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Public Consultation for the One-Way to Two-Way Conversion Feasibility Study for Albert Street, Celina Street, Brock Street East, and Colborne Street - Phase 2
The City of Oshawa has retained CIMA+ to complete a Feasibility Study assessing the impacts, financially or otherwise, of converting Albert Street, Celina Street, Brock Street East and Colborne Street from one-way to two-way traffic operations and to develop and assess a set of potential alternatives.
In October 2021, the City sought public input on three alternatives that were developed, and identified a preferred alternative to convert the corridors to two-way traffic operations while maintaining on-street parking and introducing enhancements to the road cross-sections.
This second phase of public engagement for the project is seeking input related to the preliminary design for the preferred alternative. This information is available below. Your knowledge of the area and input can help provide valuable information for finalizing design plans.
We encourage you to provide feedback and ask questions you may have regarding this Study. Feedback will be received until noon on Monday, April 25, 2022.
If you require alternate formats, please contact Ranjit Gill at 905-436-3311 extension 2868 no later than Friday, April 19, 2022.
Preliminary Design of the Preferred Alternative
Albert Street and Celina Street
Interim Improvements
The intent of the interim improvements is to have the least impact on existing residents and businesses by implementing the conversion to two-way operations within the existing roadway width.
The conversion to two-way operations can occur with minimal impact on on-street parking.
For active transportation, cycling would be accommodated through shared-use facilities.
Ultimate Improvements
The recommended ultimate improvements consider a future widening of the right-of-way to a minimum of 20 metres (65.6 ft.)
Significant property requirements are needed to implement a minimum of a 20 metre (65.6 ft.) right-of-way.
If pursued, either complete reconstruction or large modifications of existing roadways and intersections would be required.
For active transportation, bicycle lanes and enhanced pedestrian infrastructure can be accommodated.
Brock Street East and Colborne Street
The recommended improvements allow for the conversion of the roadways to two-way operations while maintaining existing roadway width and on-street parking.
These improvements are recommended due to both streets being designated as local roads and having little to no opportunities to widen the streets to accommodate enhanced landscape features.
For active transportation, cycling would be accommodated through shared-use facilities.
Additional Information
Benefits of the Conversion
The average travel speed is lower for a two-way street configuration compared to a one-way system. Although this may affect travel time and delay, lower vehicular speeds may increase the accessibility and mobility of other users along the converted corridor;
Movements at intersections required to reach a specific destination are reduced as part of the two-way conversion with the potential reduction of vehicular and pedestrian conflicts at intersections;
The capacity of the corridor is reduced with the two-way conversion which may preclude the diversion of traffic to other less-used facilities;
The level of exposure and access to businesses after a two-way conversion is increased. However, this conversion can affect the amount of parking allocated along the corridor;
Positive economic effects can be expected due to the two-way conversion however, the level of these effects is not intrinsic to the conversion;
Level of service and the perceived level of safety of pedestrians and cycling facilities can be expected as a result of a two-way conversion – but only if the available right-of-way is transferred to active transportation infrastructure;
Reduction of specific types of vehicular collisions can be expected as a result of the two-way conversion;
Conversion from one-way to two-way operations along corridors in low-income neighbourhoods may have a positive effect on the rate of criminal activities after implementation;
Direct and indirect costs of a two-way conversion may be too high if compared with the intrinsic benefits of the conversion;
A two-way conversion allows bus stops on regular routes to be located on the same street, directly opposite, thereby simplifying the use of public transport for users.
For additional information, please review the One-way Conversion Study – Best Practices Memo below.
Previous Consultation
Phase 1 Consultation (October 2021)
Alternatives Considered
Alternative 1: Do-Nothing
This alternative does not consider any changes to the existing road cross-section and roadway elements of the four one-way corridors. Existing one-way operations are maintained along with the width and configuration of all roadway elements.
Alternative 2: Convert to Two-Way Operations (With No Road Widening)
This alternative maintains the existing road right-of-way and does not consider any changes to roadway elements, but converts to two-way operation.
This alternative only considers:
Necessary modifications (e.g., geometric changes at intersections) to enable the conversion to two-way operations; and,
Introduction of other elements to enhance the pedestrian and cycling
realms without removing on-street parking or without the need to widen the paved portion of the road.
Alternative 3: Convert to Two-Way Operations (With Road Widening)
This alternative considers the conversion of traffic operations to two-way, and also introduces enhancements to the road cross-section to include:
Enhanced pedestrian infrastructure;
On-street parking;
Introduction of cycling supporting infrastructure; and,
Opportunities for enhanced streetscaping.
This alternative will identify the ultimate road right-of-way required to accommodate all necessary elements of the roadway to make the neighbourhoods more livable and pedestrian oriented.
Preferred Alternative
Albert Street and Celina Street: Alternative 2 and 3
A phased approach is recommended
For the short-term or interim condition, Alternative 2 is recommended, where the conversion to two-way traffic operations can occur while maintaining on-street parki
As these corridors are re-developed, appropriate right-of-way would be obtained.
In the long term, or ultimate condition, once sufficient right-of-way is obtained, Alternative 3 can be advanced, subject to further public input and Council direction.
Brock Street East and Colborne Street : Alternative 2
Alternative 2 is recommended due to both streets being designated as local road, and having little to no opportunities to widen the streets to accommodate enhanced landscape features.
However, on-street parking can be maintained and cyclists would share the road with vehicles.
As there is no need for road widening, Alternative 2 can be implemented once detailed design is completed
View the Virtual Open House Presentation from October 2021
Documents
Included below are documents related to the One-Way To Two-Way Conversion Feasibility Study. If you require a document in accessible format, please contact City of Oshawa, Engineering Services using the contact information below.
Personal information as defined under the Municipal Freedom of Information and Protection of Privacy Act is collected under the legal authority of the Municipal Act, 2001, S.O. 2001 c.25, as amended. This information will be used and maintained by the City of Oshawa to facilitate the Feasibility Study Public Consultation, and may be used to receive input on the project during the event, and/or to contact attendees to provide additional information after the event. Questions about this collection should be directed to the City’s Information Access and Privacy Officer at 50 Centre Street South, Oshawa Ontario, L1H 3Z7, or by phone at 905-436-3311.
