New intersection at Byron & Roosevelt?

Update 2: I offered this feedback regarding the physical layout of the changes. They make sense to me, but I have no gauge on their feasibility. Will see what the staff member has to say. But if you think they are good, it can't hurt for you to email the planner ( and offer your feedback. Here's a "mailto" link that is preset with a suggested message.

With regard to the physical layouts, I'd like to suggest some changes. I believe they meet the goals of the updates but in a different way - with significant improvements to the walking experience. An image is attached. My changes are added in blue.
Removal of mid-road "islands"
The islands on Danforth and Byron Place are removed. I assume these would have been small, concrete, raised, curbed islands - they would have to be to prevent cars from passing over that area. They are problematic for wheelchair users and pedestrians, parents with strollers, etc. Snow removal around these small road artifacts is rarely perfect, making them defacto mid-crossing snow piles. This forces anyone not in a car or bike to go around them - likely into Roosevelt - posing a safety risk and generally discouraging walking.
Addition of center-line curb on Roosevelt
To maintain the right-in/right-out restrictions I propose a center-line concrete curb in the middle of Roosevelt, like the City commonly builds at intersections (example - google street view). 
Aside from restricting cars as stated, these curbs would also lower car speeds by narrowing how wide drivers perceive the road to be. They do not narrow the road at all - but drivers will go slower as they sense the road is narrow (by limiting the driver's perception to just their lane).
Turning movements are also "tightened". By putting an obstruction in the middle of the lane turning movements to/from Byron cannot cut across the "wrong" lanes. For example, a westbound driver on Byron turning left onto southbound Roosevelt must slow down enough to turn at a tighter angle, they can no longer cut across the northbound lane.
Combined, these two changes make the walking/wheelchair/stroller/child areas more functional (particularly in winter) while also putting drivers into a slower mode of operating their vehicle. In my view a significant improvement.

Extension of Danforth curb.
While we have crews and concrete trucks present I suggest the sidewalk and curb on the east side of Roosevelt between Danforth and Byron by re-aligned, as shown. There is no need for such a forgiving arc. Going to a standard layout also decreases the distance pedestrians need to cover to cross the road, improving safety. Cars turning into Danforth, given a tighter radius, will also go slower.
Sidewalk paint.

I added crossing markers on the east side of Roosevelt across Byron Place and Danforth that were missing.


Update: Here are the draft drawings. How the signals work (timings, etc) are for the traffic operations department to answer. I'll update again when I get that answer. Thanks to Campbell Inwood for the prompt reply!

Has anyone in the active transportation community been consulted on the new Byron/Roosevelt design? Details are scarce - all I have is the details from the legally required public notice:

  • Addition of pedestrian and traffic signal displays to convert the existing pedestrian signal to a full traffic control signal.
  • Removal of “stop” signs on Roosevelt Avenue.
  • Modifications to curb depressions where required.
  • Modifications to pavement markings as required.
  • Addition of traffic islands on Roosevelt Avenue at Danforth Avenue and at Byron Place to restrict movements at those intersections to “right-in/right-out”.

I've sent the following email to the staffer on the notice. Feel free to cut-n-paste it if you have similiar thoughts. 

Campbell Inwood, P.Eng.
Public Works Department
Traffic Services Branch
Tel : 613-580-2424, ext. 23072

Regarding the proposed changes at Byron and Roosevelt, I wanted to confirm that the following design elements are part of the current plan:

  • Curb-side and "left-turn" bicycle detection loops so that north and south-bound bikes on Roosevelt can safely activate the light. Kirkwood/Clare is an example of recent work in this regard. Currently cyclists have to dismount and use the pedestrian button. A full intersection requires bike-loops - curb side for 'straight-through' movements, and within the lane so cyclists can position themselves for a left-turn safely.
  • Will the new traffic light be synchronized with Byron/Churchill or Richmond/Roosevelt intersections?
  • "No begging" for pedestrians and cyclists (and Churchill students). Pedestrian and bicycle actions should activate the cycle immediately. This aligns with Ottawa's Official Plan that active transportation modes have highest priority.

    While I appreciate the new like at Clare/Kirkwood, it is incredibly frustrating to be sitting in the cold at 9pm on a Saturday waiting for the cycle to activate - with no feedback on how long it will be until the cycle starts.

  • If the purpose of making peds/bikers wait before beginning the cycle change is to ensure a "flow" window for cars, the "car green" wait time should be applied after the ped/bike has been given priority. This guarantees car movement - but without making a pedestrian wait for no reason.

    The timing should be this:
    - ped/bike activates a button or loop
    - light cycle starts changing immediately.
    - cycle completes, returning to Green for E/W traffic on Byron
    - 30 second "green" window is enforced. Ped/Bike activations in this window do not happen immeidately.

    As opposed to the current practice, which does not encourage active transportation:
    - ped/bike activates a button or loop
    - nothing happens for an unpredictable amount of time
    - cycle finally starts to change. Quite often someone has jaywalked or biked through a red by this point.
    - cycle completes.

  • Are construction designs available? I would like to review whatever highest-resolution files you have, especially if they are still in draft format.