DOCUMENT 1
BLACKBURN HAMLET BYPASS
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3. Blackburn Hamlet Bypass - In-Service Road Safety Review Rocade de Blackburn Hamlet – Examens
de la sécurité des Routes en Service |
That Council approve the following:
1. That
staff finalize the implementation of all of the low, medium and high cost
strategies identified in the report;
2. That
staff undertake the preliminary design for median and side ditch improvements
in 2009 as outlined in this report; and
3. That the funding
required to undertake the safety improvements for the medians and side ditches
be included in the draft 2010 budget.
Que le Conseil les approuve les
points suivants:
1. Que le personnel termine la mise en
œuvre de toutes les stratégies à coût faible, moyen et élevé présentées dans le
présent rapport;
2. Que le personnel entreprenne la
conception préliminaire de l’amélioration des fossés centraux et latéraux en
2009, comme il est expliqué dans le présent rapport;
3. Que le financement requis pour
entreprendre les améliorations de sécurité relativement aux fossés centraux et
latéraux soit compris dans le budget préliminaire de 2010.
Documentation
1. Deputy City Manager, City Operations
report dated 19 December 2008 (ACS2009-COS-TRF-0001).
Report to/Rapport au :
Comité des transports
and Council/et Conseil
19 December 2008/19 décembre 2008
Steve Kanellakos, Deputy City
Manager/Directeur municipal adjoint
City Operations/Opérations
municipales
Contact Person/Personne
ressource:
John
Manconi, General Manager/directeur générale, Public Works/TravauxPublics
613-580-2424, extension 21110,
John.Manconi@ottawa.ca
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SUBJECT: |
Blackburn Hamlet
Bypass - In-Service Road Safety Review
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OBJET: |
Rocade de Blackburn Hamlet
– Examens
de la sécurité des Routes en Service |
That
Transportation Committee recommend and Council approve the following:
1. That
staff finalize the implementation of all of the low, medium and high cost
strategies identified in the report;
2. That
staff undertake the preliminary design for median and side ditch improvements
in 2009 as outlined in this report; and
3. That
the funding required to undertake the safety improvements for the medians and
side ditches be included in the draft 2010 budget.
RECOMMANDATIONS DU
RAPPORT
Que le Comité des
transports recommande les points suivants, et que le Conseil les approuve:
1. Que
le personnel termine la mise en œuvre de toutes les stratégies à coût faible,
moyen et élevé présentées dans le présent rapport;
2. Que
le personnel entreprenne la conception préliminaire de l’amélioration des
fossés centraux et latéraux en 2009, comme il est expliqué dans le présent
rapport;
3. Que
le financement requis pour entreprendre les améliorations de sécurité
relativement aux fossés centraux et latéraux soit compris dans le budget
préliminaire de 2010.
The ISSR Report determined that the “look and feel of the roadway,
fueled by the stark rural characteristics of the adjacent land uses and
absences of accesses, promotes very high operating speeds within the corridor.” High speeds, coupled with steep side ditches
and the absence of traffic barriers posed a significant safety burden on the
public.
The Department reviewed the study findings to
prepare an implementation plan based on both short-term/low-cost and long-term/high-cost
recommendations.
Short term/low cost strategies include: improved traffic signals coordination; upgrading/adding signs; enhanced pavement marking, and; continuation of the enforcement / education campaign. Medium and longer-term strategies include improvements to the driving surface (e.g., partial paving shoulders, installation of rumble strips) and improving roadside safety (e.g., installing guiderails on curves, improving median and side ditches).
The majority of the
short-term/low-cost strategies have been implemented or are in the process of
being implemented. Traffic signals are
now coordinated and signs have been upgraded by installing oversize chevrons on
curves and adding warning signs on both sides of the road along the Bypass. In addition, 90 new post-mounted delineators
have been added to improve nighttime cognition of the 2.0 km stretch of
straight roadway. Enforcement and
education initiatives that the City undertakes on a yearly basis have been
helping with issues of excessive speed.
In the spring of 2009 staff proposes to install a new speed-reduction
marking (peripheral transverse lines) on the easterly curve of the Bypass to
discourage excessive speeds in this area.
With respect to medium/long–term strategies, the Department will
invest $400,000 in 2009 to install new guiderails on the easterly curve of the
Bypass while upgrading the existing guiderail in the eastbound direction
approaching Navan Road. The
installation of guiderails is expected to reduce injury class collisions by up
to 20% and reduce fatal class collisions by up to 40%. In 2010 the Department will invest $275,000
to partially pave the shoulders and add rumble strips when the road is
resurfaced as part of the City’s Resurfacing Program. Paved shoulders are expected to reduce the number of collisions
by up to 25%.
Preliminary design work for improvements to the
median and side ditches will be undertaken in 2009 and construction will follow
in future years, once funding has been secured.
Details of the study findings and
recommendations are contained in the following report.
Les auteurs du rapport ont établi
que la nature de la route, dominée par le caractère rural et désolé des
terrains adjacents et l’absence d’accès, favorisait de très grandes vitesses
dans ce couloir. Les vitesses élevées, combinées à des fossés abrupts et à
l’absence de barrières de sécurité, représentent un lourd fardeau sur le plan
de la sécurité publique.
Le Service a examiné les conclusions de l’étude
afin de pouvoir établir un plan de mise en œuvre basé à la fois sur les
recommandations à court terme comportant des coûts peu élevés et sur les
recommandations à long terme comportant un coût élevé.
Les mesures à court terme comportant
un coût peu élevé sont les suivantes : meilleure coordination des feux de
signalisation; mise à niveau ou augmentation du nombre de panneaux de
signalisation; amélioration des marques sur la chaussée et poursuite de la
campagne d’éducation et d’application de la loi. Les mesures à moyen et à long
terme sont les suivantes : amélioration de la surface de la chaussée
(pavage partiel des accotements, mise en place de ralentisseurs sonores (bandes
rugueuses), p. ex.) et amélioration de la sécurité en bordure de la route
(installation de glissières de sécurité dans les courbes, amélioration aux fossés
centraux et latéraux, p. ex.).
La plupart
des mesures à court terme comportant un coût peu élevé ont été mises en œuvre
ou sont en voie de l’être. Les feux de signalisation sont maintenant harmonisés
et la signalisation a été améliorée, grâce à la mise en place de panneaux à
chevrons surdimensionnés dans les courbes et de panneaux d’avertissement des
deux côtés de la route le long de la rocade. De plus, 90 plaques
réfléchissantes sur poteaux ont été installées afin d’améliorer la vision
nocturne sur la partie rectiligne de la route, qui s’étend sur deux kilomètres.
Les campagnes d’éducation et d’application de la loi que la Ville mène chaque
année aident à atténuer les problèmes liés aux excès de vitesse. Le personnel
projette en outre d’installer, au printemps 2009, un nouveau dispositif
ralentisseur (lignes transversales périphériques) dans la courbe est de la
rocade afin d’inciter les automobilistes à ne pas rouler à une vitesse
excessive dans ce secteur.
En ce qui concerne les mesures à
moyen et à long terme, le Service consacrera 400 000 $ en 2009 à
l’installation de nouvelles glissières de sécurité dans la courbe est de la
rocade ainsi qu’à la mise à niveau de la glissière dans la voie en direction
est, à proximité du chemin Navan. Ces mesures devraient permettre de réduire
les collisions causant des blessures dans une proportion pouvant atteindre
20 p. 100 et les collisions causant des pertes de vie dans une proportion
pouvant atteindre 40 p. 100. En 2010, le Service consacrera 275 000 $
au pavage partiel des accotements et à l’ajout de ralentisseurs sonores (bandes
rugueuses) au moment du réasphaltage de la route dans le cadre du programme de
réfection des chaussées de la Ville. On s’attend à ce que la présence
d’accotements pavés permette de réduire le nombre de collisions dans une
proportion pouvant atteindre 25 p. 100.
La conception préliminaire travaux
d’amélioration des fossés centraux et latéraux débutera en 2009 et leur
réalisation aura lieu dans les années ultérieures, lorsque leur financement
aura été assuré.
Le rapport qui suit renferme les conclusions et
recommandations découlant de l’étude.
DISCUSSION
This systematic safety analysis
conducted by the independent audit team allowed staff to understand how
motorists normally drive on the Blackburn Hamlet Bypass; analyze the number of
potential areas that pose a risk to the motorists; and to determine the
consequences of ignoring those risks.
The Study reviewed a total of 175
collisions reported between 1998 and 2004.
This review helped staff identify collision patterns, locations, and the
degree to which a speeding driver would be exposed to risk of a collision if
they lost control. Over the study
period, collisions resulting in injuries represented 25% of all crashes. Over 50% of the crashes involved a single
vehicle. The majority of all crashes
(58%) occurred during the daytime. It should be noted that three fatal
collisions have occurred in the past fifteen years, two of which were in 2004.
The collision review indicated
that the highest collision numbers in the study area occurred in the following
locations:
§ At the Bypass/Navan Road intersection, and at the Bypass/Innes Road west intersection;
§ On the easterly curve, in the westbound direction; and,
§
On the 2.5 km portion of the straight road, in the
eastbound direction.
The Blackburn Hamlet Bypass was
compared to similar roads operated by the Ministry of Transportation of Ontario
(MTO). The reported collision rates, on
MTO roads, were consistent with those observed on the Bypass. However, the collisions on the Bypass were
more severe than on the MTO roads.
During the study period (1998-2004), the total
societal economic loss due to collisions resulting in fatalities, injuries and
property damage only (PDO) on the Blackburn Hamlet Bypass was estimated at $36
million. This cost figure was based on
the “Willingness-to-Pay” figures provided by the 2007 MTO-Transport Canada document “Analysis and Estimation of the Social
Cost of Motor Vehicle Collisions in Ontario –2004.”
The ISSR Report noted the following safety
concerns:
§
“The look and feel of the roadway, fueled by the stark
rural characteristics of the adjacent land uses and absences of accesses,
promotes very high operating speeds within the corridor.”
§
“The
Bypass was constructed under constrained conditions to minimal design standards
when compared to today’s TAC standards.”
§
“The
result – restricted right-of-way, limited clear zone, steep slopes and median,
and the absence of traffic barriers – poses a significant safety burden on the
motoring public.”
The Report proposes
various strategies to reduce the number and/or severity of collisions on the
Bypass. In general, each main strategy
encompassed countermeasures that tackle areas of safety concerns identified on
the Bypass. This innovative safety analysis led staff to examine various
scenarios where a combination of countermeasures, applied at a specific
location and/or area, would enhance the existing conditions.
Staff concluded the analysis of these safety strategies by preparing an implementation plan based on both short-term/low-cost and medium/long-term/high-cost recommendations, which are expected to be cost effective in reducing the risk of collision on the Blackburn Hamlet Bypass.
The implementation plan includes the following:
Short
–Term/Low Cost Strategies:
§ Coordinating Traffic Signals
§ Upgrading/Adding Signs
§ Enhancing Pavement Markings
§ Continuing Enforcement/Education Campaign
Medium/Long –Term/High Cost Strategies:
§ Improving Driving Surface
§
Improving the Roadside Safety
The majority of the short-term/low-cost
strategies have been implemented or are in the process of being
implemented. Traffic signals are now
coordinated and signs have been upgraded by installing oversize chevrons on
curves and adding warning signs on both sides of the road, in each direction,
along the Bypass. As well, ninety (90)
new Post-Mounted Delineators have been added.
The delineators are expected to improve the nighttime cognition of the
2.0 km stretch of straight roadway.
Speeding was also identified as an issue on the
Bypass. The enforcement and education
initiatives that the City undertakes on a yearly basis are helping with this
issue. In addition, staff proposes to
install a new speed-reduction marking (peripheral transverse lines) on the
easterly curve of the Bypass. The
peripheral transverse lines are stripes placed only on the edges of the travel lane. It is expected that this will discourage
motorists from speeding when traversing the easterly curvilinear alignment of
the Bypass. The implementation of this
pavement marking is expected to be done in the Spring 2009. The estimated cost of implementing all of
the short-term/low cost strategies is $40,000.
Given that traffic volumes at the Bypass are expected to increase an average of 2% per year, the potential societal benefits of improving safety on this route are high. The medium/long–term/high-cost strategies include the following:
|
Treatment |
Application/Results |
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Improve Driving Surfaces Partially paving shoulders |
It offers better opportunity to
regain control if vehicle leaves travel lane. |
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Installing rumble strips on paved shoulders |
Alerts driver when driving off lane. |
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Improve the Roadside Safety Installing guiderails on curves |
If it is warranted, it keeps vehicles from leaving road surfaces. |
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Improving median and side ditches |
Reduce side slope should be considered when there is a pattern of off-road collisions. |
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Upgrading existing culvert terminals |
Extending existing culverts would provide a continuous ditch surface. |
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Providing
bus staging area in the vicinity of Navan Road |
Buses currently stage on the shoulder. This
will provide a more suitable and safer space to park when out of service at a
time point. |
Implementing the above-noted strategies would
bring the Blackburn Hamlet Bypass up to today’s engineering safety guidelines
and practices. For example, paved
shoulders are identified within the roadside safety improvement
recommendations. This is expected to
reduce, by up to 25%, the number of
collisions. Installing guiderails
on the easterly curve would reduce injury class collisions by up to 20%, and
prevent fatal class collisions by up to 40%.
Improving the median or the outside ditches would reduce all type of
collisions by up to 15%. These expected
collision reductions (%) are based on the 2004 - “The Canadian Guide to
In-service Road Safety Reviews" (TAC).
The implementation plan for the medium/long–term/high cost strategies is as follows:
§ Partially paving the shoulders and adding rumble strips will be implemented in 2010 when this section of road is resurfaced through the City’s Resurfacing Program at an estimated cost of $275,000;
§ Installing the new guiderails on the easterly curve of the Bypass and upgrading the existing guiderail in the eastbound direction approaching Navan Road is to be funded from the Guiderail Renewal and Replacement Program and will be done in 2009 at an estimated cost of $400,000;
§ Preliminary design work for improvements to the median and side ditches will be undertaken in 2009 and construction will follow in future years, once funding has been secured;
§ Upgrading the existing culvert terminals will be done once a drainage study of the culverts has been conducted. This study will recommend proper culvert end treatments. It is expected that the drainage study will be undertaken in 2009 through the Small Culvert Replacement Program and construction will follow in future years, once funding has been secured; and,
§ Providing a bus staging area in the vicinity of Navan Road will be considered in conjunction with roadway enhancement planned for 2010.
In 2010, a new five-year collision analysis will be conducted in the study area that will allow staff to compare the current conditions for a similar period to the one noted in the ISSR Report and to assess the results of the implementation plan.
The safety recommendations
included in this report are consistent with the Service Priorities for the City
Strategic Plan 2007 – 2010, specifically the following:
§ Transportation Priority, Objective 1 - Continue to undertake Road Safety Audits along major corridors in order to address traffic safety issues.
The principles of the Ottawa 20/20
Transportation Master Plan (TMP), Section 6.5 Road Safety, approved by
Council at its meeting November 28, 2008, are reflected in the safety strategies recommended in this report.
The Ward Councillor has been briefed on the
findings of the road safety audit and the implementation plan set out in this
report. Staff have consulted with
Infrastructure Services Branch and Transit Services Branch regarding this
report.
There are no legal/risk management
impediments to implementing the staff proposals.
The measures to be undertaken are
as follows:
§
Low
cost strategies at an estimated cost of $40,000 to be charged to capital account
904249, 2007 Safety Improvement Program;
§
Guiderail
installation estimated to cost $400,000 is to be charged to capital accounts
904195 and 904583 2007/8 Guide Rail Replacement Capital Programs;
§ Installation of rumble strips estimated at $50,000 to be charged to capital account 904544, 2008 Safety Improvement Program; AND,
§ Partial paving of shoulders estimated at $225,000 will have to be requested in the 2010 Capital Budget under the 2010 Resurfacing Program.
Currently,
there is no funding to construct improvements to the median or side
ditches. Staff will undertake a
preliminary design in 2009 and request funding for the construction of this
safety improvement in future years.
SUPPORTING DOCUMENTATION
Document 1 - Key Plan - Blackburn
Hamlet Bypass
DISPOSITION
Staff will implement
long-term/high-cost recommendations in coordination with the rehabilitation
infrastructure projects. The following
work will be included in the work plan for the next two years:
§ Installation of new guiderails by 2009;
§ Undertake a preliminary design to improve the median and side ditches by 2009;
§ Conduct a new five-year collision analysis assess the results of the implementation plan by 2010; and,
§ Partially paving the shoulders and installing rumble strips by 2010.
DOCUMENT 1
BLACKBURN HAMLET BYPASS