Recommended Plans

Two design options have been developed to address these issues. Both options include similar measures, with one key difference in the treatment proposed between Grant Carman Drive and Overlake Drive: Option 1 includes three-unit speed cushions with two traffic islands, while Option 2 includes a chicane with cycle-friendly landscaped bulb-outs.

Please click here to open the Recommended Plan Option 1.

Please click here to open the Recommended Plan Option 2.

The following is a detailed summary of the recommended measures:

Traffic Calming and Speed Management

• Multiple sets of speed cushions:
  1. Five sets of four-unit speed cushions
  2. One two-unit set of speed cushions with a traffic island.
  3. One three-unit set of speed cushions with two traffic islands between Grant Carman Drive and Overlake Drive (Option 1 only).

Speed cushions are raised roadway features similar to speed humps, but with gaps that allow larger vehicles-such as buses and emergency vehicles-to "straddle" them while still slowing down smaller vehicles. Please note the difference between Speed Bumps, Speed Humps, Speed Tables and Speed Cushions. Speed cushions are effective in reducing speeds and are designed to minimize impacts on larger vehicles; any effect on emergency response times is expected to be minor.

Figure 6: Cross-section of a four-unit set of speed cushions

Figure 7: Plan view of a four-unit set of speed cushions

• A chicane (Option 2 only) between Grant Carman Drive and Overlake Drive with cycle-friendly bulb-outs. A chicane is a series of alternating curb extensions that create a slight S-shaped path along a roadway, forcing drivers to steer left and right rather than travel in a straight line. This horizontal deflection reduces vehicle speeds by increasing driver attention and discouraging aggressive or fast driving, while still allowing continuous traffic flow. The chicanes are proposed to incorporate landscaping to visually narrow the roadway and enhance the traffic calming effect.

Figure 8: Proposed chicane between Grant Carman Drive and Overlake Drive

Parking lane with pinned concrete curb: The introduction of bicycle lanes on Viewmount Drive will result in prohibiting on-street parking and stopping. A parking survey indicated that most parking demand is concentrated between Overlake Drive and Biscayne Crescent, and between Europa Private and Chesterton Drive/Coolspring Crescent.

Where feasible, a parking lane is proposed between the bicycle lane and the travel lane. This configuration will help accommodate existing parking demand while also reducing the excessive roadway width, which can contribute to lower vehicle speeds and overall traffic calming. A pinned concrete curb is recommended between the bicycle lane and the parking lane to provide physical separation for cyclists. Traffic islands are also proposed at the beginning and/or end of the parking lanes to help define and organize the parking area.

Figure 9: Proposed parking lane with pinned concrete curb located east of Onondaga Court

Traffic Safety Improvements

Right-in/right-out island: Collision data indicate an unusually high number of collisions on Viewmount Drive between Merivale Road and Grant Carman Drive. Over the 25-year period from 2000 to 2024, a total of 84 collisions were reported, with many occurring near the shopping area access on the north side and the bus-only entrance to Merivale Intermediate / High School. Of these, 53 collisions involved conflicts between eastbound left-turning vehicles and westbound through traffic. Queued vehicles in the westbound left-turn lane may obstruct sightlines between eastbound left-turning vehicles and westbound through traffic, increasing the risk of collisions.

To reduce the likelihood of these conflicts, it is proposed to prohibit eastbound left turns into the shopping area. Southbound left turns exiting the shopping area would also be prohibited. To help discourage illegal turning movements, a right-in/right-out island is proposed at the shopping area access.

Figure 10: Proposed right-in/right-out island and “No Left Turn” at Viewmount Centre commercial access

• Squared curb and “No Right Turn”: It has been observed that some drivers enter the exit from Merivale Intermediate / High School despite the presence of a “Do Not Enter” sign facing north and a one-way sign facing west indicating that entry is prohibited. To discourage eastbound drivers from entering at this location, it is proposed to square the southwest corner to physically discourage right turns and install a “No Right Turn” sign facing eastbound traffic.

Figure 11: Proposed squared curb and “No Right Turn” at the eastern Merivale High School access

• Centre island medians and additional stop signs: Stop compliance surveys indicate that compliance with the stop signs is relatively low at the intersections of Viewmount Drive and Grant Carman Drive, and Viewmount Drive and Chesterton Drive / Coolspring Crescent. To improve compliance, raised centre island medians are proposed on both approaches of Viewmount Drive at these intersections. The medians will help channelize traffic through a defined path, encouraging drivers to stop at the stop line. Additional stop signs are also proposed on the medians to improve the visibility of the stop control and increase driver awareness.

Figure 12: Proposed centre island medians and additional stop signs at Grant Carmen Drive

Cycling Safety Improvements

Bicycle lanes: A bicycle lane is a designated portion of the roadway marked for exclusive use by cyclists. It separates cyclists from higher-speed vehicular traffic, improving safety and comfort. Parking and stopping are prohibited within bicycle lanes. In addition, the reduced roadway width resulting from the installation of bicycle lanes can help discourage speeding.

Viewmount Drive is identified as a suggested cycling route. Considering traffic volumes, operating speeds, available roadway width, implementation costs, and the low demand for on-street parking, bicycle lanes are recommended along most of Viewmount Drive. Exceptions include the westbound approach to Merivale Road and both directions on the approach to Fisher Avenue, where roadway width constraints and intersection operations limit their feasibility.

Figure 13: Example of an on-road painted bicycle lane

• Ride-over cycle-friendly bulb-outs: Ride-over cycle-friendly bulb-outs are raised roadway features designed to narrow the travel lane, reduce vehicle speeds, and provide a smooth, mountable surface for cyclists to ride over. By visually and physically narrowing the roadway, they encourage drivers to slow down and increase attentiveness, while allowing cyclists to maintain a continuous and relatively direct path. These features can improve safety by calming traffic and enhancing visibility of cyclists and pedestrians.

Figure 14: Proposed ride-over cycle-friendly bulb-outs between Chesterton Drive/Coolspring Crescent and Coach House Gate

Figure 15: Example ride-over cycle-friendly bulb-out at the Main Street and Clegg Street intersection

Pedestrian Safety Improvements

• A new pedestrian crossover (or PXO) is recommended on Viewmount Drive between Biscayne Crescent and Saginaw Crescent, connecting pathways on both the north and south sides of Viewmount Drive. PXOs are designated locations that allow pedestrians to safely cross the roadway, where drivers are required to yield to pedestrians. PXOs can improve pedestrian safety by providing a clearly marked and controlled crossing point, increase driver awareness of pedestrian activity, and make crossing more convenient and comfortable for all users, including seniors, children, and persons with disabilities. By creating safer and more accessible crossing opportunities, PXOs can also encourage walking and support active transportation along the corridor.

Figure 16: Proposed pedestrian crossover with median between Biscayne Crescent and Saginaw Crescent

Figure 17: Example pedestrian crossover with median at Centrepointe Drive and Hemmingwood Way

Transit Improvements

• The bus stop at Overlake Drive is proposed to be relocated to the east side of the pedestrian crossover (PXO) at 220 Viewmount Drive. A separate landing zone, cycle track, and bus shelter pad are proposed to improve safety and comfort for both transit riders and cyclists, and to better organize interactions between modes.

Figure 18: Proposed bus stop relocation and improvements at 220 Viewmount Drive

• The bus stop at Biscayne Crescent is proposed to be relocated to the east side of the proposed pedestrian crossover at the multi-use pathway between Biscayne Crescent and Saginaw Crescent (see Figure 16). A new sidewalk connection between the PXO and the relocated bus stop is also proposed to improve pedestrian safety and accessibility. Relocating bus stops to the far side of pedestrian crossings can improve visibility between pedestrians, cyclists, and drivers, and support more efficient and reliable bus operations by minimizing bus delays at the pedestrian crossings.

Please note that the above recommended measures are conceptual in nature and may be refined, modified, replaced, or removed during the detailed design and/or construction phases.