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COMMENTS ON WESTMOUNT GENIVAR MASTER TRAFFIC AND ACTIVE TRANSPORTATION PLAN

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Table of Contents
1. 2. 3. 4. Introduction ............................................................................................................................ 1 Establishing a Vision .............................................................................................................. 1 Establishing Parameters ........................................................................................................ 1 Methodology .......................................................................................................................... 1 4.1 Case Studies ................................................................................................................. 1 4.2 Simulation Modelling ..................................................................................................... 2 4.3 Indicators of Success .................................................................................................... 2 5. Integrating Viability Concerns of Westmounts Two Commercial Sectors ............................. 2 5.1 Victoria Village .............................................................................................................. 3 5.2 Greene Avenue / Ste-Catherine St. W. ......................................................................... 4 6. Improving Public Transit ........................................................................................................ 5 7. Incorporating the concerns of schools and Westmounts senior population .......................... 6 8. Conclusions ........................................................................................................................... 7 9. Appendices ............................................................................................................................ 7 A) Victoria Village Radial Flow Plan ...................................................................................... 7 B) PPP Proposal for Greene Avenue Parking Garage ........................................................ 11 C) List CURA Studies .......................................................................................................... 13

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1. Introduction
The recommendations in this document stem from consultation with members of the Westmount Municipal Association (WMA), consultation with the merchant associations for both Greene Avenue and Victoria Village and the WMAs participation in public consultations prior to the release of Genivars final report. For ease of reference, the Westmount Traffic and Active Transportation Master Plan, prepared by Genivar in February 2013, will be referred to as the Genivar Report from herein. The WMA considers the Genivar Report to be a background study that can be used as input into the development of a Master Traffic and Active Transportation Plan. The WMA defines such a plan as one that sets out the specific actions to be taken in a given area or on a given street, aimed at achieving the overall vision that the City adopts. The WMA proposes that the City of Westmount adopt the following priorities in relation to the development of a Master Traffic Plan:

2. Establishing a Vision
The WMA proposes that the Westmount Master Traffic and Active Transportation Plan be driven by the vision of a safe, sustainable and economically prosperous City: that is, safety concerns surrounding pedestrians (notably children and seniors, bicycle and vehicular traffic), sustainable development principles (emphasis on active modes of transportation) and support of economic development (enhanced viability of Victoria Village and Greene Avenue/Ste-Catherine St. W.).

3. Establishing Parameters
Changes to a municipalitys traffic and parking arrangements inevitably lead to some angst among its citizenry. As there are some restrictions placed by federal, provincial and center-city agencies on the alterations that the Westmount City Council can implement, the WMA recommends that such restrictions be clearly outlined to our residents when new traffic plans are presented, publicly, to citizens for approval.

4. Methodology
As Genivar sets out, understanding travel patterns is crucial to determining whether the transportation infrastructure is meeting the needs of the population and the WMA would add whether it is safe, efficient and sustainable. Some questions, however, remain regarding how Genivar established the transportation framework. For example, methodological questions remain for how Genivar establishes the amount of traffic that goes through Westmount without stopping (see p. 46, Genivar Report). Further, the established travel patterns do not take into account seasonal variations in routes and modes of transportation (e.g. summer v. winter). Finally, the established travel patterns do not include any projections for increase in traffic as a result of the MUHC and changing demographics. The WMA further notes there should be another another Origin-Destination Survey conducted in 2013.

4.1 Case Studies


Genivar states that it relies on the 2006 census data and the 2008 Montreal Metropolitan Region Origin-Destination Survey to establish Westmounts traffic patterns. The WMA notes that as the 2011 census data is available, the report should be updated to reflect any changes in the data. The WMA also notes the limitations of survey data as a basis for policy development as it reflects what people believe to be the case, which does not always reflect reality (e.g. miscalculations as to frequency and type of trip, misunderstanding of questions). While the

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Region Origin-Destination Survey provides a great deal of information, it should be used with caution in setting out traffic patterns in Westmount. Given the limits of any survey data, an important element to any study of a given topic are case studies. Relevant case studies would be those that examine what other cities have accomplished and how other municipalities have dealt with similar situations. For example, Laurier Ave in Outremont faces similar parking challenges as Greene Avenue and Victoria Village. As a result, a parking lane in the centre of Laurier was added, contributing to the vitality of the street. This is an option that could be considered for Victoria Ave. between Sherbrooke St. W. and De Maisonneuve. Another area to examine is the Monkand Village area. The WMA notes that Transport Canada maintains an extensive list of case studies on various topics such as road planning, active transportation (http://www.tc.gc.ca/eng/programs/environment-utspcasestudylibrary-229.htm). The WMA also notes that the CURA Project has undertaken a series of studies looking at various issues related to transportation and community (see Appendix C for a list of studies and reports).

4.2 Simulation Modelling


The WMA notes that under section 5.3 the Genivar Report, Genivar indicates that specific designs need to be made but does not mention the use of simulation modeling. Simulation modeling the use of mathematical modeling through computer software to help plan a transportation system - has been in use for over forty years and is a fundamental component of traffic and active transportation planning1. Simulation modeling must be part of any development of a master traffic and active transportation plan. Currently, the City is made up of residential, collector and arterial roads, some of which are one way and others two way. Some of the roads have acquired their status by virtue of the way in which they connect to other parts of Greater Montreal. However, the reasons for the way in which traffic currently flows, specifically on residential and collector streets are less clear. Simulation models could help improve the efficiency of traffic flow in Westmount. It would lead to a better understanding of the ways in which a variety of mechanisms such as road diets and one way/two way streets would impact the flow of traffic. This modeling would have to include traffic projections in surrounding areas in light of the redesign of the Turcot and the MUHC. Further, such modeling would provide a visual model for residents to understand and conceptualize the layout and impact of bicycle paths, widening of sidewalks and bus lanes. The WMA is of the opinion that simulation modeling must be undertaken before the implementation of changes to any streets or areas in Westmount.

4.3 Indicators of Success


The Master Traffic Plan must include clear indicators for measuring the extent to which the adopted measures successfully promote the vision that the City adopts.

5. Integrating Viability Concerns of Westmounts Two Commercial Sectors


Both Victoria Village and Greene Ave/Ste-Catherine St. W. are important social and commercial hubs for Westmount. As public consultations held prior to the release of the Genivar Report clearly indicated, the needs of each area must be examined in detail and in a comprehensive
1

See, for example, http://publish.uwo.ca/~jmalczew/gida_5/Pursula/Pursula.html

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manner in order to attract more individuals to the areas. The WMA is of the opinion that the Genivar Report does not adequately address and incorporate these concerns.

5.1 Victoria Village


Victoria Village is a social hub and important commercial district for Westmount residents. It is currently facing severe viability problems, to which the lack of parking (see high parking occupancy during peak hours, Zone A, p. 95 of Genivar Report) contributes. The coming of the MUHC is likely to exacerbate the problem both parking wise and with respect to vehicular traffic. As with Greene Avenue, more details are needed to understand who is occupying the parking spaces and what will be the impact of patients, workers from the MUHC and nearby medical clinics searching for on street parking or visiting Victoria Village during breaks between medical appointments and changing demographics2. The WMA notes that it is imperative that simulation models of the area be created such that Westmount can ensure the most efficient flow of traffic. The WMA attaches a possible radial traffic flow diagram for the area3. In addition, the following are a list of possibilities that the WMA proposes that the City examine: In order to reduce parking demands, Westmount should examine establishing an intracity shuttle bus (see Priority #4 below) or providing taxi vouchers, with increased taxi stands Consider reducing through traffic on Sherbrooke St. W. At least 60% of cars are through traffic. However, Sherbrooke St. W. is the lifeblood of the community. In this case through traffic does not benefit merchants, residents, shoppers or visitors. It adversely affects the commercial district The use of angled parking ought to be analyzed as a mechanism to alleviate high parking occupancy rates in the area. On busy streets, angled parking requires a reserve lane, thus enabling cars to enter and leave slots without blocking on-coming traffic. Angled parking should be angled in the direction of the flow of traffic. That is, the driver backs into a parking slot and therefore has a clear vision, left and right, when emerging. The City could consider removing/restricting during certain hours parking from arteries such as Sherbrooke St. W. This would increase safety (the dangers of opening and closing doors) and address the eventuality of a reserved bus lane. Parking spaces could be reallocated in equal numbers by implementing angled parking on the wider residential, north-south streets (of which there are several) bordering Sherbrooke St. W. In addition, the use of a lane with alternating directional traffic flow depending on the time of day (as on Parc Avenue) could help alleviate traffic congestion on arterial routes in the area. Westmount ought to widen the sidewalks on the north side of Sherbrooke St. between Prince Albert and Roslyn, and on the east side of Victoria between Sherbrooke and Somerville. Westmount should consider the use of photo radar to control speed (the WMA notes that Genivar does not provide information on the use of photo radar).

The WMA notes that the City has already commissioned such a study See the attached radial traffic flow diagram for Victoria Village

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Westmount ought to increase the number and improve the style of bike racks (the refurbished portion of Greene Avenue has none to speak of) in Victoria Village and increase network and maintenance of bike paths to increase ease of access to the Village Westmount ought to examine the use of roundabouts at wide intersections like Ste. Catherine and Lansdowne, as well as at Clarke and Ste Catherine Streets. The feasibility of buses being able to make the turn as well as pedestrian crossings needs to be considered A master traffic plan should include buffered encasements for large trees especially in the villages. Sherbrooke St.. once had magnificent elms. A good example is Duluth Street that has firs of a sizeable growth that lend an aura of graciousness and quiet satisfaction for pedestrians.

5.2 Greene Avenue / Ste-Catherine St. W.


Greene Avenue is an important commercial district for Westmount. It not only provides considerable revenue to the City but it also serves Westmount residents. Increasingly, however, the commercial viability of the area is in question, and is being overtaken by businesses that are not geared to the community. As part of the effort to respond to Genivars report, the task force consulted residents and representatives of the Greene Avenue Merchants Association. It became clear that the commercial viability of the area depends on increasing the number of customers, whether they arrive by foot, car or bicycle. Consequently, the Master Traffic Plan must specifically incorporate the needs of this commercial district and be based on a specific study looking at the area. For example, while the Genivar report establishes high parking occupancy rate, it does not specify the type of occupants and does not focus in on key streets. The WMA proposes that the following mechanisms be examined: Proper bicycle parking be made available so that individuals may properly secure their bikes The creation of a north-south shuttle bus or taxi vouchers (see Priority #4 below)

Lack of easily accessible parking is widely seen as an impediment to the commercial viability of the area (see high parking occupancy in Zone D (Greene Avenue), p. 95, Genivar Report). The WMA proposes that the parking situation in the area be analyzed in detail. A preliminary investigation reveals that there are 60 parking spots on Greene avenue between Sherbrooke St. W. and Ste-Catherine St W. The parking lot adjacent to Second Cup holds 30 parking spots. As a result of the new condo development and a reconfiguration of the street, approximately 35 parking spaces have been lost. The following measures would provide increased parking: Temporarily allowing parking on both sides of Olivier while the parking situation on Greene Avenue is being addressed. Consistent with Genivars recommendation on p. 92 of an off-street park and walk facility, the City should consider constructing a two-storey parking facility on the currently city-owned property at the corner of Greene and Dorchester. The design could include a green roof, charging for electric vehicles, and other environmentally appropriate features. It could be developed following the model of a public private partnership. Such a car park would have the following advantages: o Increased pedestrian traffic along Ste Catherine St. W. thus, assisting in the development of Ste Catherine Street, a currently struggling retail area

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The facility would also assure that the future owner of the Henrietta Antony property has adequate parking to offer customers; if parking is not improved this property could remain vacant for an extended period of time. The Henrietta Antony property with a new owner / operator could become the jewel anchor of a revitalized area. A new parking garage, which offers a reasonably priced monthly parking rate for those who work in nearby offices, would free up metered parking in and around Greene Ave for clients who are looking for easy and accessible parking (e.g. seniors, individuals with young children).

The WMA notes that the parking in Westmount Square is full at peak hours. Adopt a public-private partnership parking proposal, such as the one presented to the Greene Avenue Merchants Association by Peter Cohen to build a parking lot in the place of the parking lot currently located next to Second Cup on Greene Avenue. Such a PPP is a low-cost solution that would add 168 cars and 6300 square feet of ground-level retail space, while respecting all existing zoning regulations (See attached proposal).

6. Improving Public Transit


The Genivar Report falls short in its analysis of the public transportation issues. Specifically, the report does not address, in sufficient depth, the underlying reasons why public transportation is higher in the south than the north of Westmount (p. 16, Genivar Report). Figure 2.15 of the Genivar Report demonstrates the glaring lack of public transit in the northern sector of Westmount. Many residents residing north of Cote St. Antoine Road must walk considerable distances to access the existing bus routes. Furthermore, the steep slope of many streets throughout the northern portion of the City often prevents seniors, persons with mobility issues and people accompanied by young children from even considering the use of public transit especially when the weather is poor. Genivar notes in its report that Public transit and active transportation use for work trips is higher in the southern parts of Westmount, and that There are very few internal transit trips (3%) (both start and end within Westmount) due to the small size of the City. (page 16). While the foregoing statements are correct, Genivar fails to highlight that significant deficiencies in public transit availability within the northern sectors of the City force residents to use private vehicles (Figure 2.10). Reason dictates that, if the City wishes to decrease vehicular dependence within our boundaries, viable travel alternatives must be available to the public. Safe, reliable and efficient public transit 18-20 hours per day, 7 days a week is essential in the pursuit of such a goal. The WMA proposes three ways that the City could accomplish this goal: 1. Intra-city Shuttle Service The Genivar report notes that 47% of internal trips in Westmount are made by car. This is undoubtedly in large part due to the topographical layout of Westmount. An environmentally friendly (e.g. powered by natural gas or electricity) intra-city shuttle would enhance the viability of Westmounts two commercial sectors by alleviating the parking situation and could also serve to reduce vehicular traffic. Consequently, the WMA proposes the examination of a North-South shuttle bus service to reduce the need of those who live and work on the mountain from using cars. It could also encourage visitors to the Summit. This shuttle service could potentially follow a circular route between Greene Avenue, Victoria Village and our northern border or as two shuttles running perpendicular from Greene Avenue and Victoria Village respectively to different points in Upper Westmount.

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The shuttle could be funded by users (e.g. requiring monthly passes, tickets, rechargeable cards) or could be sponsored by companies who allocate a portion of their budgets to socially responsible/environmental causes or advertising. The possibility of funding the shuttle bus based on monthly passes and tickets would depend on the rate of conversion from cars to the shuttle. 2. Taxi Vouchers As an alternative, or compliment, to an intra-city shuttle, the City ought to examine the feasibility of increasing the number of taxi stands in front of key areas (e.g. Metro, 5 Seasons) and provide taxi vouchers, for intra-city trips, that residents can purchase. For example, the coupon could cost the resident $5.00 and the City could redeem the coupon from the taxi company at $8.50. 3. Lobby STM to Increase North-South Bus Routes As noted on page 29 of the Genivar Report, the only STM bus route running north-south in the City is the 124 while the only east-west STM bus route available north of Sherbrooke Street is the 66. Westmount residents are acutely aware that both the 124 and 66 bus routes suffer from significant deficiencies: poor on-time performance, long intra-wait times between buses as well as notoriously poor coordination for meet-up at the connector junction (e.g. Lansdowne and The Boulevard). For example, a bus trip from Claremont Avenue and Sherbrooke Street to The Boulevard and Mount Pleasant Avenue requires using both routes as well as (usually) a 20-minute wait at the connector junction. Genivar observes that the City can act in a number of areas to encourage the use of public transit (e.g. waiting conditions must be good, good access walking to and from a stop; more frequent buses, etc.)(p.29, Genivar Report). The WMA believes that as a further and more important - step, Westmount should be persistent in its requests to the STM for increased service within the northern sectors of our city.

7. Incorporating the concerns of schools and Westmounts senior population


Westmounts two largest demographics are its youth and senior population. Consequently, a successful traffic and active transportation plan must take into concern these demographics. The task force attempted to contact schools and daycares in Westmount as well as Senior organizations and retirement homes to assess primary concerns with respect to traffic. With respect to schools, the primary concerns revolve around enforcement of speed limits in front of schools, concern surrounding bike paths and educating children to be aware not only of car traffic but also of bicycle traffic. The concerns surrounding bicycle traffic and safety is particularly noteworthy in the case of a bicycle path along Cote-St-Antoine Rd. as Miss Vickis, Selwyn House, Akiva and Ecole Internationale are all located in the area. The WMA recommends that a link be made along Metcalf to connect to the bikepath on de Maisonneuve. A further concern is with respect to traffic that occurs during dropping off and picking up hours. These safety concerns make enhancing the ability of, at a minimum, Westmount residents, to use active transportation to bring their children to school, a priority. Specific attention ought to be given to the area of de Maisonneuve Boulevard between Atwater and Greene Avenues which has heavy traffic both bicycle and vehicular which necessitates a pedestrian crossing for Dawson students. With respect to seniors, a major concern is with respect to pedestrian safety. As pedestrians, seniors feel there is a need for an education campaign to sensitize both car drivers and cyclists to the need for courtesy and adherence to the rules of the road. Further, the length of time

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allotted for pedestrians to cross at key intersections ought to be increased to take into account seniors. Finally, the use of auditory cues at key traffic intersections ought to be installed. The WMA proposes that many of the concerns of schools and seniors could be addressed through education campaigns.

8. Conclusions
The current Genivar plan does not define a vision: it is a narrowly -focussed technical document with many small details but no overall picture of how to achieve the goals defined above. In many places in the document, statements such as the MTP should include or further study needed are made this indicates that the plan is incomplete. A further aspect that is missing is that of the definition of short, medium and long in the context of the measures proposed. No estimate of the scope or the costs of the measures is given. It is impossible to quantify how to implement the MTP without these definitions. Furthermore, no definition is made of the composition of the Traffic Advisory Committee. The Vision for the Master Traffic Plan should include: An overall statement of the aims of the plan after its implementation Identification of the Citys ability to make changes to arterial roads inside its boundaries Consider the use of alternating lane directions based on time-of-day traffic flows An integrated view of how the traffic infrastructure fits into the overall urban environment A detailed timeline for implementation of the measures to meet the overall aims A cost and scope analysis of the proposed measures A method to quantify the success of the measures and, if necessary, a mechanism to adjust the implementation of the plan accordingly

Mechanisms to adjust the plan as various external factors (such as the MUHC, Turcot rework) come to fruition To summarize, the WMA is of the opinion that simulation modeling must be undertaken before implementation of changes to any streets or areas in Westmount.

9. Appendices A) Victoria Village Radial Flow Plan

The following Sections A to F will hopefully stimulate dialogue so that citizens can conceptualize a plan to meet the challenges posed by the MUHC and its impact on Victoria village. The object is to address the issues of bike paths, bus lanes, wider sidewalks where needed to create a pedestrian-friendly area. The key factor is the survival and wellbeing of the small businesses and retailers that are the lifeblood of the hub. These enterprises impart an individuality that defines the village and it would be detrimental to see this attraction eroded by chain stores and the sort of ubiquitous brioches-en-ville cafs that offer drab, second-rate fare. Parking and other city services are essentials for these merchants. Section A:

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Sherbrooke Street.is currently six lanes wide: four traffic lanes, and two parking lanes, one on each side, north and south. 1) The proposal under this village plan is to add a two-directional bike lane to Sherbrooke Street, as well as bus lanes running east and west, leaving three middle lanes for traffic, the centre lane alternating its direction (designated by traffic lights) according to peak period flow, as currently exists successfully on Parc Avenue. 2) Elimination of parking on both sides of the street. (see parking, Section D:1) Currently, parking lanes are dangerous on a busy street and whenever a driver moves in and out of a parking space it temporarily interrupts the traffic flow. 3) Widening of sidewalks: north side, between Prince Albert and Victoria, and particularly between Grosvenor and Roslyn. Wide sidewalks are a major feature of successes like Monkland village. They allow space for interactive business and social activities. Section B: Victoria Avenue...is currently five lanes between Sherbrooke and Somerville, reduced to four lanes between Somerville and Ste. Catherine. Three lanes exist on the east side of the street: two traffic lanes and a parking lane; two lanes exist on the west side: a wide traffic lane (it is almost two lanes wide, that allows busses to turn the corner more easily and the semi-trailers delivering to Metro to swing wide in entering the parking lot), and a parking lane. Four lanes exist on Victoria between Somerville and Ste Catherine: two parking lanes and two traffic lanes that are each one and a half lanes wide. 1) It would become a south direction street, continuing its one-way status from above Sherbrooke. 2) Contiguous to B:1, Lansdowne below Sherbrooke becomes a one-way north, effectively creating a radial flow pattern for the area. 2a) The network of adjacent local streets reinforces the radial flow; some residential streets become one-way with angled parking; in all cases the redirected traffic revolves around a core of accessible parking, while at the same time blocking through-traffic from the MUHC.

2b) The number of cars doesnt necessarily increase due to a new one-way designation, the flow simply goes in one direction with the assumption that the same number of drivers are looking for parking spaces. 3) The parking lane, east side, from Shebrooke to the Metro parking lot would be eliminated and the very narrow sidewalk widened. 4) A Bike Path and a Bike Island (for bike racks) is added as a new feature. 5) Angled parking with a narrow reserve lane is created on the west side. 6) Of the three remaining traffic lanes, the east lane flows into the Metro parking lot. The two centre lanes continue to Ste. Catherine. 7) A large tree would be planted in the buffered area in front of the Metro parking lot, as the entry lane from Sherbrooke has been eliminated after entering into the lot. Exiting is via the remaining two middle traffic lanes. Section C: Somerville, and the west side residential streets. 1) Somerville remains a two-way street between Victoria and Prince Albert, and then a one-way to Claremont, with angled parking on the north side.

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2) Burton, one-way west with angled parking; Winchester, one-way east with angled parking. 3) Prince Albert remains a two-way street between Somerville and Ste. Catherine, as part of the radial flow plan within the core of the village. 4) Angled parking on Prince Albert at its widest, all angled and parallel parking on larger streets becomes metered. 5) York and de Maisonneuve remain as is, including the Bike Path on the de Maisonneuve. 6) A small roundabout at the intersection of Somerville and Prince Albert, with a large planted tree (oak).

Section D: redesignating parking Undertaking (Section A: 1), above, involves removing some 58 parking slots on Sherbrooke Street between Claremont and Grovenor, and part of Victoria Avenue (Victoria becomes oneway south all the way to Ste. Catherine). This loss of 58 spots is met by some 70 additional parking slots redistributed throughout the village, comprised of three types of parking. 1) Angled parking on residential streets (Burton, Somerville, Winchester) would increase the number of spaces by about a half. Residential parking would be strictly preserved in terms of existing numbers, and the excess generated by the angled spots would be uniquely for Westmounters who wouldve paid an upgrade the W permit, but at a higher price to park throughout the municipality. 1a) A re-modification of the G and W permits, so that the W upgrade would also be required for G permits for village parking. The upgrade would defer the cost of lost revenue from meters on Sherbrooke, and would mean no parking meters would be installed on these residential streets. 2) On these core residential streets, a portion of the additional parking spaces (due to the angled format) could also be designated as numbered spaces and rented to users of the Visual Arts Centre, and who would also have paid the W upgrade for the privilege. 2a) On other adjacent residential streets (i.e. Roslyn) the same formula for angled parking would strictly preserve residential parking at existing numbers, and the additional spaces could be rented to employees of the merchants, who currently take up valuable shopper-related slots. The citys price would be advantageous to regular long-term users. And priority would be given to car-poolers in any of these scenarios. 2b) Angled parking on busy streets requires a reserve lane so that drivers can halt and reverse unhindered by through traffic into these parking spaces. The spaces are angled to the flow of traffic, and when drivers exit those spots, they have a clear line of vision, left and right. 2c) An alternative way is to have parking in the centre lane, as currently exists on Laurier Avenue. In this case, angled parking in the centre would be fed by a reserve lane alongside the curb that then allows drivers to enter into a slot front first, (without backing into it). Then the driver simply exits the slot to rejoin mainstream traffic. 3) All other angled parking and parallel parking on through-fares such as Victoria Avenue and parts of larger connecting streets like Somerville and Prince Albert would be metered parking with a three-hour restriction, and basically intended for non-residents who come to the village to shop, go to restaurants, etc. 4) Merchants would likely be skeptical of seeing parking removed from Sherbrooke Street. Although angled parking and a redistribution of parking throughout the adjacent

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residential streets are feasible, both Victoria and Greene villages need an enlarged facility in place (such as the Metro parking lot on Victoria) before any substantive amelioration occurs. Parking is the key; then bike paths, widened sidewalks, bus lanes, and alternative transport can be reconfigured to sustain the village life, and buffers can be devised against the encroachment of the MUHC. Section E Other traffic-related considerations: 1) A multi-level, underground garage on the Metro parking lot, or at the citys lot just north of Sherbrooke on the west side of Victoria, should be investigated to relieve the congestion of parking (i.e. which could then be reconfigured with the goal of further widening sidewalks for terraces and pedestrian sociability that are a key to a successful village environment. Any upgraded multi-level parking lot should have a rooftop community-garden . And, 2) A shuttle bus linking the two villages and the mid-level reaches of the City, such as Westmount Avenue/ The Boulevard, where, in some instances, parking availability exists. The shuttle might have a unidirectional flow, or have a two-directional flow using at least vehicles. Section F: Various other considerations: 1) Presumably, for relatively narrow residential streets with angled parking, new snowremoval techniques may be necessary i.e. snow-blowers brought in earlier as soon as a snowfall reaches 10 inches. An inventory should be drawn up of streets with lawns on which snow can be blown, provided it contains no salt. 1a) Downtown Montreal uses narrower gauge snow blowers for its wide sidewalks, possibly also for its bike paths kept open in winter. This should be investigated. 2) A wider sidewalk (east side) is needed to connect Lansdowne to the W.R.C. 3) A dual-lane Bike Path (for the same reason) on Lansdowne is included. 4) No Left Turn preserved on Sherbrooke to Victoria, and ditto for Roslyn, south of Sherbrooke. Drivers arriving from Westmount Avenue, The Boulevard and Lansdowne (north) would access the village via Victoria Avenue. 5) Approximately 61% of traffic along Westmounts arterials is through-traffic and of no appreciable benefit to the life of our Victoria and Greene Avenue villages. This inevitable overflow, to the extent that it cannot be discouraged, should stick to the periphery like The Boulevard and Ste Catherine Streets, and not congest the heartland. 6) Greening is quintessential to villages. With the radial flow plan, people may have to walk a block or two to get to Victoria Avenue, so it should be pleasant. People with pickups may conceivably park in the angled reserve lane for a few minutes (without interrupting the flow in the two middle lanes.) 7) Both Vic and Greene villages should be viewed as the spokes of Westmount (like miniatures of Paris), as they define and structure commercial life in Westmount. 8) The Westmount Train Station formerly had an underground passageway that connected to the quay on the far side. This passageway has been filled in but it could be re-utilized in an enlarged capacity as an access to the MUHC.

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8a) The train station is seeking a new life that must also be a paying proposition (i.e. not a financial burden to the city). A suggestion is to have a shuttle stop here, and that the place should be a museum with books, historical postcards and sightseeing maps. Sydney, Australia, had a puppet cottage in a similar setup that was a roaring success. Kids enjoy live inter-active media. 9) That a statue dedicated to Louis Hippolyte LaFontaine be considered for the little plaza fronting the Train Station, with an inscription (something like): Louis Hippolyte LaFontaine was Quebecs first premier in the Great Ministry that followed upon a version of home rule conferred in 1849. An able and courageous proponent of the Responsible Principle that is germane to our Westminster system of parliamentary government, he was forever denigrated by arch sentiments for having leagued outside of the province in order to capture a majority in the United assembly, a political move that was instrumental in ensuring la survivance for the Quebec nation. His abiding friendship and political alliance with Upper Canadas reform leader, Robert Baldwin, remain an inspiration and highlight the arduous constitutional battle waged during the decade after The Troubles of 1837 and 1838.

B)

PPP Proposal for Greene Avenue Parking Garage

Peter S. Cohen wrote to the Greene Avenue Merchants Association: This is the background, history and details of our planned project for a combination parking/retail project on the city parking lot lands on Greene Avenue, adjacent to second Cup.

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BACKGROUND: We (my partner and myself in an automated vehicle storage/parking distributorship) were aware of a severe parking shortage problem on Greene Avenue from personal experiences and from our many friends and service providers living, working and shopping in the area. We observed the totally inefficient and inadequate municipal parking lot next to Second Cup and knew that parking systems exist whereby better use could be made of the property for both parking and retail purposes. We worked with a US based distributor of automated parking systems and came up with a plan and concept where, while there are now only 24 surface parking spaces on the site, we could get 168 cars on one level below ground floor and 3 levels above a new 6300 sq ft ground floor retail operation while respecting existing zoning regulations. The garage would be automated and computerized with elevators and/or robotic pallets taking the cars from a drop off entry stall and deposit it, and then retrieve it, from a computer designated available space. The entry to the parking portion would be from a 13-15 ft lane off Greene Ave beside Second Cup leading to the parking garage entry at the end of the lane, providing also a queuing lane to avoid backups blocking Greene Ave. Exiting would be into the rear lane, thus not conflicting with the entry. It would vastly enhance the appearance on the street by eliminating this parking lot eyesore and replacing it with an architecturally attractive new building, adding a much needed additional retail space and the much needed added parking. The facade of the upper levels in front of the parking would be designed to integrate into the streetscape. It further provided much better security for persons and vehicles as the cars and parking areas would not be accessible to the public and the cars would not be driven within the facility. These systems have been operational worldwide for years but are only recently becoming more acceptable and used in North America as the cost and availability of land for parking is becoming too expensive. Weather and climate related matters are not an operational issue, and the throughput is fast, to avoid bottlenecks. There are many system redundancies to deal with possible breakdowns, which are rare and manageable. The project was financially viable at even below local commercial parking garage rates. I attach the plan THE HISTORY: We were aware that the City owned the land and thus approached them in the summer of 2010 to either sell it to us, lease it to us, even with a revenue participation clause, or have us build and/or operate the development for them or just sell them the parking systems at our cost and let them operate it themselves. We were made aware and accepted the fact that we would have to bid competitively with others if the city ever agreed to do such a project. I dealt in writing with Joanne Poirier, Duncan Campbell and Mayor Trent and a few councillors representing affected wards. I had one meeting with Joanne Poirier. Plans and a write-up were presented. The city was made aware of the financial advantages to them to capitalize on the land value and still serve its citizens and the public. It could easily triple the revenues it currently receives from the meters. I was eventually told that this was all very interesting but that the City was not yet ready to embark on such a project at this time, and, further, that it wanted to discourage additional parking and related traffic, not encourage it. I argued against that logic but to no avail. Further, the Greene Ave street renovations and Arena projects were distracting the city authorities at the time and there was no interest or time available to them at that moment to deal with a parking project that could even further disrupt Greene Avenue. We decided to wait until after the 1250 Greene condo project was finished, together with its own disruptions, before returning to the city again. CURRENT STATUS: We remain interested and would be ready to resubmit our proposal to the city at this time. It would be nice to have an operational interest, but we would be content just getting a system into operation even through others. We remain firmly convinced and committed that this is a most beneficial and viable project for the city, the merchants, the customers, visitors and employees in the area.

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C)

CURA Studies

Westmount Baseline Study The Westmount 2010 Baseline Study provides a snapshot view of Westmount as a city and as a community in 2010. Major projects underway in areas directly adjacent to the city, particularly the MUHC Glen Campus development and the Ville-Marie Expressway and Turcot Interchange reconstruction are expected to affect Westmount residents quality of life. The baseline study offers indicators worth monitoring over the upcoming years in order to assess the true impact of these mega-projects on the local community. Based on an analysis of demographic characteristics, built form, population density, and real estate costs, it is apparent that Westmount is comprised of two distinct communities: Lower Westmount and Upper Westmount. Whereas Upper Westmount represents a stable, extremely affluent community, Lower Westmount is more diverse and more vulnerable to change. Key indicators, focused on Lower Westmount, include demographic shifts toward an aging, more affluent community; household income that does not keep pace with increasing real estate costs; and a transportation network that prioritizes automobile mobility over other modes. Given the existing conditions and trends revealed in the baseline study, it is expected that Westmount will be facing some complex challenges in the upcoming years that may be further exacerbated by the presence of the MUHC Glen Campus and the reconstruction of Turcot Interchange. The City of Westmount may use its commitment to sustainable development and civic engagement as a source of inspiration and guidance in addressing the issues raised in this report. Date: December 2009 Author: Amy Twigge-Molecey Pedestrian and Cyclist Safety in Westmount [.pdf] This paper presents the results of the Westmount Road Safety Study, conducted in the summer of 2010. After reviewing the goals and methodology, and background information on road safety concepts employed in the report, the data is presented. Using survey responses and observed accident data, it compares areas within Westmount that are perceived to be risky with those actually observed to have high accident rates, and discusses why these differences arise. The report also identifies several major factors that were found to contribute to perceived and observed risk, some which Westmount can influence, but also other broader issues that are beyond its control. Particular attention is paid to the de Maisonneuve bicycle path, given its importance as an active transportation route through Westmount. The report finds that although Westmounts roads are generally safe for pedestrians and cyclists, there are risks associated with excessive traffic speed and volume, non-compliance with traffic laws, and inappropriate traffic signals and signage. The report makes several recommendations to address these concerns. Date: September 2011 Author: Sarah Kraemer

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