPONSE
Ban northbound left-turn onto Chesley Street.	Not practical as residents require access.

Belmont / Glen Avenue Intersection

Issue: Westbound One-Way

6 Comments Received, 3 Supporting Design; 2 Critiques or Suggestions; 1 Other

COMMENT	RESPONSE
Make Glen Avenue a two-way street. Pedestrian wait too long for signal cycle.	Community transportation issue, not a Bank Street infrastructure design issue. Design of intersection cycle time part of entire Bank Street signal timing coordination. Design of intersection cycle time part of entire Bank Street signal timing coordination.

Cameron Avenue Intersection

Issue: Westbound One-Way

6 Comments Received, 3 Supporting Design; 2 Critiques or Suggestions; 1 Other

COMMENT	RESPONSE
Wrong way traffic persists. Bike lane width too wide. Maintain two-way traffic movement.	Signage to be reviewed. However, violation is an enforcement issue. Narrowed with paving stone to delineate from vehicle traveling surface. Community traffic issue, not an infrastructure design issue.

Pedestrian Streetlighting

Issue: Pedestrian Streetlight Style And Fixture

24 Comments Received, 6 Supporting Design; 17 Critiques or Suggestions; 1 Other

COMMENT

RESPONSE

The proposed fixture style is too modern. Colour (Ruby Red) Pedestrian lighting should provide lighting for storefronts.

The proposed fixture has been reviewed by the community-working group and is supported by the team. The working group has selected the proposed fixture colour from a palette of colours. In light of the comments received, a photo rendering has been prepared showing the use of red versus black poles and fixtures. The rendering also includes double pedestrian fixtures and alternating streetlight pattern. The community-working group will further consider this. The intent of lighting is not to light store fronts but rather to provide an aesthetically pleasing appearance with a low level of lighting since the main streetlights provide an adequate level of lighting.

Trees/Shrubs

Issue: Landscape Areas

20 Comments Received, 8 Supporting Design; 9 Critiques or Suggestions; 3 Other

COMMENT	RESPONSE
Increase amount of tree planting.	Streetscape design has incorporated tree planting at locations that can sustain healthy trees over a long period of time.

General Landscape Comments

45 Comments Received, 22 Supporting Design; 7 Critiques or Suggestions; 16 Other

COMMENT	RESPONSE
Issue: Signage
Reduce amount of signage.	Signs are controlled by the local city by-laws and are subject to regulatory policies.
Issue: Notice Boards
Provide covered notice boards.	Covered community notice kiosk provided as well as two aluminum post collar notice boards at each signalized intersection.
Issue: Sidewalk Widths
Some corners seem tight.	Design adjusted to provide maximum possible widths.
Issue: Amount Of Unit Pavers
Reduce and replace with grass.	Unit paving is only being used in high use areas to accent special features or enhance landscaped areas. Pavers are used along this section of roadway mostly at corners.
Issue: The Strand And The Fruit Market
Additional trees and lighting desirable.	The City will have opportunity through the site plan process for redevelopment of The Strand as proposed by Tim Horton's.
Issue: Benches
Colour, material type and design.	The proposed bench has been approved by the working group and will be reconsidered in light of the comments received.
Issue: Garbage Bins
Provide adequate number including at Starbucks, Second Cup, bus stops and Glen Avenue/Bank Street intersection.	Receptacle bins are proposed at Starbucks, Second Cup, and the intersection of Glen Avenue/Bank Street and at locations where benches are currently provided.
Issue: Flower Baskets And Planters
Provide flower baskets and planters.	Not part of proposed streetscape work due to high maintenance costs. Individual owners can provide flowers.

Cyclist

9 Comments Received, 3 Supporting Design; 3 Critiques or Suggestions; 3 Other

COMMENT	RESPONSE
Issue: Cyclist On Bridges
Billings Bridge and Bank Street Bridge are too narrow.	Bridges are outside the limits of the project.
Issue: Cyclist During Construction
Accommodate cyclist during construction.	To be reviewed during upcoming construction issues and concerns phase of consultation prior to finalizing the design.
Issue: Bike Lanes
Provide bike lanes.	Right-of-way is not wide enough to accommodate additional width required for bike lanes while providing 2 parking lanes and 2 travel lanes.
Issue: Access From Bike Path To Bank Street At North Side Of Billings Bridge
Provide depressed curbs to facilitate cyclists to access/exit bike path under North end of bridge.	Depressed curbs will not be provided as they would encourage cyclists and pedestrians to cross at a non-crossing location
Issue: Cameron Bike Lane
Cameron Avenue bike lane causes problems.	Community transportation issue, not a Bank Street infrastructure design issue.

General Overall Comments

12 Comments Received, 3 Supporting Design; 1 Critiques or Suggestions; 8 Other

COMMENT	RESPONSE
Issue: Audible Signals
Provide audible signals.	Current planning for signals includes audible signals.
Issue: Curb, Sidewalk Condition And Drainage
Poor conditions that require upgrading.	Curbs and sidewalks will be reconstructed to City standards. Drainage improvements will result from the new design including catchbasins before the intersections to intercept flows.
Issue: Site Drainage On Bank Street
Some sites currently drain over the sidewalks onto Bank Street.	Design can only match existing property line grades and the scope of the project does not include redesigning private site drainage.
Issue: Construction Period
Pedestrian access, duration of construction, traffic lanes and side street parking/ticketing.	To be reviewed during upcoming construction issues and concerns phase of consultation prior to finalizing the design.

Sunnyside Avenue Intersection

Issue: Removal Of The Eastbound Left Turn Lane

5 Comments Received, 1 Supporting Design; 3 Critiques or Suggestions, 1 Other

COMMENT	RESPONSE
Will increase traffic on adjacent neighbourhood streets.	Would likely increase local traffic the proposed intersection modifications improves create a safer environment for pedestrian movement at an intersection with a high volume of school children crossing that currently requires a crossing guard.
Reduction of intersection capacity (straight through movement) during each signal cycle period, resulting in a reduction of traffic to local businesses.	The intersection volume to capacity ratio for PM peak hour increases from .94 to .96. The delay would increase from 22 to 48 seconds. This reduction in level of service is considered small.
The increased safety of pedestrians will be exceeded by the dangers of impatient drivers trying to turn left onto Bank Street.	Vehicle left-turn movement is currently subject to oncoming eastbound movement. Elimination of left-turn lane will effect the left-turn movement delay time by increasing it, on average, from 22 to 48 seconds.

Aylmer Avenue

Issue: No Design Changes

2 Comments Received, All Critiques or Suggestions

COMMENT	RESPONSE
High volume of traffic. Traffic control measures should be implemented uniformly (bulb outs) at each adjacent intersection along Bank Street.	Proposed bulb outs on adjacent streets are subject to right-of-way width availability. The adjacent commercial business requires access.

Ossington Avenue Intersection

Issue: North Side Bulb Out

1 Comments Received, 1 Critique or Suggestion

COMMENT	RESPONSE
Bulb out should be on the south side.	Proposed bulb out location is subject to having the bulb out on the same side as on-street parking.

Pedestrian Streetlighting

Issue: Pedestrian Streetlight Style

5 Comments Received, 2 Supporting Design; 3 Critiques or Suggestions

COMMENT	RESPONSE
The proposed fixture style is too modern. Quality of lighting the fixture will cast.	The proposed fixture has been reviewed by the community-working group and is supported by the team. The proposed fixture is designed to provide low-level lighting. Adequate lighting, meeting City policies, will be provided from the conventional overhead streetlight fixtures.

Streetscape Planting

Issue: Landscape Areas

3 Comments Received, 3 Critiques or Suggestions

COMMENT	RESPONSE
Increase amount of tree planting at the Ossington Avenue. intersection. Trees rather than bushes should be planted on the southwest corner on Ossington Avenue. Provide flower baskets and planters, even if it diminishes sidewalk space.	Streetscape design is subject to land availability. Streetscape design has incorporated tree/shrub planting at locations that can sustain healthy trees/ shrubs over a long period of time. Not part of proposed streetscape work due to high maintenance cost. Individual owners can provide flowers.

General Overall Comments

7 Comments Received, 3 Supporting Design; 4 Critiques or Suggestions

COMMENT	RESPONSE
Issue: Bus Traffic
Bank Street. should be designed to accommodate bus movement.	Accommodation for vehicle, cyclist, pedestrian and bus movements are subject to right-of-way limits. Right-of-way limits are not wide enough to accommodate bus lanes.
Issue: On-Street Parking
Traffic flow would improve if parking hours were extended.	Parking hours are subject to local City by-laws and are subject to regulatory policies.
Issue: Crosswalk Paint Markings
Predominant markings should be implemented on the north and south sides at the Aylmer/Bank and Riverdale/Bank intersections.	Pavement markings are subject to current City policy.
Issue: Construction Period
Extended work hours “Local traffic" signage should be provided to deter traffic onto residential street. Construction stages: Road Works, Sidewalks, Streetscape	Extended work hours will be dependent on budget availability. Construction hours, signage and phasing are to be finalized and all comments will be considered prior to the tendering of the contract.