TrafficMasterPlan Feb2013

Westmount
PLAN DIRECTEUR DE CIRCULATION ET DE TRANSPORT ACTIF DE WESTMOUNT WESTMOUNT TRAFFIC AND ACTIVE TRANSPORTATION MASTER PLAN
Westmount Traffic and Active Transportation Master Plan
February 2013 - v3.0

111-17587-00
1600 Ren-Lvesque Blvd. W., suite 1600, Montral, Qubec H3H 1P9 Telephone: (514) 340-0046 Fax: (514) 340-1337 | www.genivar.com
Westmount Traffic and Active Transportation Master Plan
Team:
Tam Nguyen, eng., M.eng. Stephan Kellner, eng., M.A.Sc. Eric Lonard, B.A. Pooya Rafiee, eng., M.eng. Jean-Franois Cappuccilli, Ph.D. Vincent Ermatinger, eng., M.A.Sc. Nicolas Bissuel-Roy, eng. Andr Milot, techn. Philippe Mytofir, techn. Karine Thibault, techn.
Paul Ttreault, urb., eng.., MUP (OUQ 1305 | OIQ 5007053) Verified and Approved by: Eric Peissel, urb., MUP (OUQ 1092) Project Manager and Vice-President, Transportation
Complete reference
GENIVAR Inc. (2013) Westmount Traffic and Active Transportation Master Plan, for the City of Westmount, Montreal, 101 pages.
M:\2011\1\111-17587-00\Transport\3.0 Technique\3.8 Rapports-Devis\03_Plan\111-17587-00-MasterPlan-v2.1-20130204.docx
GENIVAR Inc. 1600 Ren-Lvesque Blvd. W., suite 1600, Montreal, Quebec H3H 1P9 Telephone: (514) 340-0046 | Fax: (514) 340-1337 | www.genivar.com
111-17587-00 February 2013 - v3.0
City of Westmount Westmount Traffic and Active Transportation Master Plan Draft
Table of Contents
1.0 INTRODUCTION .............................................................................................................................. 1 1.1 CONTEXT ................................................................................................................................. 1 1.2 PURPOSE ................................................................................................................................. 1 1.3 CONDUCT OF THE M ASTER PLAN............................................................................................... 2 1.4 PUBLIC CONSULTATION ............................................................................................................ 2 1.5 OUTLINE .................................................................................................................................. 2 2.0 CURRENT CONDITIONS................................................................................................................. 3 2.1 GEOGRAPHY ............................................................................................................................ 3 2.2 SOCIODEMOGRAPHY & GENERATORS ........................................................................................ 9 2.3 TRAVEL PATTERNS .................................................................................................................14 2.4 ACTIVE TRANSPORTATION ......................................................................................................20 2.4.1 Pedestrians..............................................................................................................20 2.4.2 Cyclists ....................................................................................................................25 2.5 PUBLIC TRANSIT .....................................................................................................................29 2.6 ROADS AND TRAFFIC ..............................................................................................................33 2.6.1 Road Network ..........................................................................................................33 2.6.2 Traffic.......................................................................................................................44 2.7 PARKING ................................................................................................................................54 2.8 PLANNED PROJECTS ...............................................................................................................61 2.9 SUMMARY OF CURRENT CONDITIONS........................................................................................66 3.0 VISION AND GOALS .....................................................................................................................68 3.1 VISION ...................................................................................................................................68 3.2 GOALS AND OBJECTIVES.........................................................................................................69 3.3 MEASURES .............................................................................................................................70 4.0 TRAFFIC AND ACTIVE TRANSPORTATION MASTER PLAN ...................................................71 4.1 ACTIVE TRANSPORTATION PEDESTRIANS..............................................................................71 4.2 ACTIVE TRANSPORTATION CYCLISTS ....................................................................................75 4.3 PUBLIC TRANSIT .....................................................................................................................79 4.4 STREETS AND TRAFFIC ...........................................................................................................81 4.4.1 Street Hierarchy and Speed Limits..........................................................................81 4.4.2 Road Diets ...............................................................................................................81 4.4.3 Intersection Management and Traffic Signals .........................................................83 4.4.4 Vehicular Speeds.....................................................................................................84 4.5 PARKING ................................................................................................................................90 4.5.1 Types of Parking Measures.....................................................................................90 4.5.2 General Parking Measures......................................................................................91 4.6 EXTERNAL PROJECTS .............................................................................................................94 4.7 REGIONAL MEASURES ............................................................................................................94 5.0 IMPLEMENTATION .......................................................................................................................96 5.1 PHASING OF MEASURES .........................................................................................................96 5.2 PUBLIC CONSULTATION ..........................................................................................................97 5.3 PROJECT IMPLEMENTATION.....................................................................................................98
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft 5.4 5.5 5.6 POST-IMPLEMENTATION REVIEW .............................................................................................98 TRANSPORTATION ADVISORY COMMITTEE ...............................................................................98 MONITORING AND REVIEW OF PLAN ........................................................................................98
REFERENCES .....................................................................................................................................100 BIBLIOGRAPHY ...............................................................................................................................100
List of Appendices
A B C D E Abbreviations and Glossary Public Consultation Consulted Historical Maps of Westmount Illustration and description of signalized intersection levels of service Action Plan Presentation
List of Tables
Table 2.1 Table 2.2 Table 2.3 Table 2.4 Table 2.5 Table 5.1 Demography of Westmount and the Island of Montreal (2006) Transit routes in Westmount Roadway Hierarchy Definition On-Street Parking Supply by Regulation Parking Occupancy By Area Phasing of Measures
List of Figures
Figure 2.1 Figure 2.2 Figure 2.3 Figure 2.4 Figure 2.5 Figure 2.6 Figure 2.7 Figure 2.8 Figure 2.9 Figure 2.10 Figure 2.11 Figure 2.12 Figure 2.13 Figure 2.14 City of Westmount Geographic Constraints (Barriers and Links) Slope of Streets Transit Network in 1941 Population density Major Trip Generators Westmount Travel Patterns Trip purposes in Westmount Travel modal shares in Westmount Usual Mode of Transportation for Work (2006) Sidewalks and Other Pedestrian Links Pedestrian Activity Cycling Network Cycling Volumes
II
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft Figure 2.15 Figure 2.16 Figure 2.17 Figure 2.18 Figure 2.19 Figure 2.20 Figure 2.21 Figure 2.22 Figure 2.23 Figure 2.24 Figure 2.25 Figure 2.26 Figure 2.27 Figure 2.28 Figure 2.29 Figure 2.30 Figure 2.31 Figure 2.32 Figure 4.1 Figure 4.2 Figure 4.3 Figure 4.4 Figure 4.5 Figure 4.6 Figure 4.7 Figure 4.8 Figure 4.9 Figure 4.10 Transit Network Street Hierarchy Traffic Management and Intersection Control Posted Speed Limits Traffic Calming Measures Proposed Truck Routes by the City of Montreal Traffic Volumes Traffic Screens and Cordons Traffic Structure Levels of Service AM Peak Hour Congestion AM Peak Period Levels of Service PM Peak Hour Congestion PM Peak Period Parking Regulations Parking Occupancy by Time of Day in Westmount On-Street Parking Spaces by Area Parking Occupancy by Time of Day by Area Planned Projects Pedestrian Measures Types of Cycling Facilities Westmount Cycling Network Public Transit Measures Example of a Road Diet Westmount Street Hierarchy Speed Limits Truck Routes Road Diets and Traffic Measures Areas for Parking Measures
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III
1.0
1.1
INTRODUCTION
CONTEXT
The City of Westmount wishes to undertake a global examination of its transportation system to maintain its citizens quality of life. City council has thus identified the need to prepare a Traffic and Active Transportation Master Plan. This Master Plan serves as a framework for future transportation improvements and investments. This Plan will provide a roadmap to the City of Westmount to help guide transportation decisions throughout the City. GENIVAR prepared the Westmount Traffic and Active Transportation Master Plan on behalf and in collaboration with the City of Westmount. This document is intended to give an overall vision, direction and orientations for transportation in Westmount. The vision, goals, objectives and measures contained in this document will guide future projects undertaken by the City of Westmount over the coming years through a number of tools: budgets, three-year capital works programs, by-laws, planning tools, sectoral studies, transportation studies and capital projects. Other actions undertaken by the City should also be consistent with the direction outlined in this document.
1.2
PURPOSE
The purpose of the Westmount Traffic and Active Transportation Master Plan is to: Analyse the existing transportation and traffic patterns; Propose the necessary changes to achieve councils objectives for the Plan within Westmount; Provide the tools needed to ensure effective and efficient planning and traffic management; Address long term transportation issues; Promote active transportation within the City while decreasing vehicular dependence; Aid the Citys Administrative Traffic Committee in making decisions within an overall planning framework.
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1.3
CONDUCT OF THE MASTER PLAN

The preparation of this Master Plan was done in collaboration with a Steering Committee that monitored progress, provided strategic and technical guidance and validated the findings. The Master Plan Steering Committee was composed of three City councillors and representatives of the Citys administration (director general, public safety, public works and urban planning). In addition, input was received from City council, through presentations at key points throughout the study.
1.4
PUBLIC CONSULTATION
Public Consultation was an important part of this Plan and the public were consulted at various times throughout the preparation of this document. In the summer of 2011 various stakeholder groups were consulted as part of the diagnostic of the existing conditions. Then, the objectives of the Plan and their relative importance were established through a mail-in survey that was sent to all households in the City of Westmount in December 2011. A total of 733 responses were received from all parts of the City. Residents were asked to rank the various proposed objectives by order of importance by identifying the five most important goals. A public meeting was held on Monday, October 22 , 2012 at Victoria Hall to discuss various transportation alternatives for the Master Plan. Additional comments from residents were also received and considered. Project documents were also posted on the Citys website at a number of points in the process.
nd
1.5
OUTLINE
The Westmount Traffic and Active Transportation Master Plan consists of the following sections: Section 2 describes current transportation conditions within Westmount. This section examines geography, demographics, travel patterns, conditions for various transport modes (pedestrians, cyclists, transit, vehicles), parking and planned future developments. Section 3 presents Westmounts vision for transportation for the next 20 years. This vision is then declined into goals and objectives. Section 4 outlines the policies and measures to reach the goals and objectives of this Master Plan. Section 5 discusses the implementation of the Master Plan.
In conjunction with the Master Plan, the Westmount Traffic Calming Guide has also been prepared and is available as a separate document.
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2.0
CURRENT CONDITIONS
This section outlines current conditions in Westmount as they were observed in 2011 and identifies were there are issues and opportunities. This will be the basis for defining the Plans objectives and proposed measures.
2.1
GEOGRAPHY
The Traffic and Active Transportation Master Plan applies to the whole of the City of Westmount as shown in figure 2.1. The City of Westmount, covers an area of 3.96 square kilometres, is built along the southern face of Westmount, one of Mount-Royals three summits. The City of Westmount is located immediately to the west of downtown Montreal and is entirely surrounded by three City of Montreal Boroughs (Ville-Marie, Sud-Ouest and Cte-des-Neiges-Notre-Dame-de-Grce). Purpose This section examines the geography of Westmount, specifically: entry and access points, the general layout of the street grid, physical barriers, links and topography. These elements all have an important influence on the shape of the transportation system. The slopes of the streets are also examined since Westmount is built on the face of a mountain. High slopes can be constraining for universal accessibility, pedestrians, cyclists, transit and trucks. Future improvements must take into account this defining characteristic. Findings Geography The City is entirely urbanized and has a land area of 3.96 square kilometres; The City can be divided into three main topographic zones:

The Saint-Jacques escarpment to the south, where the railway and the Ville-Marie Expressway were built; A plateau between the railway and Sherbrooke Street; The south face of Westmount stretching from Sherbrooke Street to Summit Park;
Historically, transportation corridors were built along an east-west axis, perpendicular to the slope of the mountain;
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft The combination of the Saint-Jacques Escarpment, the Canadian Pacific Railway and the Ville-Marie Expressway create an important barrier that is only crossed by Atwater Avenue, Greene Avenue and Glen Road (see figure 2.2); The development of Westmount on the southern face of the mountain (Summit Park and residences) and Cte-des-Neiges on the north face (Saint-Joseph Oratory and Ridgewood Avenue) were undertaken separately and their street grid was not integrated. This also creates another barrier along the northern City limits (see figure 2.2). A list of consulted historical maps can be found in appendix B; Westmounts street grid is much better integrated to the neighbourhoods to the east (downtown) and west (Notre-Dame-de-Grce) than to the south (Saint-Henri) and north (Cte-des-Neiges). The city has many more access points along its eastern (14) and western limits (5), than along its southern (3) and northern (3) borders. In addition there is no continuous north-south link; The slopes (see figure 2.3) of east-west streets (many of which, such as Cte-SaintAntoine predate the development of Westmount) are not as steep as north-south streets (Saint-Jacques Escarpment and the mountain) that were built at the same time as the city was developed when an orthogonal street grid was built. Streets built on the plateau between the rail corridor and Sherbrooke Street are usually level in grade; The steep slope of certain streets is problematic for pedestrians and cyclists, but especially people with disabilities, however this constraint is difficult to modify; Most of Westmount was built as a streetcar suburb. This streetcar network was built along an east-west axis (see figure 2.4) due to the topography and prevailing travel patterns (to and from Downtown Montreal); Westmount is built on the south slope of one of Mount-Royals three summits. Many streets, especially north-south streets north of Sherbrooke Street, are very steep. The Saint-Jacques Escarpment is also constraining and streets that cross it are also steep. The plateau between Sherbrooke and the CPR railway is relatively level. Topography and slopes, which will not change, and can be constraining to a varying extent for users of the transportation system (universal accessibility, vehicles, transit, cycling, etc.); Westmounts street grid is much better integrated into neighbourhoods to the east (VilleMarie) and west (Notre-Dame-de-Grce) than to the north (Cte-des-Neiges) and south (Saint-Henri/Sud-Ouest); There is no continuous north-south link in Westmount, while there are many continuous east-west routes.
Key issues and findings
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City of Westmount
T C
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Ville de / City of MONTRAL (CDN-NDG)
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Ville de / City of WESTMOUNT

CLAREMONT
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Ville de / City of MONTRAL (Ville-Marie)
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Ville de / City of MONTRAL (Sud-Ouest)

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FIGURE 2.1
Ville de Westmount City of Westmount
111-17587_Fig 2.1_Plan de local_v2_20110810.ai
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FIGURE 2.2
Contraintes gographiques Geographic Constraints
111-17587_Fig 2.2_Geo Constraints_v3_20111025.ai
AT WA TE
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METCALFE
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GREENE GREENE
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City of Westmount
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LGENDE / LEGEND
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Pente (%) / Slopes (%) 10 + 8 10 6 8 4 6 2 4 0 2
THE BOU LE VA R
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FIGURE 2.3
Pente des rues Slope of Streets
111-17587_Fig 2.3_Street Slopes_v1_20111103.ai
City of Westmount
200m
LGENDE / LEGEND
Lignes tramways / Tramway Routes Lignes autobus / Bus Routes
Source : Montreal Tramways Co. (1941) de BANQ
FIGURE 2.4
Rseau de transport en 1941 Transit Network in 1941
111-17587_Fig 2.4_Transit Net 1941_v1_20111103.ai
2.2
SOCIODEMOGRAPHY & GENERATORS

Purpose Sociodemography examines the characteristics of Westmounts population. Demographic information is important since the population and employment in Westmount have an incidence on the use of the transportation system. For example, population and employment densities have an impact on transit use. Information on the sociodemographic profile of the population is obtained from the 2006 Canada Census. Generators are land uses, other than residences, that attract trips (shops, services, parks, schools, offices, etc.). In this report, only major activity generators are identified since they attract the most trips; Generators give an indication of where people travel to and from within Westmount. This identification allows us to see if these destinations are well served by transportation infrastructure. Findings Sociodemography Westmounts population has been relatively stable at around 20,000 over the past 20 years (20,494 residents in 2006 in 8,677 households); Westmounts population is generally older when compared to the Island of Montreal (median age of 45 vs. 39 years) as shown in table 2.1. This can be explained by the higher proportion of residents 65 or older (21% vs. 15%) and a lower proportion of 25 to 44 year olds (21% vs. 31%); According to the Institut de la Statistique du Qubec, the proportion of residents 65 or older on the Island of Montreal will increase from 15 to 21% from 2006 to 2031. This is an important increase, but less so than the rest of the region (13 to 22%) and Quebec (14 to 26%); Education levels are higher in Westmount than the Island of Montreal (56% vs. 26% of residents 15 or older have a university degree); A higher proportion of households are families with children than the Island of Montreal (26.5% vs. 20.9%); Westmount has a diverse housing stock: 73% of housing is either row housing, duplexes, triplexes or apartments; Westmount has a higher density of residents than the Island of Montreal mostly due to its compact size and its proximity to the regional centre (see table 2.1); Over half (52%) of Westmounts population lives south of Sherbrooke Street where population densities are much higher (see figure 2.5).
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Table 2.1
Demography of Westmount and the Island of Montreal (2006)

Westmount Island of Montreal 1,854,442 3,715 39.2 28.1% 30.8% 25.6% 15.4% 25.8% Montreal Region 3,635,571 854 39.3 29.8% 29.6% 27.0% 13.6% 21.0%
Population Population Population density (pop./km) Median age % residents 24 and under % residents 25 to 44 % residents 45 to 64 % residents 65 and older % residents 15 and older with a university degree Households Households Average household size % multifamily housing (row house, duplex, triplex and apartment) Families % households that are families with children % households that are families without children % one-person households % other households
20,494 5,093 45.1 28.6% 21.3% 28.7% 21.4% 56.4%
8,677 2.3 72.9%
831,518 2.2 83.9%
1,525,629 2.3 62.3%
26.5% 26.0% 36.1% 11.5%
20.9% 23.2% 38.2% 17.7%
26.0% 26.1% 31.6% 16.4%
Source: Statistics Canada, 2006 Census of Canada
Jobs According to the 2006 Census, there were more jobs in Westmount (12,600) than there are workers living in Westmount (7,545). Of these workers, only 1,205 workers both live and work in Westmount; Of the 7,545 workers living in Westmount (out of a population of 20,494), they were mostly employed in:

City of Montreal: 5,565 workers (74%); City of Westmount: 1,205 workers (16%); Other Island of Montreal Municipalities: 575 workers (8%); South Shore of Montreal: 145 workers (2%); Laval and North Shore: 55 workers (<1%);
Similarly, of the 12,600 jobs in Westmount most of these workers live in the following municipalities:

City of Montreal: 6,965 workers (55%); Longueuil and South Shore: 1,965 workers (16%); Other Island of Montreal Municipalities: 1,425 workers (11%); City of Westmount: 1,205 workers (10%); Laval and North Shore: 1,040 workers (8%).
10
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft Generators Almost all offices, shops and services are located south of Sherbrooke Street (where just over half of residents live); Westmount has 15 schools located throughout the City (Dawson College and Marianopolis College both CEGEPs having the largest student bodies); There are two important clusters of activity generators:
Atwater Metro Area: Greene Avenue, Sainte-Catherine, Westmount Square, Plaza Alexis-Nihon, Dawson College, YMCA and various other office/institutional buildings; Victoria Village: cluster of shops and services along Sherbrooke Street and Victoria Avenue.
Most other institutional and recreational uses (except parks) are clustered around City Hall (City Hall, Lawn Bowling, Fire Hall and Police Station) and Westmount Park (Victoria Hall, Library, Arena, Municipal Pool, Westmount Y Centre);
Key issues and findings Sociodemography Westmount is a completely urbanized and dense City of 20,494 residents. Population density is highest to the south where 73% of households are multifamily housing (higher densities have higher active and public transportation use); The City has an older population (21% of residents were 65 or older in 2006) than the rest of the Island of Montreal or the region. As is the general tendency elsewhere, Westmounts population is aging; The City has a higher proportion of households that are families with children than the Island of Montreal; Older residents and children are both more vulnerable and have different needs than the rest of the population; There are more jobs located in Westmount (12,600 in 2006) than workers residing within the City (7,545 in 2006). Workers living in Westmount mostly work closer-by than people working within Westmount; Almost all offices, shops and services are located south of Sherbrooke Street around two clusters: Atwater/Greene Area and Victoria Village area. This creates a high demand for transportation and parking; Many schools are located throughout Westmount, many of which attract students from far beyond Westmounts borders.
Jobs
Generators
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City of Westmount
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Densit de population / Population density 11 000 +
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2 028 residents 701 logis / dwellings SU NY 2 668Nps. / km2 S

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Persons / km2
2 500 +
VICTORIA VICTORIA WESTMOUNT WESTMOUNT ES MOUNT S MOUN STMOUNT U UN
3 187 residents 1047 logis / dwellings 4 226 ps. / km2

C TE -S TAN TO IN E
CEDAR
T NTRO MONTR MONT OSE
CLAREMONT CLAR MONT REM NT
2 970 residents 1 248 logis / dwellings 7 635 ps. / km2

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ANS OWN LANSDOWNE LANSDOWN
2 891 residents 1 352 logis / dwellings 9 509 ps. / km2 D

E MAISON IS NEUV E
1 573 residents 687 logis / dwellings 5 260 ps. / km2

FE CALF METCALFE METC FE CLAR CLARKE CLARKE
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DCARIE DCARIE

STE-CATH C ERINE IN
REENE GREENE GREENE
WOOD WOOD
AT ATWATE ER R

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NOTES :
- Densit de population plus leve dans le sud. - Population density is higher in the south of Westmount. - 52% de la population habite au sud de la rue Sherbrooke. - 52% of residents live south of Sherbrooke street. Source : Statistques Canada / Statistics Canada (2006)
ST-JACQUES O.
FIGURE 2.5
Densit de la population Population Density
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Parc KingGeorge Park

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Centre rcratif / Recreational complex

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Collge Dawson College Square Westmount Square

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Plaza Alexis-Nihon
ST-ANTOINE O.
NOTES :
- Plus d'emplois (12 600) Westmount que de travailleurs y habitent (7 600). - More jobs (12 600) in Westmount than workers (7 600).
ST-JACQUES O.
FIGURE 2.6
Gnrateurs de dplacements importants Major Trip Generators
111-17587_Fig 2.6_Major Trip Gene_v4_20111025.ai
2.3
TRAVEL PATTERNS
Purpose Travel patterns are examined to understand how trips in Westmount are currently made. Travel patterns allow us to understand the following questions: Where are people travelling to and from? What modes of travel (transit, foot, bicycle, car, etc.) are used? Why are those trips undertaken (work, study, shopping, leisure, etc.)?
This information is crucial to understand if the existing transportation infrastructure is currently meeting travel needs and identify potential improvements. This information is also used to assess any proposed modifications. Two key data sources are used in this analysis: the 2008 Montreal Metropolitan Region Origin-Destination Survey and the 2006 Census of Canada. The 2008 Montreal Metropolitan Origin-Destination Survey has been undertaken every five years since the 1970s and is one of the most comprehensive surveys of its kind in North America. This survey contains extensive information on where people travel (origins and destinations), how they travel (mode of transportation), why they travel, at what time, household characteristics and vehicle ownership. This data is available for the whole of Westmount. The Canada Census gives information on the travel mode to work for a more detailed breakdown of Westmount. Findings According to the 2008 Origin-Destination survey, there are 89,000 trips made on a typical weekday in Westmount (see figure 2.7). These trips are made by residents and non-residents alike. This figure includes generated trips (trips that originate in Westmount) and attracted trips (trips ending in Westmount); Trip purposes are shown in figure 2.8:

Westmount generates (trips starting in Westmount) the same proportion of work trips than it attracts (trips ending in Westmount): 32% and 30% respectively; Westmount attracts almost as many school trips (28%) as work trips (30%); Westmount also generates more shopping and recreational trips than it attracts;
Of these 89,000 trips, 12,000 of these are made entirely within Westmount (internal trips). Many of these internal trips (48%) are made by active transportation (walking or cycling). Only 3% of internal trips are made using public transit, likely due to the short distances involved and the structure of the public transit system. 47% of internal trips are made by car (average of 1.45 persons per vehicle); Trip origins and destinations are shown in figure 2.7:

Most trips are made along the east-west axis rather than the north-south; Most trips are relatively short since they are made within Westmount and adjacent neighbourhoods in Montreal and other close-by cities. Approximately 7,000 trips/day (8% of trips) travel outside the island of Montreal;
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There are more people travelling between Westmount to/from Downtown Montreal (20,600 trips/day) and Westmount-Notre-Dame-de-Grce to/from Hampstead/CteSaint-Luc/Montreal-West (14,300 trips/day) than internal trips in Westmount (see figure 2.7). There are many more trips between adjacent neighbourhoods to the north (Cte-des-Neiges and Town of Mont-Royal) than to the south (Sud-Ouest and Verdun);
Transportation modal shares are shown in figure 2.9. In addition, modal shares (24 hour) are shown for various destinations in figure 2.7:
With 49,400 person-trips per day , the private automobile is the most heavily used mode of transportation in Westmount (36,500 vehicles per day). This is the case for most destinations, except for internal Westmount trips. On average, there are 1.35 passengers per vehicle, which is higher than the Montreal Regions average of 1.2. Trips to/from adjacent neighbourhoods (except downtown Montreal) are just as likely to be made by car than longer trips to the West Island, Laval/North Shore and the South Shore even if these areas are further away; Transit is the second most used transportation mode in Westmount (28% of trips over 24 hours and 33% during the peak AM period). The percentage of trips using transit (modal share) in exchange with most areas varies between 25 and 44%. The lowest transit modal shares are for internal trips in Westmount (3%) and in exchange with the Sud-Ouest/Verdun (11%); Active transportation (walking and cycling) use in Westmount at 15% of trips is comparable to the average on the island of Montreal, but higher than for the Montreal Region. The modal share is highest for internal trips within Westmount and with adjacent neighbourhoods in Montreal;
The number of vehicles per household has increased slightly from 1.06 to 1.09 vehicles per household between 1998 and 2008. During this same period, the proportion of households without a vehicle increased from 25.8 to 28.4% while households with 3 vehicles or more also increased from 3.7 to 4.4%. The proportion of households with one or two vehicles decreased accordingly from 70.5 to 67.2%. Vehicle ownership in Westmount is higher than on the island of Montreal (0.96 vehicles per household), but lower than in the Montreal Region (1.28 vehicles per household); Westmount residents make approximately 49,000 trips per day (2.51 trips per day per resident). That being said, around 2,800 residents do not travel on any given weekday. The majority of these trips are made in exchange with somewhere outside Westmount (34,500 trips per day). Westmount residents make:

7,600 work trips per day, but only 975 end in Westmount even if Westmount has approximately 12,000 jobs; 4,600 school trips per day, but only 1,250 of these end in Westmount;
Note: The origin-destination survey does not record some vehicular trips such as deliveries, public vehicles (city, police, fire, etc.). 2 This figure is not equal to the number of people living and working in Westmount since not all workers travel to work every day.
111-17587-00 February 2013 - v3.0 15

4,000 leisure trips per day with 1,250 ending in Westmount; 2,600 shopping trips per day with 1,000 ending in Westmount;
According to the 2006 census, which surveyed workers on their usual mode of transport to work, the modal share for active transportation and public transit is higher in the south than the north of Westmount as can be observed in figure 2.10. There are approximately 89,000 trips made on a typical weekday in Westmount; Most trips are relatively short since the majority are made within Westmount or with adjacent neighbourhoods and municipalities. There are more trips with downtown Montreal (20,600 trips/day) than internal trips (12,000 trips/day). Many of trips within Westmount and to adjacent neighbourhoods are made by active transportation (walking and cycling); Westmount residents make many trips outside Westmount, especially for work (88% of works trips made by residents end outside Westmount), for studying (74%) or shopping (71%); Public transit modal shares are higher (28% of trips in a 24 hour period) than the rest of the region (16% of trips). There are very few internal transit trips (3%) (both start and end within Westmount) due to the small size of the City; Westmount attracts almost as many education trips as work trips; Public transit and active transportation use for work trips is higher in the southern parts of Westmount; Westmount residents are dependent on adjacent areas for education, employment, leisure and shopping; Active transportation is used extensively for shorter trips; Public transit use is highest to Downtown Montreal; The number of vehicles per household has increased slightly between 1998 and 2008. The proportion of households with 3 vehicles or more has grown. On the other hand, the proportion of households without a vehicle has increased.
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City of Westmount
LGENDE / LEGEND
% de dplacements en transport collectif / % Trips Using Transit
11 600 7% actif 30%

CDN / MONT-ROYAL
20 600 20% actif 36%

CENTRE-VILLE / DOWNTOWN
TOUS / ALL (24 hres / hrs)
NDG / CSL
SUD-OUEST / SOUTH-WEST ET / AND VERDUN
INTERNE / INTERNAL 12 000 48% actif 3%
TOTAL 89 000
14 300 11% actif 25%
4 500 11% actif 16%
EST DE MONTRAL EAST OF MONTREAL
LAVAL
9 800 (44% )
2 700 (34%
LONGUEUIL ET RIVE-SUD LONGUEUIL AND SOUTH SHORE OUEST DE MONTRAL WEST OF MONTREAL
9 200 (34%
4 400 (28%
Source : Enqute OD (2008)
FIGURE 2.7
Origines et destinations des dplacements de Westmount Origins and Destinations of Trips in Westmount
111-17587_Fig 2.7_Travel Patterns_v3_20111025.ai
Figure 2.8
Trip purposes in Westmount
Work 21% 32% 8% 17% 17% 11% 28% 24% 30% Study Recreational 13% Shopping Other (except return)
Source: Enqute orgine-destination (2008). All Trips except return home. Note: Generated trips are on the left and attracted trips on the right.
Figure 2.9
Travel modal shares in Westmount
2%
24 hours
15%
1%
AM peak
9%
41% 33% 17%
40%
Car driver Car passenger Transit Active Other
28% 14%
Source: Enqute orgine-destination (2008). All Trips except return home.
111-17587-00 February 2013 - v3.0
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City of Westmount
T C
200m
LGENDE / LEGEND
GE S
N SDE E-
EI
Mode de transport vers le travail / Mode of transportation to work Vhicule priv / Private vehicle Vhicule priv avec passag / Private vehicle with passenger Transport collectif / Public Transit Pied ou bicyclette / Walked or bicycled
THE BOU LE VA R
76% 8% 8% 8%
SU NN
Autres / Others 1%
YS IDE
VICTORIA VICTORIA WESTMOUN WESTMOUNT WESTMOUNT WESTMOUNT ES S STM U
71% 8% 11% 9%
Autres / Others 1%
CEDAR
T NTRO MONT MONTROSE
CLAREMONT CLAREMONT REM NT
C TE -S 49% TAN T 7%OI NE
SHERBRO OKE Autres / Others 1%
GROSVENOR
N WN AN AN DOWN LANSDOWNE
52% 4% 22% 21% Autres / Others 2%
22% 20%
GLE N
DCARIE DCARIE
42% 4%
DE MAISO NNEUVE 26%
METCALFE
46% 2% 30% 20%

GREENE WOOD WOOD
AT ATWATE ER R
LARK CLARKE
25% Autres / Others 3%
Autres / Others 2%
STE-CATH C ERINE
DOR CHE 37%ST ER
5%
WESTMOUNT
52% 5% 23% 18% Autres / Others 2%
ST-JACQUES O.
35% 23%
ST-ANTOINE O.
Autres / Others 1%
Source : Statistiques Canada (2006)
FIGURE 2.10
Mode de transport vers le travail Mode of Transportation to Work
111-17587_Fig 2.10_Mode Trans_v2_20111025.ai
2.4
2.4.1
ACTIVE TRANSPORTATION
Pedestrians
Purpose Walking is the most universal transportation mode. All users of the transportation system will walk at one point of their trips, even though it may be continued by bike, by transit or by car. Walking is increasingly becoming more important because of its public health benefits, an aging population and awareness of environmental problems. As seen in the previous section, walking is a very prevalent transportation mode of travel in Westmount since almost half of internal (to and from Westmount) and 15% of all trips are done by active transportation (the vast majority of which are done by foot). Walking is also an important component of public transit trips, which account for 28% of trips, since it is necessary to walk to and from a transit stop. Pedestrian issues can be assessed by examining the walkability of a community. Many 3 factors, big and small, come into play when assessing walkability including: Mix of land uses: (are there numerous and diverse destinations close-by?); Presence of walking routes (sidewalks and walking paths?); Connectivity and continuity of the walking network; Universal accessibility of the walking network (Are these walking paths accessible to all users?); Ease of use by users (slope of streets, number of routes available, legibility of neighbourhood, permeability of blocks); Physical condition maintenance); of the walking infrastructure (obstructions, cracks, winter
Safety (real and perceived) of walking routes (Are walking routes well lit? Do pedestrians have multiple routes? Are street crossings safe? Are pedestrians close/exposed to fast moving vehicles?); Pleasantness of walking routes (attractiveness of route, viewpoints, maintenance of properties). Residents have a choice of a number of destinations (shops, restaurants, parks, etc.), relatively close-by. That being said, accessibility to retail and leisure is lower in the north than the south of the City; Sidewalks and paths are available throughout the City. Sidewalks are usually available on both sides of the street. Only two street segments do not have any sidewalks (Belvedere Road and Bethune Street); In addition to sidewalks, pedestrians can use a number of paths in parks, mid-block passages (mostly staircases) and lanes to shorten walking routes. Some of these mid-
Findings
Many walkability measures have been developed. A typical walkability survey can be found on the following website: http://www.activelivingresearch.org/files/SPACES_Audit_Instrument.pdf.
20
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft block connections are not visible from adjacent properties and streets and make them less comfortable to use, especially after sundown; The orthogonal street grid allows for quick and direct walking routes. Pedestrians can also choose between numerous routes because of the easily navigable orthogonal grid (see figure 2.11); The CP rail corridor and the Ville-Marie Expressway form an important physical barrier to travel across the Saint-Jacques escarpment. The three available links across this barrier (Glen, Greene and Atwater, see figure 2.11) are unpleasant for pedestrians (narrow sidewalks next to vehicle travel lanes, few activities close by, reduced lighting); Pedestrian connectivity is also lower between the southern parts and areas north of The Boulevard and between Westmount and Cte-des-Neiges; Walking along some major thoroughfares can be unpleasant, especially on those where sidewalks are narrow and are adjacent to vehicle travel lanes (see figure 2.11). On other major streets, pedestrians are separated from vehicle lanes by a combination of parked vehicles, landscaped buffers or street furniture; A number of specific issues were observed for pedestrians:

Insufficient crossing times at some traffic signals; At some traffic signals, pedestrians do not have any signals visible; Long pedestrian crosswalks across intersections; The placement of street furniture on some streets do not allow for a clear walking path, especially for persons with a visual impairment; Some staircases have been installed along sidewalks and in parks. These are not universally accessible;
As Westmount is built along a mountain, many streets are steep which can be an impediment to walking. That being said, there are still quite a few people walking north of Sherbrooke Street where slopes are highest (see figure 2.12); Pedestrian activity is highest in the vicinity of Westmount Square/Dawson College/Greene Avenue and in Victoria Village due to the numerous activities in these areas. Pedestrian counts are also higher close to parks, schools, routes to Metro stations and retail. Pedestrian counts at the peak hour are available in figure 2.12 for certain intersections. Intersections most used by pedestrians include Greene/de Maisonneuve (1,200 per hour), Wood/Ste-Catherine (1,000 per hour) and Sherbrooke/Victoria (900 per hour). Westmount is generally a very walkable community due to its mix of land uses, the orthogonal street grid allows more direct walking routes to multiple destinations, sidewalks and walking paths are prevalent and generally pleasant surroundings; Pedestrian activity is highest close to metro stations, commercial areas and schools. Pedestrian volumes are highest in the Atwater/Greene and Victoria Village areas; Walking is used extensively for trips internal to Westmount;
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft Most underpasses (e.g. Greene Avenue) are not pedestrian friendly (perceived safety, quality of sidewalks, etc.) and some major streets (e.g. The Boulevard) are not conducive for walking since the sidewalks are adjacent to high volumes of fast moving traffic; There are a number of issues for pedestrians that make walking less attractive and safe throughout Westmount that should be addressed (long crosswalks, traffic signals, street furniture placement, etc.).
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City of Westmount
T C
200m
W
LGENDE / LEGEND
GE S
N SDE E-
EI
W THE BOU LE W VA RD
SUW NN YS
Liens pitons / Pedestrian links Barrires d'accessibilit / Accessibility barriers Pas de trottoir / No sidewalk Trottoir troit sans zone tampon / Narrow sidewalk with no buffer Scurit perue
(Effet tunnel, mauvais clairage, etc...) /
LEXINGTON
IDE
W
W
W
VICTORIA VICTORIA
DRE LV BE
Perceived safety
(Tunnel effect, poor lighting, etc...)
Traverse pitonne mi-bloc / Mid-block crosswalks
WESTMOUNT
CEDAR
TE -S TA
CLAREMONT
SHERBRO
GROSVENOR
MONTROSE
NT OI NE
W
W
W
OKE
LANSDOWNE
GLE N
DCARIE DCARIE
METCALFE
CLARKE
DE MAISO
GREENE
NNEUVE
WOOD WOOD
AT ATWATE ER R
STE-CATH
ERINE
DOR CHE STE R
ST-ANTOINE O.
ST-JACQUES O.
FIGURE 2.11
Pitons - problmatiques et liens Pedestrian Links and Issues
111-17587_Fig 2.11_Pedestrian Iss Links_v3_20111025.ai
City of Westmount
T C
200m
LGENDE / LEGEND
GE S
N SDE E-
EI
Nombre de pitons pendant l'heure de pointe / Number of pedestrians during the peak hour 0 - 50 51 - 100 101 - 250 251 - 500
LEXINGTON
80 VICTORIA VICTORIA
90
SU
THE BOU LE VA R
NN
YS
IDE
500 et plus / and above
DRE LV BE
30
85
52
WESTMOUNT 106
143
51 62 116 130 36
139
CLAREMONT
96
TE -S TA
CEDAR
927
SHERBRO
GROSVENOR
MONTROSE
NT OI NE
OKE
230
LANSDOWNE
469
100
64 372 355 194
GLE N
DCARIE DCARIE
463
METCALFE M
CLARKE
403 180
DE MAISO
E GREENE GREE G ENE
NNEUVE
OOD WOOD
AT ATWATE ER R
153 55 65 120 71
251 1236
654
65
468
333 300
STE-CATH C
378 ERINE
357* 268
DOR CH 1086 ESTE R
120
ST-ANTOINE O.
ST-JACQUES O.
FIGURE 2.12
Nombre de pitons Pedestrian activity
111-17587_Fig 2.12_Pedestrian activity_v3_20111025.ai
2.4.2
Cyclists
Purpose Cycling is an integral part of the transportation system, especially in urban areas. Its use is most convenient for short and medium length trips year-round, while still being a viable option for longer ones. Bicycles can also be used to access the public transit system. Cycling is also beneficial for improving public health, reducing demand on the road network, improves the environment and requires fewer resources than most other transport modes (energy and space). This section describes the cycling network in Westmount and its usage. The cycling network should permit access to important destinations within the City and connect to destinations outside. Cycling infrastructure must also be continuous, safe and accommodate the needs of various user types: utility and recreational cyclists. Suitable facilities (secure parking) must also be available at both ends of a trip. The maintenance of the cycling network also influences its use. Cycling data is also examined to understand how this network is used. Findings The cycling network in Westmount is comprised of a bike path on de Maisonneuve Boulevard and bike lanes on Glen Road/Lansdowne Avenue south of de Maisonneuve Boulevard (see figure 2.13). The de Maisonneuve bike path connects to the main eastwest cycling routes through downtown Montreal and Notre-Dame-de-Grce. The bike lane on Glen and Lansdowne connects to Saint-Henri; The cycling network is within a short distance (250 meters) of most major generators in Westmount. That being said, a large part of the city is not covered by the cycling network since many residents (48%), the majority of schools (9 out of 15) and parks are north of Sherbrooke Street; The bike path on de Maisonneuve Boulevard does not meet current best practices since it is narrow (2.5 meters instead of a recommended 3 meters) and is not buffered with a physical separation (distance and barrier) from the vehicle lane, except for bollards between the months of April to November. The transition between the bike path (in Westmount) and the bike lanes (in the City of Montreal) at Claremont Avenue also does not meet current best practices, such as the NACTO urban bikeway guide; 5 Bixi stations, a bike-sharing system, are installed in Westmount and are operational from April to November. A number of other stations in Montreal are within walking distance of Westmount (see figure 2.13); The Bixi station located at Greene and de Maisonneuve is the most used (36% of trips), followed by Sherbrooke/Prince Albert (22%), Sherbrooke/Argyle (16%), Victoria Hall (13%) and Sainte-Catherine/Hillside (12%). The majority of Bixi trips are made with Downtown Montreal (47% of Bixi trips), followed by the Plateau-Mont-Royal (18%), Westmount (17%) and other neighbourhoods (18%); The slopes of certain streets, especially north-south ones, can be an impediment for cycling; Few on-street bicycle racks are provided, especially in commercial zones; City by-laws do not require the provision of off-street bicycle parking facilities;
25
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft The bike path on de Maisonneuve Boulevard is heavily used, since more than 2,000 cyclists use this facility from 8AM to 6PM on weekdays (up to 360 cyclists during the peak hour). This facility is still used in winter, though not as heavily, since 50 (at Claremont) to 90 (at Atwater) cyclists used this facility from 8:30AM to 4:30PM, with 25 cyclists during the peak hour; The Glen/Lansdowne bike path is used by approximately 70 cyclists during the peak hour, just south of de Maisonneuve (see figure 2.14); There are many cyclists using other streets without cycling facilities (see figure 2.14):

Sherbrooke: 20 to 50 cyclists during the peak hour; Sainte-Catherine: 15 to 40 cyclists during the peak hour; Cote-Saint-Antoine: 30 cyclists during the peak hour; The Boulevard/Westmount: 20 to 30 cyclists during the peak hour;
A by-law is exists rendering the use of helmets mandatory for cyclists in addition to inline skaters. The provincial Highway Safety Code does not have such a provision. Despite the fact that there are only two formal bicycle routes, the cycling network serves most major destinations within Westmount. However, many residents, schools and parks are not located close to a cycling facility; The slopes of certain streets can be an impediment for cycling, especially for cyclists travelling towards the north; The bike path along de Maisonneuve Boulevard does not meet current standards and best practices. That being said, there is a demand for this cycling facility since more than 2,000 cyclists use this bike path (8 AM to 6 PM only). There are more cyclists during this ten-hour period than vehicles during the entire day along most sections of de Maisonneuve Boulevard; Many cyclists also use Sherbrooke, Cte-Saint-Antoine and Sainte-Catherine Streets, even if the only east-west bike path is on de Maisonneuve Boulevard.
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City of Westmount
T C
200m
LGENDE / LEGEND
GE S
N SDE E-
EI
Piste cyclable / Cycling Facility Station Bixi Station
THE BOU LE VA R
LEXINGTON
SU
NN
YS
IDE
DRE LV BE
CEDAR
TE -S TA
CLAREMONT
SHERBRO
GROSVENOR
MONTROSE
NT OI NE
OKE
LANSDOWNE
GLE N
DCARIE DCARIE
METCALFE
CLARKE
DE MAISO
GREENE
NNEUVE
WOOD WOOD
AT ATWATE ER R
STE-CATH
ERINE
DOR CHE STE R
ST-ANTOINE O.
ST-JACQUES O.
FIGURE 2.13
Rseau cyclable Cycling Network
111-17587_Fig 2.13_Cycling Network_v2_20111025.ai
City of Westmount
T C
200m
LGENDE / LEGEND
Directions / Directions
GE S
N SDE E-
EI
00
Nombres de cyclistes par heure / Number of cyclists per hour
THE BOU LE VA R
LEXINGTON
SU
VICTORIA VICTORIA 20 20 WESTMOUNT
NN
YS 5 ID 10 E 10
5 3 12 10 10 3 12 30 30 20
DRE LV BE
18
18 24
D 24
20
30 30
CLAREMONT
23 23 5 MONTROSE
CEDAR
TE
-S
GROSVENOR
LANSDOWNE
5 50
TA
50
NT OI
NE
25
3 48 48 3 27
40 10
40 40
10 40 10 20 10 10 20
SHERBRO
OKE
40
GLE N
DCARIE DCARIE
40 250 250 15 35
411 72
414
METCALFE
271 25
10
CLARKE
263 10
DE MAISO
GREENE
NNEUVE
365 365
WOOD WOOD
AT ATWATE ER R
10
30
30 20
20
STE-CATH
25
ERINE
10
DOR CHE STE R
25
15
15 19 5
12
36
36
27 10
27
27
27 20 10
20 20 20
ST-ANTOINE O.
10
ST-JACQUES O.
FIGURE 2.14
Volumes de Cyclistes Cycling Volumes
111-17587_Fig 2.14_Cycling Volumes_v1_20111025.ai
2.5
PUBLIC TRANSIT
Purpose Public transit reduces demand on the road network, improves the quality of the environment, and generally consumes less energy than private vehicles. Transit also has a much higher capacity than private vehicles. Transit trips are usually divided into three parts: Access: this is usually walking to/from a stop. Access routes must be safe, direct, well maintained, pleasant and convenient. The City of Westmount has control over this part of a trip; Waiting: this is the time spent waiting for a transit vehicle either at a stop or a station. Waiting conditions must be good by providing safe, pleasant, adequate protection from the elements, adequate information for users and well maintained stops. Higher frequencies also decrease waiting times. This responsibility is shared between the City and the STM; In-vehicle travel: this part of the trip is the time spent in the transit vehicle travelling. Travel times must be short and reliable to attract users. Travelling conditions for passengers inside the vehicle must also be good. Cleanliness, minimal crowding, comfortable travel, and good customer service all increase transit ridership. The STM controls most of these factors, although the City of Westmount manages the street network used by buses which impacts travel times.
Access and waiting conditions must be good at both ends of a trip. In addition, to providing good quality service, the public transit system must conveniently serve multiple destinations, inside and outside Westmount. This section examines public transit services available in Westmount. For the purposes of this report, public transit encompasses not only conventional bus, metro and commuter rail services but also car sharing and taxi services. Public transit services are provided by Socit de transport de Montral (bus and metro) and the Agence mtropolitaine de transport (commuter rail). Car sharing services are provided by Communauto and taxi by numerous private operators with valid taxi permits. Findings Transit is used for roughly 25,000 trips per day in Westmount (28% of trips); Even if there are no Metro stations in Westmount, parts of Westmount are located within walking distance of 5 Metro stations on the Green and Orange Lines (Atwater, LionelGroulx, Place-Saint-Henri, Vendme and Villa-Maria) (see figure 2.15); The STM operates 10 bus routes within Westmount (see table 2.2); The transit network is structured along an east-west axis, similarly to the street network. Only the 124 runs north-south. This helps explain the little number of internal (staying within Westmount) trips using transit (350 trips per day). That being said, the small size of Westmount makes transit a less attractive option than active transportation (walking and biking) since those modes do not require to walk to and wait at a transit stop; The most frequent bus service is offered on Sherbrooke Street (route 24) and SainteCatherine Street (routes 63 and 90). The 24 - Sherbrooke and the 90 - Saint-Jacques
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft are part of the 10 minute max network with service every 10 minutes or less from 6 AM to 9 PM on weekdays; All of these routes, except for the 63 Girouard, operate during evenings and weekends. The STM also offers night service on Sherbrooke Street (route 356) and Cabot Square in front of the Forum is a major hub for the night bus network; Bus stops are located within walking distance of most parts of the City (see figure 2.15), except for the area north of Sunnyside Avenue (where transit use and population density are the lowest); Many bus routes are impacted by congestion on a number of streets, within and outside Westmount, such as Sherbrooke and Sainte-Catherine. This congestion increases travel times for users and decreases the reliability of transit service, especially during peak periods. Congestion has a disproportionate impact on transit riders since buses cannot change their route; There are no bus transit priority measures within Westmount, even if a number of routes are very frequent and the streets Although the coverage of the STM bus network is good, many of these routes are not always reliable (poor on-time performance, bus bunching, etc.). Users have little realtime information on next bus arrivals or delays. This can frustrate transit riders. The STM is planning to put in a place a real-time information system for users (iBus); Three AMT commuter rail lines cross Westmount along the Canadian Pacific Railway Corridor. There are no stations located within Westmount, but the Vendme Train Station (which replaced the Westmount Train Station) is within walking distance of the south-western quadrant of Westmount; Communauto offers car sharing services in Westmount. Vehicles are located at four stations: Westmount Train Station, Victoria Hall, Saint-Antoine/Atwater and Dorchester/Gladstone. Westmount members can also use other Communauto stations, many of which are located within walking distance of parts of Westmount; There are 130 car-sharing members living in Westmount as of May 2011. Membership has grown at an annual rate of 30% since 2006; Communauto has indicated that they do not have enough vehicles in Westmount for the number of members. They are looking to expand this service; Taxis are readily available in Westmount due to its density and proximity to downtown; Two taxi stands are located within City limits: Sainte-Catherine/Wood and Victoria Hall. Two other taxi stands are in place just outside City limits on Atwater Avenue in front of Place Alexis-Nihon and at Sherbrooke Street and Grey Avenue in Notre-Dame-deGrce. Taxis are not allowed to wait for a fare outside a taxi stand, unless responding to a call;
Car Sharing
Taxi
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft Taxi services are regulated, including taxi rates, by the Commission des Transports du Qubec. The Montreal Bureau du taxi et du remorquage manages permits for taxis and drivers in addition to enforcing other regulations pertaining to taxis; Transit serves close to 25,000 trips/day in Westmount; Westmount is generally well served by metro, bus and commuter rail services. Frequent service (10 minutes or less) is offered by the Metro (Green and Orange Lines) and certain bus routes (24 on Sherbrooke and 90 on Sainte-Catherine); Bus transit users are impacted by congestion, within and outside Westmount, which delays buses and reduces their reliability; The Metro is generally reliable and provides good service, although it can be crowded during certain times. The bus service can be crowded or unreliable at times (schedule adherence), which can be frustrating for users; Use of car sharing services is gradually increasing and Communauto is looking towards expanding its service.
Table 2.2
Route 1 2 24 37 63 66 78 90 104 108 124 138 Name Green (Metro) Orange (Metro) Sherbrooke Jolicoeur Girouard The Boulevard Laurendeau Saint-Jacques Cavendish Bannantyne Victoria Notre-Dame-de-Grce
Transit routes in Westmount

Trips per weekday (both directions) 392 410 202 106 54 80 84 178 55 81 79 51 Typical peak period frequency (minutes) 6 6 10 24 32 32 30 10 50 30 28 50 Typical off-peak frequency (minutes) 3 3 6 24 30 23 30 6 15 24 26 40
Source: STM (2011)
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City of Westmount
T C
200m
NOTES :
- Part modale du transport collectif leve (28% ou 25 000 dpl. / jour) - High transit modal share (28% or 25 000 trips / day) - Peu de dplacements internes en transport collectif (3% ou 350 dpl. / jour) - Few internal transit trips (3% or 350 trips / day)
N LEXINGTON
LGENDE / LEGEND
GE S
N SDE E-
EI
Circuit d'autobus / Bus Route Lignes de mtro / Metro lines Arrts d'autobus / Bus stops Numro du circuit / Route number Station d'auto partage (Communauto) / Carsharing station (Communauto) 300m Aire de service / Service Area 600m Aire de service / Service Area
165 166 535 000
VILLA-MARIA
VIC VICTORIA VICTORIA
SU
THE BOU LE VA R
NN
YS
IDE
R R DRE LV BE
124
WESTMOUNT WES OUNT WESTMOUNT S STMOU
66
138
CLAREMONT CLAREMONT M NT
C TE -S TAN TO IN E
CEDAR
SHERBRO OKE
GROSVENOR
LANSDOWNE
GLE N
PLACE SAINT-HENRI
LIONEL-GROULX
FIGURE 2.15
Rseau de transport collectif Transit Network
111-17587_Fig 2.15_Transit Network_v3_20111025.ai
AT WA TE
AR DCARIE D AR D AR E D ARIE DCARIE DCARIE D ARIE
138
METCALFE
104
CLARKE
24
E EE GREENE GREENE WOOD WOOD
144
AT ATWATE AT ER R R R R R
DE MAISO S NNEUV E
VENDME
63
90
STE-CATH C ERINE N
ATWATER
37
DOR CHE STE R
78
ST-ANTOINE O. -AN OINE O. ANTOINE A ON
108
ST-JACQUES O
2.6
ROADS AND TRAFFIC

This section is divided in two parts: roads and traffic. The first part explains the street network as it is built and managed. The second section pertains to the use of this network by vehicular traffic.
2.6.1
Road Network
Purpose This section presents Westmounts street network as it exists today: network, road hierarchy, intersection control, speed limits and traffic calming measures. Traffic is presented in detail in the following section. The general structure of the street network allows for an examination of which destinations and where potential bottlenecks occur. The road hierarchy presents the relative importance of different streets for vehicular traffic according to their function and capacity. Streets are classified according to the following categories: Freeways limited access high capacity roads predominantly used by through traffic; Arterials major roads which serve a combination of through and local traffic; Collectors connect local areas to arterials and are used by local traffic with limited through traffic; and Local streets which mostly serve local and external traffic.
These classifications are defined in Table 2.3. The current classification of streets was based on these criteria, observed current conditions, the designation of the streets in the Westmount Master Plan which identified major thoroughfares and the Agglomeration of Montreal road hierarchy map. This classification does not imply that every street of a certain type should be managed using the exact parameters presented in the table below since the design of a street should be adapted to its specific context. Table 2.3
Type of street Function Vehicles Transit (STM) Trucks Cyclists and pedestrians Characteristics Access Speed limit
4
4
Roadway Hierarchy Definition

Arterial Through and local traffic Bus service Usually allowed Permitted Collector Mostly local traffic with limited through traffic Some bus service Allowed sometimes during the day Permitted Local Mostly local traffic Usually no bus service Local deliveries only Permitted
Freeway Through traffic Bus service Allowed Forbidden
No private access 70 km/h or more
Private accesses allowed 50 to 60 km/h
Private accesses allowed 40 to 50 km/h
Private accesses allowed 40 km/h
Note: Westmount does not have speed limits above 40 km/h.

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Type of street Intersection control Parking Cyclists Pedestrians Example Freeway Interchanges None None or parallel pathway None or parallel pathway Ville-Marie Expressway Arterial Traffic signals Yes, sometimes limited during peak periods On-street or bike facility Sidewalks provided Sherbrooke Street Collector Stops signs (usual) and some traffic signals Yes On-street or bike facility Sidewalks provided Westmount Avenue Local Stop or yield signs Yes Usually on-street Sidewalks provided Melville Avenue
Adapted from: Transportation Association of Canada (1999) and Ministre des transports du Qubec.
Intersection control is comprised of traffic signals, all-way stops and stops on one side of the street only. Westmount does not use other intersection control types such as roundabouts or yield control. Intersection control is examined to see if intersection management follows the roadway hierarchy and to examine the usage of all-way stops. Intersection control is especially important for pedestrians at major streets. Existing traffic signals were also surveyed to examine if they meet the current MTQ standards and best practices. Speed limits are examined for coherency and to see if they meet current best practices. Posted speed limits were surveyed to examine if they follow the roadway hierarchy, park zones and school zones. Speed limits have some influence on travel speeds, but street design and context have a more important impact on vehicular travel speeds. Traffic calming is examined to see how these are applied and if they are consistent with the other measures and indications on the road network. Trucks routes are examined to see where trucks are allowed in Westmount. Deliveries are also looked into to see if businesses are well served and to determine if there are any issues with current delivery practices. Findings Street network and hierarchy Westmounts street network is well integrated with neighbourhoods to the east and west. On the other hand, the street network is not as well integrated with neighbourhoods to the north and south. The probable cause of the poor integration is a combination of topography (many constraints on the design of streets with steep slopes) and the separate development of Westmount and adjacent neighbourhoods (Saint-Henri and Cte-des-Neiges). The construction of the rail corridor, the Ville-Marie Expressway, Summit Park and the Saint-Joseph Oratory were significant barriers to developing a continuous street grid; The orthogonal street grid allows for better traffic distribution (less concentration of traffic at bottlenecks); The current hierarchy of streets is the following (see figure 2.16):
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Freeway: The Ville-Marie Expressway (Autoroute 720) crosses Westmount along the Saint-Jacques Escarpment. The Ville-Marie Expressway and its ramps are maintained by Transports Qubec (MTQ); Arterials: The arterial network was established in the Entente to improve the functioning of the agglomeration of Montreal, between the Qubec government and agglomeration municipalities. Arterials include the following streets: Sherbrooke Street (4 to 6 lanes), Dorchester Boulevard (4 lanes), Ste-Catherine Street (4 lanes), The Boulevard (4 lanes), Greene Avenue (Saint-Antoine to Ville-Marie Expressway); Atwater Avenue (4 to 6 lanes) and Saint-Antoine Street (4 lanes). The responsibility for the Atwater Avenue and Saint-Antoine is shared with the City of Montreal; Collectors: The collector street network includes the following streets: Westmount Avenue/Notre-Dame-de-Grce Avenue (2 to 4 lanes), Cedar Avenue, Sunnyside Avenue (Grosvenor to Victoria), de Maisonneuve Boulevard from Atwater to Clarke (2 to 3 lanes), Claremont Avenue, Victoria Avenue, Grosvenor Avenue (Sherbrooke to Sunnyside), Glen Road/Lansdowne Avenue (south City limits to Sherbrooke), Clarke Avenue (Sainte-Catherine to Sherbrooke) and Greene Avenue (Ville-Marie to Dorchester); Local streets: All other streets are considered to be local streets.
Traffic signals and intersection control Traffic signals are mostly located along arterial and collector streets (see figure 2.17) that carry more vehicular traffic; The vast majority of traffic signals do not meet the current MTQ standards and best practices. A number of important safety issues for all users (signal phasing, pedestrian crossings and visibility) and confusing information were found. Traffic signal conditions are the subject of a separate survey which present observed deficiencies (see appendix A); Traffic signals have the same phasings and timings at all times of the day, except for some traffic signals that operate in flashing mode during evenings and weekends. It must be noted that current MTQ traffic signal standards forbid the use of flashing mode for traffic signals; Traffic signals on Sherbrooke Street, The Boulevard/Cedar Avenue and parts of SainteCatherine Street (Clarke to Park Place) are synchronized. During the afternoon peak period, traffic signals on The Boulevard and Sainte-Catherine are synchronized in the opposite direction than the peak (westbound). Some equipment could be deficient which can unsynchronize the signals, but this was not surveyed; The placement of traffic signals allows pedestrians to easily cross major arterial streets. Some pedestrian crossings are unclear; Most intersections on local and collector streets are controlled by all-way stops; Many of these all-way stop are not warranted according to volumes or safety. Many of these all-way stops seem to have been implemented as a form of traffic calming, even though all standards and best practices forbid this practice.
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft Speed limits The default speed limit in Westmount is 40 km/h as specified in the traffic by-law; A number of streets have 30 km/h posted limits (see figure 2.18). These zones are usually reserved in front of parks and schools; Although 30 km/h zones are in place on streets adjacent to schools and parks, this is not always the case; Speed limits are sometimes only posted in one direction of the same street segment. Many street segments have two different speed limits; Certain by-laws setting speed limits are still in miles per hour and have not been modified into the International System of Units (metric system). In addition, By-Law 196 Concerning Good Morals and Decency states that no person shall drive faster than an ordinary trot. A traffic calming policy has been in place for a number of years for the installation of speed humps. It takes into account the type of street, the speed of vehicles, the slope of the street, if it is an emergency route and the support of residents (2/3 resident approval needed); Traffic calming measures have been used extensively on most local streets as can be observed in figure 2.19. Traffic calming measures have been grouped into four categories:

Traffic calming measures
Vertical measures speed humps and raised crosswalks; Horizontal measures island, neckdown and bulbout which reduce the width of the roadway; Street closures; Mid-block stop signs: this measure is included since it is used as traffic calming, even though standards and best practices (e.g. MTQ) forbid its use as a traffic calming device;
Most traffic calming measures are used appropriately, even though they are numerous; A number of traffic calming measures are temporary even if many have been used for a number of years. Many traffic calming measures are not well integrated into surrounding streetscapes; Some traffic calming measures used in Westmount are not recommended for use on public streets according to standards and best practices. The use of stop signs, especially mid-block, is not an appropriate traffic calming measure, according to prevailing standards and best practices. A few speed humps on streets perpendicular to de Maisonneuve have a high profile, and their use is not recommended for public streets (TAC); Westmount has not adopted any formal truck routes, but numerous trucking restrictions do exist. Most signed truck restrictions are concentrated on local and collector streets south of Sherbrooke Street. Many streets north of Sherbrooke Street do not have posted
36
Trucks and deliveries
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft truck restrictions, but demand for trucking and deliveries are lower in this area. Note that trucks are still allowed on streets with truck restrictions for a local delivery if no other route is available; Trucks are allowed on major streets: Dorchester, Sainte-Catherine, Sherbrooke, The Boulevard and Atwater. In addition, trucks are allowed on certain other streets: Claremont, The Glen (although a local deliveries only sign is posted in Montreal), de Maisonneuve (Atwater to Clarke), Westmount and Lansdowne (Westmount to the Boulevard); The signage of truck restrictions is sometimes inconsistent with by-laws. For example, no trucks are allowed throughout on Clarke Avenue according to the by-law, but only two signs are posted. In addition, one sign on a perpendicular street states that trucking is allowed. In some cases, signage allows trucks in one direction, but not the other; Deliveries for many businesses are done by trucks parking on the street. Some trucks double-park illegally when making deliveries (Victoria Village and Greene Avenue). This can be a safety issue for cyclists travelling on these streets in addition to impeding other traffic (private vehicles and transit). No on-street delivery zones have been put in place in Victoria Village or on Greene Avenue. The use of lanes for deliveries is encouraged, even if not all trucks seem to use them; The Agglomeration of Montreal has proposed truck routes for Westmount, but these have not been approved by the City of Westmount (see figure 2.20). Snow clearing consists of two operations: clearing snow and ice from street and sidewalks followed by spreading abrasives. Snow removal consists of loading and removing of snow; Snow clearing on sidewalks and streets is done concurrently since each operation is done using different equipment; Clearing snow from sidewalks takes approximately 2 hours (if done in one pass); Snow clearing operations on streets start as soon as the snow commences and finishes at the end of the storm; Snow clearing and removal priorities include (in no particular order) fire routes, school zones, commercial streets, bus stops, arterials and streets with slopes; Snow clearing operations prioritizes sloped over flat streets; Snow removal operations occur when there are accumulations of 10 centimetres or more. The amount of time varies according to the amount of accumulated snow and if the snow disposal site, located outside Westmount does not slow the process.
Snow clearing and removal
Key issues and findings Street network and hierarchy The orthogonal street network allows good distribution of traffic;
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft The City does not have an official street hierarchy or classification (a current hierarchy was established based on current characteristics and usage), except for arterials which are set out in an agreement between the provincial government and agglomeration municipalities; No formal truck routes currently exist on the territory of Westmount (truck restrictions do exist). Some posted truck restrictions are incoherent with City by-laws; The majority of traffic signals do not meet current MTQ standards for traffic signals. A number of these traffic signals present important safety deficiencies for all street users. A complete upgrade of the physical plant is required; Traffic signals are primarily located on the arterial and collector streets of Westmount and allows pedestrian to easily cross major thoroughfares; Traffic signals on The Boulevard and Sainte-Catherine are synchronized for eastbound traffic at all times of the day (even if the peak is westbound in the afternoon); The vast majority of other intersections are controlled by all-way stop signs. Many of these all-way stop signs are not warranted, a revision of their use is warranted; Posted speed limits are often different in opposite directions of the same street segment; Not all streets adjacent to schools have a posted 30 km/h speed limit; Posted speeds and legislated speeds are not always the same; Current speed limits are confusing for users and do not emphasize the importance of vulnerable users and a complete revision is required; Traffic calming measures are used extensively throughout the City; Many of these measures are temporary and not integrated into the surrounding streetscape; Some traffic calming measures (mid-block stop signs high-profile speed bumps) are no longer seen as appropriate with respect to the state-of-the-practice and should not be used on public streets; Traffic calming should be revised and be converted into permanent measures as part of the streetscape.
Traffic signals and intersection control
Speed limits
Traffic calming measures
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City of Westmount
T C
200m
LGENDE / LEGEND
Autoroute
GE S
N SDE E-
EI
Artre / Arterial Collectrice / Collector Locale / Local
THE BOU LE VA R
LEXINGTON
SU
NN
YS
IDE
DRE LV BE
CEDAR
TE -S TA
CLAREMONT
SHERBRO
GROSVENOR
MONTROSE
NT OI NE
OKE
LANSDOWNE
GLE N
DCARIE DCARIE
METCALFE
CLARKE
DE MAISO
GREENE
NNEUVE
WOOD WOOD
AT ATWATE ER R
STE-CATH
ERINE
DOR CHE STE R
ST-ANTOINE O.
ST-JACQUES O.
FIGURE 2.16
Hirarchie routire Street Hierarchy
111-17587_Fig 2.16_Road Hierarchy_v1_20111025.ai
City of Westmount
T C
200m
LGENDE
GE S
N SDE E-
EI
Arrt toutes les approches / All-Way Stop Feu de circulation / Traffic Signal
NGTON LEXINGTON
1 2
SU NN Y
Responsabilit de la Ville de Montral / Responsibility of the City of Montreal Mode clignotant / Flashing Mode
THE B
SID E
VIC VICT VICTORIA C WESTMOU T WESTMOUNT STMOUNT ST UN
VA R
CLAREMONT CLAREMONT AR M NT
C TE -S T2 AN TO IN E
SHERBRO OKE
G GROSVENOR GROSVENOR VE R
S ON MONTROSE MONTROSE
LANSDOWNE L
GLE N
DCARIE DCARIE
E METCALFE METCA FE MET
E CL CLARKE
DE MAISO IS NNEUV E
GREENE GRE NE
1
O WOOD WOOD
ATWATE AT ER R
STE-CATH C ERINE
DOR CHE STE R
1 1 1 1
ST-ANTOINE O.
1 1
ST-JACQUES O.
FIGURE 2.17
Gestion de la circulation et des carrefours Trafc Management and Intersection Control
111-17587_Fig 2.17_Trafc Management_v2_20111025.ai
PLAN DIRECTEUR DES TRANSPORTS DE WESTMOUNT WESTMOUNT TRAFFIC AND ACTIVE TRANSPORTATION MASTER PLAN
City of Westmount
T C
200m
LGENDE
Zone 70 km/h
GE S
N SDE E-
EI
Zone 50 km/h
THE BOU LE VA R
LEXINGTON
40
Zone 40 km/h Zone 30 km/h coles / Schools
SU
NN
YS
IDE
DRE LV BE
CEDAR
TE -S TA
CLAREMONT
SHERBRO
GROSVENOR
MONTROSE
NT OI NE
OKE
LANSDOWNE
GLE N
DCARIE DCARIE
METCALFE
CLARKE
DE MAISO
GREENE
NNEUVE
WOOD WOOD
AT ATWATE ER R
STE-CATH
ERINE
DOR CHE STE R
ST-ANTOINE O.
ST-JACQUES O.
FIGURE 2.18
Limites de vitesse afches Posted Speed Limits
111-17587_Fig 2.18_Posted Speed Limits_v2_20111025.ai
City of Westmount
T C
200m
LGENDE / LEGEND
Dos d'ne / Speed Bump
GE S
N SDE E-
EI
THE BOU LE VA R
LEXINGTON
lot / Island Resserrement chausse / Neckdown Traverse pitonne surleve / Raised Crosswalk
SU NN
YS
Fermeture de rue / Street Closed

IDE
DRE LV BE
Arrt mi-bloc / Mid Block Stop
CEDAR
TE -S TA
CLAREMONT
SHERBRO
GROSVENOR
MONTROSE
NT OI NE
OKE
LANSDOWNE
GLE N
DCARIE DCARIE
METCALFE
CLARKE
DE MAISO
GREENE
NNEUVE
WOOD WOOD
AT ATWATE ER R
STE-CATH
ERINE
DOR CHE STE R
ST-ANTOINE O.
ST-JACQUES O.
FIGURE 2.19
Mesures de modration de la circulation Trafc Calming Measures
111-17587_Fig 2.19_Trafc Calming_v3_20111025.ai
City of Westmount
d d d et t t
Po ns ar
Victoria
G le nc ai rn M ira
Roslyn
u lou Dalou Dalou

ara Sa Sar Saranac
sv Grosvenor
200m
-N
LGENDE / LEGEND
es es es
gewoo
Rid
ei ge s
Route permise en tout temps / Permitted at all Times Route permise de jour, mais interdite la nuit / Permitted During the Day, but Prohibited at Night Zone interdite en tout temps / Zone Prohibited at all Times
d d
Bonavista
CteSai ntL
u uc
irc
le
Forest Hill Hill
C t
Brillon
e-
de
Grosvenor
The B ou le v ar d
sNe ig e
Hill P
ark
Circ l
e e e e
Victoria
d la lan igh Hig gar a f fal T T Tra
Westmount
falgar Tra
Le Boulevard
e Northcliffe
M M M M Mc Mc McD McDo u
d s des t t teC a
Marlowe
Vendme
Ct e
Grey
-S ai n t-A
C edar
D u c Daulac
Ced ar
ll
Ne
s i i i i e i e i ge
nt oi ne
Jean
Sherbrooke r o
Bulmer
Atwater tw t
Lambert-C amb losse o
Glen
Sai nte-Ca therine

Dorch este r
Tupper
Sus sex se
Lenoir
Desnoyers
Ca r illon on
Lacasse s Sainte-M argue rg erite ite t
Collge Collge l
Cazelais Cazelai Cazelais
Sain -Ph Saint-Philipp int Ph e
Delinelle
Couvent u
V Va nt Vaillant - These truck routes are proposed by the City of Montreal and have not Tu Turcot been accepted by theAcornof Westmount. City Sa in t Ch a Priv e-C v e rlebois loti e Dagenais lde aul t-P in
e Courcelle rcelle ce e
i tH aint Henri aint-H aint-Henri
Bourget rg g
Roseede-Lima
B l Ai Bel-Air A w r Brewster
-J ac - Ces routes de camionnage proposes parqla Ville de Montral nont pas La g n Langevin t acceptes par la Ville de Westmount. ues
Lapo Laport Laporte porte o
NOTES :
Walnut
So u
ven
Saint -Anto
Irne n n
Green e
ine
Marin
Agn Agns Agns g
Walke r
Guay Guay ua
Ca rill on
ate r
Saint-Jacques
Saint Anto toine n Blanchar d Courso rs l Bla Bl k Bl ke

Q
rien
FIGURE 2.20
Itinraires de camionnage proposs par la Ville de Montral Proposed Truck Routes by the City of Montreal
111-17587_Fig 2.20_Pro Truck Routes_v1_20111102.ai
Fo t
ir
Hope Hope Hope p
De Ric chelie u
Seym Se Seymour
Chomedey e
ET OJ stmount We PR EN
Sherbrooke
Sa in t -
Sulpice
ater Atw
-Gira rd
De Bresl ay
Barat
De M
i i in S S Sa Sa Sa
2.6.2
Traffic
Purpose The main purpose of this section is to explain how the road network as it exists today is used. Vehicle counts are used to examine the relative use of various streets. Vehicle counts were undertaken at all intersections with traffic signals and numerous other intersections. These are transformed into an average annual daily traffic (AADT) in order to better compare traffic 5 volumes. Traffic volumes are used to identify which streets have high or low traffic loads according to their typology. These counts can also be used to examine the number of vehicles entering and exiting Westmount on a typical day. Combined, with information from the origindestination survey, the number of vehicles transiting through Westmount can also be estimated. After vehicular traffic volumes are examined, traffic conditions are examined. Congested areas during peak periods are identified. Levels of service at signalized intersections are a representation of the average delay per vehicle at an intersection and give a measure of congestion. Levels of service are a ranking system that varies from A (best) to F (congestion) and give an indication of the quality of service offered for vehicles. These levels of service are defined in appendix D. Findings Traffic volumes Traffic volumes (see figure 2.21) are highest on major streets such as Sherbrooke (17,000 to 25,000 vehicles/day), Dorchester (10,000 to 12,000 vehicles/day), Sainte Catherine (10,000 to 18,000 vehicles/day) and The Boulevard (9,000 to 18,000 vehicles/day); Traffic volumes on some collectors are also relatively high such as Glen Road (12,000 vehicles/day) (see figure 2.21); Several through traffic routes, using part of a local street, through Westmount can be identified with traffic volume information (see figure 2.21), such as:

Forden and Montrose; Gradual traffic increase on Cte-Saint-Antoine Road as they approach Notre-Damede-Grce. Vehicles use Sherbrooke Street and Westmount Avenue then a northsouth street (between Argyle to Claremont) to access Cte-Saint-Antoine Road;
6
Approximately 165,000 vehicles per day are counted crossing Westmounts borders (see figure 2.22), excluding the Ville-Marie Expressway (Highway 720);
These are adjusted with 24 hour counts and an index of traffic from the City of Montreal. Traffic counts are also adjusted according to the day of the week and the month of the year. 6 Note that vehicle crossings of Westmonts borders are higher than the total number of vehicles travelling in Westmount since vehicles transiting through Westmount without stopping
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft Most of this traffic crosses Westmounts western (73,000 vehicle/day) and eastern borders (69,000 vehicles/day) than its northern (12,500 vehicles/day) and southern borders (17,500 vehicles/day); Traffic patterns generally follow an east-west axis, which explains the higher traffic along Westmounts eastern and western borders. Traffic crossing Westmounts western border with Notre-Dame-de-Grace is slightly higher than its eastern border since a higher proportion of trips to/from Downtown Montreal are made by active transportation or transit than to Notre-Dame-de-Grce; On an average weekday, approximately 111,000 vehicles use Westmounts streets , among which:

7
Traffic structure
5,000 internal vehicle trips staying entirely within Westmount; 20,000 produced vehicle trips originating in Westmount with a destination outside the City; 20,000 attracted vehicle trips originating outside Westmount with a destination inside Westmount; 66,000 vehicles per day (almost 3 out of 5 vehicles) travel through Westmount without starting or ending their trip in Westmount, mostly east-west traffic;
The Ville-Marie Expressway carries more traffic (167,000 vehicles/day) than all of Westmounts streets (111,000 vehicles/day); During the peak morning period, traffic levels are high on many streets, due to the overlap of work/education and shopping/recreational trips. That being said, little congestion is usually observed inside Westmount during this period apart from the intersection of Glen, Lansdowne and Sainte-Catherine; During the peak afternoon period, traffic levels are higher than the morning period. This increases the number of congestion points. Outside the following areas, traffic conditions are generally good during the peak afternoon period:

Traffic conditions
Sainte-Catherine, Glen and Lansdowne since there are many turning movements at this intersection; Sainte-Catherine Street westbound from Hillside to Park Place. This is partly due to the fact that the traffic signals in the afternoon are synchronized in the opposite direction, there is little green time on Sainte-Catherine and traffic volumes are high; Sherbrooke Street in Victoria Village in both directions since traffic volumes are high, there is lots of activity in the area and there is some double-parking, especially by delivery vehicles;
Traffic volumes on major streets are also high outside peak periods. For example, from noon to 1 PM, traffic is only 20% lower on Sherbrooke than during the afternoon peak
This figure does not include the Ville-Marie Expressway (Highway 720).
45
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft hour. That being said, there is little congestion outside peak periods, therefore much less traffic on local streets during these periods; These congested areas influence certain drivers to use local and collector streets to transit through Westmount and avoid these congestion points; Traffic conditions in Westmount are usually good outside these specific areas; Levels of service for all signalized intersections are presented in figure 2.24 for the AM peak hour and figure 2.26 for the PM peak hour. Levels of service are given for all approaches combined and measure the average delay per vehicle. This measure does not account for pedestrian or cycling conditions at these intersections. Intersections with longer average delays include: Lansdowne/Glen/Sainte-Catherine (morning and afternoon) and Sainte-Catherine/Park Place (mostly afternoon); Numerous congestion points are present outside Westmounts city limits (see figure 2.25 [AM peak] and figure 2.27 [PM peak]). In turn, these congestion points influence traffic patterns within Westmount since some vehicles attempt to avoid these by transiting on local streets; The Ville-Marie Expressway carries more traffic (167,000 vehicles/day) than all of Westmounts streets (111,000 vehicles/day); Traffic volumes on arterials are heavy since they all carry at least 10,000 vehicles per day and up to 25,000 vehicles per day; Traffic volumes on collectors are also high (some in excess of 10,000 vehicles/day); There are many more vehicles crossing Westmounts city limits to the east and west than to the north and south; Approximately 60% of vehicles on Westmounts streets (66,000 vehicles/day) are through traffic (start and end of trip are both located outside Westmount). This figure does not include the Ville-Marie Expressway (167,000 vehicles/day); Some local streets seem to have more through-traffic than other local streets (Montrose, Forden, parts of de Maisonneuve, parts of Lansdowne and Metcalfe); During the peak morning period, there is some recurrent congestion on east-west streets, the most important Sainte-Catherine/Glen/Lansdowne. Many congestion points just outside city limits (Sherbrooke/Dcarie, Cte-Saint-Luc/Dcarie, The Boulevard/Cte-des-Neiges) have impacts on traffic patterns in Westmount since some vehicles use local streets to avoid these congestion points; Traffic congestion is higher during the afternoon peak period than the morning since traffic loads are higher. Congestion is observed on Sainte-Catherine Street (Clarke to Park Place) since there is only one westbound lane (vs. 2 in the morning) and traffic signals are synchronized opposite from the peak direction. Some congestion is observed on Sherbrooke, but mostly due to some vehicles blocking lanes. Congestion points located outside city limits also influence traffic patterns.
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City of Westmount
T C
200m
LGENDE / LEGEND
GE S
N SDE E-
EI
Nombres de vhicules par jour / Number of vehicles per day 0 - 999 1000 - 2499 2500 - 4999 5000 - 9999 10 000 - 19 999
LEXINGTON
SU
VICTORIA WESTMOUNT
THE BOU LE VA R
NN
YS
IDE
20 000 - et/and +
DRE LV BE
100 000 - et/and + Aucune donne / No Data
TE
CEDAR
-S TA
CLAREMONT
SHERBRO
GROSVENOR
MONTROSE
NT OI NE
LANSDOWNE
GLE N
DCARIE DCARIE
OKE
METCALFE
CLARKE CLARKE
DE MAISO
NNEUVE
AT ATWATE ER R
WOOD WOOD
GREENE
STE-CATH
ERINE
DOR
CHE
STE
ST-ANTOINE O.
ST-JACQUES O.
FIGURE 2.21
Volumes de circulation Trafc Volumes
111-17587_Fig 2.21_Trafc Volumes_v2_20111025.ai
City of Westmount
T C
200m
LGENDE / LEGEND
GE S
N SDE E-
N d Nord / North - 12 500 vh./j. - Veh./d.
EI
Cordons crans / Screens Nombre de dplacements / Number of Trips
LEXINGTON
8000 2300 2200 21300

Ouest / West - 72 700 vh./j. - Veh./d.
VICT VICTORIA
SU
THE BOU LE VA R
NN
YS
IDE
DRE LV BE
1700
Est / East - 69 200 vh./j. - Veh./d.
6200
WESTMOUNT
7700
Westmount Entre-sortie / In-Out C TE = 172 -000 vh./j. - Veh./d. ST MON MONTROSE -A A-720N/T Ville-Marie OI = 167 000 vh./j. - Veh./d. N
E
10200
CEDAR
5200 3800 200 800 900
23000
DCARIE DCARIE
14500
DE MAISO NNEUVE
GLE N
CLAREMONT
SHERBRO
GROSVENOR
OKE
LANSDO LANSDOWNE
METCALFE
STE-CATH
CLARKE
GREENE
17000 5100
WOOD WOOD
AT ATWATE ER R
11900
ERINE
DOR CHE
2400
STE R
12100
ST ANTOINE ST-ANTOINE O. T ANTOIN ANTOI NT
Sud / South - 17 700 vh./j. - Veh./d.
5800
ST-JACQUES O.
FIGURE 2.22
Volumes de trac aux crans et cordons Trafc Volumes at screens and cordons
111-17587_Fig 2.22_Trafc Volumes_v2_20111025.ai
City of Westmount
T C
200m
N SDE E-
EI
GE S
THE BOU LE VA R
LEXINGTON
SU
VICTORIA RIA
NN
YS
IDE
LV BE
Transit : 66 0
0 0 v h .
WESTMOUNT WES OUNT WESTMOUNT S OU STMO
/ j . - ve
h . / d.
CEDAR
TE -S TA
CLAREMONT
SHERBRO
GROSVENOR
MONTROSE
NT OI NE
OKE
LANSDOWNE
Interne / Internal 5 000 vh./j. - veh./d.

METCALFE
GLE N
DCARIE DCARIE
DE MAISO
NNEUVE
Produit / Generated 20 000 vh./j. - veh./d.

GREENE GRE WOOD W W W W W W W
A A A AT ATWATE A R
CLARK CLARKE
A-720/Vil
le -Marie : 167 0
0 0 v h
STE-CATH C ERINE
. / j. -
ve h .
/ d.
DOR AttirS / Attracted CHE TER 20 000 vh./j. - veh./d.
ST-ANTOIN O. ST-ANTO ST-ANTOI ST-ANTOINE O. T-ANTOINE T-ANTOINE O
ST-JACQUES O.
FIGURE 2.23
Structure du trac Trafc Structure
111-17587_Fig 2.23_Trafc Structure_v2_20111025.ai
City of Westmount
T C
200m
LGENDE / LEGEND
Niveau de service des carrefours / Level of GE S Service of Signalized Intersections Dlai moyen par vhicule (secondes) / Average delay per vehicle (seconds) 0 - 10 >10 - 20 >20 - 35 >35 - 55 >55 - 80 >80
N SDE E-
EI
LEXINGTON
A B C D
B
VIC VIC VICTORIA CT
SU
NN
THE B
YS
E
IDE
DRE LV BE
VA R
C C B C
WESTMOU WESTMOUNT ESTMOU S MO
A C A B
C TE
A A
CEDA CEDAR DAR
B
CLAREMONT CLA
B A B
-S
GROSVENOR
TA
SE MONTROSE
NT OI NE
LANSDOWNE
SHERBRO OKE
GLE N
DCARIE DCARIE
A
FE ET METCALFE ME
A
E CL CLARKE
B
GREENE GRE
DE MAISO NNEUVE A
A
WOOD WOOD
AT ATWATE ER R
B B
B
STE-CATH C A ERIN NE
B B C A B A
R
DOR CHE STE
ST-ANTOINE O.
ST-JACQUES O.
FIGURE 2.24
Heure de pointe AM AM Peak Hour
111-17587_Fig 2.24_Congestion AM_v1_20111025.ai
City of Westmount
T C C
200m
LGENDE / LEGEND
GE S
N SDE E-
EI
Point de congestion / Congestion Point Secteur de congestion / Congested Area
LEXINGTON LEXINGTON
CTE-SAINT-LUC / DCARIE
SU
THE BOU LE VA R
NN
YS
IDE
RE VD
Congestion sur Sherbrooke / Congestion on Sherbrooke : - Synchronisation des feux / Synchronization of signals - Volume de circulation lev / High vehicle volumes C T - Stationnement en double E-S Tet livraisons / A Double-parking and deliveries NTO
GROSVENOR
CTE-DES-NEIGES / THE BOULEVARD
CEDAR
MONTROSE
IN E
CLAREMONT
LANSDOWN LANSDOWNE
SHERBROOKE / DCARIE
DCARIE
SHERBRO
OKE
METCALFE METCALFE
CLARKE
DE MAISO
GREENE
NNEUVE
WOOD
ATWATE ATER
GLE N
STE-CATH
ERINE
DOR CHE STE R
VILLE-MARIE
SAINT-ANTOINE
ST-ANTOINE O.
ROSE-DE LIMA
SAINT-JACQUES
ST-JACQUES O.
FIGURE 2.25
Conditions de circulation - Priode de pointe du matin Trafc Conditions - AM Peak Period
111-17587_Fig 2.25_Congestion AM_v1_20111025.ai
City of Westmount
T C
200m
LGENDE / LEGEND
Niveau de service des carrefours / Level of GE S Service of Signalized Intersections Dlai moyen par vhicule (secondes) / Average delay per vehicle (seconds) 0 - 10 >10 - 20 >20 - 35 >35 - 55 >55 - 80 >80
N SDE E-
EI
LEXINGTON
A B C D
B
VIC VIC VICTORIA CT
SU
NN
THE B
YS
E
IDE
DRE LV BE
VA R
A A B B
WESTMOU WESTMOUNT ES OU S STM STMO
A A A B
C TE -S
A A
CEDA CEDAR DAR
B
CLAREMONT CLA
A A B
GROSVENOR
TA
SE MONTROSE
NT OI NE
LANSDOWNE
SHERBRO OKE
GLE N
DCARIE DCARIE
B
FE ET METCALFE ME
B
E CL CLARKE
B
GREENE GRE
DE MAISO NNEUVE A
B
WOOD WOOD
AT ATWATE ER R
A F D
C
STE-CATH C C ERIN E
B B C B B A
R
DOR CHE STE
ST-ANTOINE O.
ST-JACQUES O.
FIGURE 2.26
Heure de pointe PM PM Peak Hour
111-17587_Fig 2.26_Congestion PM_v1_20111025.ai
City of Westmount
T C C
200m
LGENDE / LEGEND
GE S
N SDE E-
EI
Point de congestion / Congestion Point Secteur de congestion / Congested Area
LEXINGTON LEXINGTON
CTE-SAINT-LUC / DCARIE
SU
THE BOU LE VA R
NN
YS
IDE
RE VD
WESTMOUNT Congestion sur Sherbrooke / Congestion on Sherbrooke : - Synchronisation des feux / Synchronization of signals - Volume de circulation lev / High vehicle volumes C - Stationnement en double TE et livraisons / -S TDouble-parking and deliveries AN GROSVENOR
VICTORIA VICTORIA
CTE-DES-NEIGES / THE BOULEVARD
CEDAR
MONTROSE
TO I NE
CLAREMONT
LANSDOWN LANSDOWNE
SHERBROOKE / DCARIE
DCARIE
SHERBRO OKE
DE MAISONNEUVE / DCARIE
DE MAISO NNEUVE
Congestion sur Sainte-Catherine / Congestion on Sainte-Catherine : - Volume de circulation lev / High vehicle volumes - Synchronisation des feux dans la direction oppose / Synchronization in opposite direction - Une voie de circulation (vs. deux le matin) / One-lane of traffic (vs. two in the morning
CLARKE GREENE WOOD
ATWATE ATER
METCALFE METCALFE
GLE
STE-CATH
ERINE
DOR CHE STE R
VILL
E-MA
RIE
ST-ANTOINE O. E O.
SAINT-AN
TOINE
ST-JACQUES O.
FIGURE 2.27
Conditions de circulation - Priode de pointe de l'aprs-midi Trafc Conditions - PM Peak Period
111-17587_Fig 2.27_Congestion PM_v1_20111025.ai
2.7
PARKING
Purpose Parking is an integral part of the transportation system, since every transportation mode is composed of vehicles, some form of active transportation, networks and terminals. Parking is the terminal for private vehicles and bicycles. Parking is therefore an integral element of trips using bicycles, car sharing and private vehicles. Parking is not used for walking and public transportation trips. This section focuses on on-street parking including parking regulations and occupancy. Some businesses require a certain amount of on-street parking for their clients that use a private automobile. Parking is also used by some clients, visitors, students and workers. Parking has an important impact on car use: abundant and free parking encourages users to drive. The bulk of this section will deal with parking private vehicles since they use a much greater proportion of street space. Bicycle parking is also important for cycling use: sufficient and convenient bicycle parking is also very important to promote its use. Findings The City of Westmount has approximately 6,180 legal on-street parking spaces in addition to off-street parking. Of these, approximately 660 are metered; These on-street parking spaces use approximately 9 hectares of land if we assume that every on-street parking spot takes up 15 m of space. This is an area slightly smaller than Westmount Park (10 hectares); Residents can purchase two types of parking permits:
The G permit is reserved for residents that do not have access to an off-street parking space. This permit allows resident to park in time limit zones (1-hour, 2-hour and 4-hour) and reserved zones for up to 24 hours, except during maintenance periods. The cost of this permit increases with the number of vehicles. G permit holders can use any reserved zones in the city, irrespective of the location of their residence. Reserved zones are usually in effect during evenings and nights. They are usually implemented with the agreement of residents; The W permit is available to all residents and allows parking for up to four hours in 1-hour, 2-hour or reserved zones;
On-street parking is limited to four hours in many areas, except where posted otherwise. Only the G permits allows these users to exceed the four hour limit. The default four hour parking limit is shown at all Westmount entrances; South of Westmount Avenue, on-street parking is usually allowed on only one side of the street. Parking is banned on one side of the street during winter months, on the majority of streets where parking is allowed on both sides, especially north of The Boulevard, to facilitate snow clearing and removal operations (approximately 400 spaces); Many Westmount residents do not have access to off-street parking, especially south of Sherbrooke Street;
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft Parking regulations are more restrictive in areas with high demand as shown in figure 2.28 which presents on-street parking regulations. The following regulations are 8 prevalent (see table 2.4 for breakdown) :

Time limits: mostly one-hour (600 spaces) and two-hour (1,930 spaces) maximums; Parking meters (660 spaces); Reserved parking zones for holders of G or W resident permits (180 spaces during the day and 780 spaces in the evening and/or night);
Parking meters are used in two areas (see figure 2.28): Westmount Square/Greene Avenue/Sainte-Catherine (app. 500 spaces) and Victoria Village. Parking (app. 150 spaces). Parking rates of 2$ per hour are in effect from 9AM to 6PM from Monday to Saturday. In January 2012, the parking meter ratewill be increased to 3$ per hour in the eastern part of the City. Only coins are accepted for payment; As of January 2012, Parking meter rates in the eastern part of Westmount will be the same as the adjacent Ville-Marie Borough/Downtown Montreal (3$ per hour). Streets adjacent to Victoria Village in Notre-Dame-de-Grce are not metered (areas with parking meters in NDG have a rate of 1.50$ per hour). In addition, metered periods are longer in Montreal since rates are in effect until 9PM on weekdays and on Sunday afternoons; Average weekday parking occupancy increases during the day and is highest around noon (see figure 2.29). Overall occupancy rates at various times of the day vary from 36% in the early morning/late evening to 48% around noon. Parking occupancy rates vary greatly by area. The city was divided into 9 areas (see figure 2.30) to see average occupancy rates. Parking occupancy is highest in zone A (Sherbrooke/Victoria) and zone D (Greene Avenue/Westmount Square) (up to 90% during peak periods see figure 2.31). The next highest occupancy rates are found in other areas south of Sherbrooke Street (B and C). The lowest occupancy are found north of The Boulevard in zone I; The number of vehicles parked on-street by permit holders (Q and W) is higher in the early morning and the evening (approximately 800 permit holders parked on-street) than in the middle of the day (approximately 600). This is the opposite than overall parking occupancy for all users since peak occupancy occurs during the middle of the day; Parking occupancy around many schools is high at the start and end of the school day. In the morning, the number of vehicles peaks in the half-hour before the start of classes; Few on-street bicycle racks are provided in commercial zones; City by-laws do not require the provision of off-street bicycle parking facilities. Westmount has approximately 6,180 parking spaces, including 660 metered spaces; On-street parking measures (time limits, parking meters and resident zones) are more numerous in proximity to major generators;
Note: The number of parking spaces does not add up since more than one regulation can be applied to the same parking space (e.g. parking meter and time limit).
55
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft Residents can obtain on-street parking permits for a fee. One parking permit is reserved for residents without off-street parking and allows to parking in resident zones. The other permit, available to all residents, allows parking for up to 4 hours in zones with one or two hour time limits. There are no zones for resident permits (a resident living in one area can use a resident zone in another area while shopping); Overall on-street parking occupancy is highest during the middle of the day, when many workers, shoppers, residents and students are present; High demand for on-street parking is observed in several locations, notably the dense portion of the City south of Sherbrooke Street. Highest parking occupancy rates can be found in Victoria Village, Greene Avenue and Sainte-Catherine Street. Table 2.4 On-Street Parking Supply by Regulation
Number of Parking Spaces 667 6,010 602 1,929 3,479 781 177 781 401 328 264 6,187
Regulation Parking meter Time limit 1 hour 2 hours 4 hours Reserved parking Day (9 AM to 6PM) Evening and/or night (6 PM to 9AM) No parking during winter (December March) No parking during morning peak period No parking during afternoon peak period Total
Source: City of Westmount (2011) and GENIVAR (2011) Note: The totals do not necessarily add up since more than one parking regulation can be in place for a single space (e.g. one space can have both a parking meter and a time limit).
Table 2.5
Area A B C D E F G H I Westmount Total Spaces 326 471 776 869 265 868 708 543 1,361 6,187 Surveyed Spaces 326 471 766 865 265 830 662 543 1,312 5,943
Parking Occupancy By Area

911 AM 60.7% 11 AM1 PM 90.5% 70.9% 67.6% 78.3% 39.2% 35.4% 35.0% 35.7% 22.3% 48.8% Time of Day 13 PM 3-5 PM 88.3% 92.9% 62.4% 57.8% 88.0% 86.0% 34.7% 36.2% 33.4% 33.8% 26.0% 13.9% 44.9%
7-9 AM 52.8% 52.7% 54.4% 30.6% 29.1% 34.2% 43.2% 40.3% 16.2% 36.2%
5-7 PM 80.4%
74.3% 42.3%
63.1% 27.9%
7-9 PM 77.6% 58.2% 46.0% 57.6% 41.1% 29.5% 31.7% 19.3% 9.2% 36.0%
Source: City of Westmount (2011) and GENIVAR (2011)
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City of Westmount
T C
200m
LGENDE / LEGEND
GE S
N SDE E-
INFORMATION INFORMATION :
- Deux types de permis sont disponibles (G et W). - Two types of parking permits are available (G and W)
LEXINGTON
EI
SU
THE BOU LE VA R
NN
YS
IDE
Interdiction de stationner / No Parking Zone Stationnement rserv pour rsidant / Resident Reserved Parking Stationnement 1 heure / One Hour Parking Stationnement 2 heures / Two Hour Parking Stationnement 4 heures / Four Hour Parking Zone Parcomtre / Parking Meter Zone
DRE LV BE
CEDAR
TE -S TA
CLAREMONT
SHERBRO
GROSVENOR
MONTROSE
NT OI NE
OKE
LANSDOWNE
GLE N
DCARIE DCARIE
METCALFE
CLARKE
DE MAISO
GREENE
NNEUVE
WOOD WOOD
AT ATWATE ER R
STE-CATH
ERINE
DOR CHE STE R
NOTES :
- La majorit des rues locales au nord de The Boulevard avec stationnement permis ST-ANTOINE O. des deux cts, ont une interdiction de stationner d'un ct de la rue en hiver. - Most local streets north of The Boulevard with parking on both sides have a ban on one side in winter. - Plusieurs zones rserves sont seulement en vigueur en soire et de nuit (18h - 22h) - Many reserved zones are in effect in the evenings and night (6pm - 10pm)
ST-JACQUES O.
FIGURE 2.28
Rglementation du stationnement Parking Regulations
111-17587_Fig 2.28_Parkings_v3_20111026.ai
Figure 2.29 100% Taux d'occupation du stationnement / Parking occupancy (%) 90% 80% 70% 60% 50% 40% 30% 20% 10% 0%
Parking Occupancy by Time of Day in Westmount
Westmount
7h - 9h
11h - 13h
15h - 17h
19h - 21h
Source: City of Westmount and GENIVAR (2011).
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City of Westmount
T C
N SDE EEI
GE S
1360 places / spaces SU N

THE B
LEXINGTON LEXINGTON
NY SID E
VICTORIA VICTORIA A WES OUNT WE/ MOUN WESTMOUNT 265 placesESTMOU T spaces
VA R
870 places / C spacesTE-S

A LANSDOWNE LANSDOWNE
330 places SHERBROOKE / spaces

LFE METCALFE METCAL CLARKE
TAN TO IN E
710 places ROSE / MON MONT OSE MONTROS MONTR spaces 540 places / spaces
CEDAR
GROSV OR GROSVENOR VENOR
GLE N
DCARIE DCARIE
DE MAISO IS NNEUV E
470 places / spaces
NE GREENE GREEN
OD WOOD WOO
AT ATWATE ER R
770 places / spaces

STE-CATH C ERINE
870 places / spaces

DOR CHE S TER
ST-ANTOINE O.
ST-JACQUES O.
FIGURE 2.30
Places de stationnement sur rue par zone On-street Parking Spaces by Area
111-17587_Fig 2.30_Parking area_v1_20111028.ai
Figure 2.31 100% Taux d'occupation du stationnement / Parking occupancy (%) 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% 7h - 9h
Parking Occupancy by Time of Day by Area
Secteur/Zone A B C D E F G H I Westmount
11h - 13h
15h - 17h
19h - 21h
Source: City of Westmount and GENIVAR. Note: The letters represent the sectors identified in figure 2.30.
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2.8
PLANNED PROJECTS
Purpose Planned or proposed transportation and development projects must be taken into account, inside and outside Westmount, to anticipate future changes. Transportation projects are examined since they alter the transportation system. Development projects are also taken into account since these developments can attract new users with mobility and parking needs. The construction, sometimes spanning over many years, of these projects also has impacts on the residents and transportation system. The specific impacts of projects are usually addressed on a case by case basis since most impacts are local in nature. Findings Development projects Some development projects are planned within the City of Westmount as shown in figure 2.32. The most important is the Westmount Recreation Centre which includes the construction of two ice surfaces, an outdoor pool, tennis courts and multi-functional space; A number of residential projects are also under development in Westmount: 1250 Greene (20 units) and 215 Redfern (60 units). The site of the Old Selby Campus of Dawson College located at 350 Selby Street could be potentially redeveloped; There is a number of planned or potential projects in adjacent neighbourhoods in Montreal (see figure 2.32):
The City of Montreal recently adopted a Special Planning Program for the western part of Downtown (Guy Street to Westmount). A number of residential and commercial projects are planned or under development in this area including the Seville Lofts. In addition, activities at the Montreal Childrens Hospital will be relocated to the Glen campus of the MUHC. A future use for the Montreal Childrens Hospital site has not yet been decided; The Sud-Ouest Borough to the south of Westmount has changed considerably over the past few years (Home Depot, Imperial Lofts, etc.). Most potential or planned projects for this area of the Sud-Ouest are residential;
McGill University Health Centre (MUHC) The largest project under development in the area is the Glen Campus of the McGill University Health Centre (MUHC). This campus will consolidate activities of the Royal Victoria, Childrens Hospital, Chest Institute, a Cancer Centre and the Research Institute. Even if part of the site is in Westmount, the 300,000 square metres of buildings and all usual vehicular access points will be in Montreal; Patients, visitors and employees at hospitals come from throughout the Montreal region and beyond. Hospital employees also tend to live further away from their work place than other workers (Rolph, 2011). It is thus expected that most car trips will access the site using the freeway network (A-20, A-15 and A-720). The ramps leading to the Dcarie were therefore recently rebuilt. The Saint-Jacques entrance to the A-720 will be
61
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft rebuilt to allow direct access to the eastbound A-720. A number of intersections in Montreal were also (or will be) reconstructed due to these changes. The Turcot reconstruction includes the construction of a new arterial (Pullman Street) between Saint-Jacques and Notre-Dame Street that will have an onramp leading the westbound A-20 and another to the southbound A-15; Vehicular access points will be located on Dcarie Boulevard and Saint-Jacques Street. Access patterns (due to the regional nature of the hospital) between the freeways and the hospital do not cross Westmount. The Glen Road access will only be used by pedestrians and ambulances in case of an emergency and the City of Westmount will not allow its use by vehicles; The Traffic Impact Study prepared for the project, since which access points and patterns have not changed, stated that there should not be any important traffic volume changes on Westmount streets. This did not take into account vehicles looking for onstreet parking; The MUHC will be directly connected to the Vendme Mtro and commuter rail service via two pedestrian tunnels. It should be noted that the Glen Campus is much easier to access by public transit than for facilities in the vicinity of des Pins and University which will be relocated to the Glen Campus. The Royal Victoria, Shriners and Chest Institute are all currently at least 15 minutes walking distance from the closest Mtro station. This will make it easier for patients, employees and visitors to access the site; Pedestrians will be able to access the site from Dcarie Boulevard (two access points), Saint-Jacques Street (one access), Glen Road (one access) and de Maisonneuve Boulevard (via the tunnels from Vendme Station). Currently, there is no pedestrian link planned from Sainte-Catherine Street; Users wishing to avoid parking fees will likely attempt to park on-street (or rent off-street parking) close to these pedestrian access points. It should be expected that visitors and employees will attempt to park in the south-west quadrant of Westmount. If not properly managed, traffic could increase and parking availability decrease in this area; Cyclists will be able to access the site via de Maisonneuve Boulevard and the Glen Road Access in addition to vehicular access points on Saint-Jacques and Dcarie. This will likely increase the number of cyclists travelling through Westmount to access the site; Hospitals in Montreal (Rolph, 2011) tend to have clusters of medical offices and other health facilities located nearby. The construction of this new hospital will likely induce new medical and health facilities to locate nearby, especially in Westmount and NotreDame-de-Grce. If not properly managed, this will lead to increases in traffic and parking demand; The AMT is developing the Train de lOuest project. This project would increase train frequencies on the Vaudreuil-Hudson train line and would increase the number of trains travelling through Westmount each day. The train shuttle to Trudeau Airport might use the same railway corridor if this shuttle ends at Lucien-LAllier Station. No additional stations are planned as part of this project;
62
Transportation Projects
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft The STM is planning to implement transit priority measures on Sherbrooke Street. No specific measures have yet been recommended. Possible measures include, but are not limited to: reserved lanes, modifications to traffic signals, queue jumps (short reserved lanes at intersections), and/or active transit priority at signals; The City of Montreal is studying the development of a tramway network on Cte-desNeiges Road. This tramway line would be within walking distance of parts of Westmount; The City of Montreal is planning to extend Cavendish Boulevard (Plan de transport de Montral, 2008) to connect Notre-Dame-de-Grce, Cte-Saint-Luc and Saint-Laurent. Although this will likely increase the number of vehicles travelling through NDG, the impact should not be very significant in Westmount since most roads leading into and out of Westmount are currently at capacity during peak periods. The MTQ is currently developing the reconstruction of the Turcot interchange. The three billion dollar project includes the reconstruction of the interchange over a number of years; The Turcot will bring some permanent changes, but temporary closures during reconstruction will also have impacts; The following permanent changes are planned as part of the current version of the Turcot project:

Turcot Complex Reconstruction
Same of number of lanes on the A-15, A-20 and A-720 and ramps between them; Maintained access points to the MUHC; Reserved bus lanes on the A-20 and A-720; Closure of the Greene Avenue onramp. This closure should reduce the amount of traffic on Greene Avenue between Saint-Antoine and the current onramp. There should be little impact on the rest of Westmounts street network since it is difficult to reach this onramp from areas north of Saint-Jacques Escarpment; Closure of the southbound Girouard entrance on the Dcarie Expressway, which will be replaced by two new ramps: one to the westbound A-20 and another to the southbound A-15; Reconstruction of A-720 overpasses. This should be an opportunity to improve pedestrian and cycling conditions on links under the A-720 (lighting, sidewalks, etc.);
Temporary closures during construction, stretching over seven years, will likely have impacts in Westmount. This phasing plan could change since the MTQ has announced that this project will be undertaken using a design-build approach. That being said, the MTQ does not allow closing streets and ramps for longer periods than its initial plan. The following temporary closures have potential impacts on Westmount:
Closure the Saint-Jacques ramp leading to the A-720 eastbound for five years. This ramp is the main access leading from the MUHC to the east;
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Closure of Saint-Jacques Street over the Dcarie Expressway for a few months. This temporary closure should have impacts on east-west travel patterns in Westmount (additional traffic on Sherbrooke, The Boulevard, etc.); Greene Avenue will be closed occasionally to allow the replacement of A-720 overpasses; The Atwater and Guy exits will be closed alternatively for a few months, this should not have an important impact on Westmount;
Key issues and findings There are more projects under construction or being planned in areas adjacent to Westmount, than within the City; There a number of projects within Westmount (recreational centre, 1250 Greene, 215 Redfern). There are many more residential development projects planned or underway just outside city limits. These new residents will use some services and shops in Westmount and have a subsequent impact on transportation and parking demand; There are major construction projects underway or planned on the periphery of Westmount: the McGill University Health Centre (MUHC) and the Turcot interchange reconstruction, being the largest; The MUHC will only have vehicular accesses on Saint-Jacques and Dcarie. The Glen access will only be used by emergency vehicles during exceptional circumstances. Even if ample off-street parking will be provided, it can be expected that there will be demand for on-street parking by users wishing to avoid paid parking at the MUHC. Medical offices and health facilities could relocate to Westmount and NDG which will have impacts on traffic and parking availability in the southwest quadrant of the City; The Turcot interchange reconstruction will have impacts on Westmount during temporary closures of lanes and ramps (Saint-Jacques Street, Saint-Jacques A-720 eastbound onramp, Greene Avenue). The reconstruction of the Turcot will span over a number of years. The closure of the Greene Avenue onramp is planned, which will decrease traffic on Greene Avenue; The City of Westmount needs to plan for these projects since there will be increased demand for transportation and parking demand in some parts of the City.
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City of Westmount
T C
200m
LGENDE / LEGEND
A Ramnagement de
GE S
N SDE E-
EI
LGENDE / LEGEND
CUSM - MUHC
1 10 500 dplacements/jour
10 500 trips/day
B C
2 Centre rcratif de Westmount /

Westmount Recreation Center
l'changeur Turcot / Redevelopment of the Turcot Interchange Tramway Ctes-desNeiges Tramway Train de l'Ouest / West-End Train pour autobus sur Sherbrooke / Transit Priority Mesures on Sherbrooke
LEXINGTON
D Mesures prioritaires
SU
THE BOU LE VA R
3 215 Redfern (60 units/units) 4 350 Selby-Ancien campus Selby /

350 Selby-Old Selby Campus 5 Lofts Imprial / Imperial Lofts
VICTORIA VICTORIA
NN
YS
IDE
DRE LV BE
6 Lofts Irne / Irene Lofts 8 Prtres de Saint-Sulpice /

Priests of Saint Sulpice
7 Condominiums (210 units/units)
9 Le Seville (450 units/units)

Dmnagement de l'Hpital de Montral pour Enfants / 10 Relocation of Montreal Children's Hospital 11 1250 Greene
CLAREMONT
WESTMOUNT
CEDAR
TE -S TA
SHERBRO OKE
GROSVENOR OR
MONTROSE
NT OI NE
NE LANSDOWNE
GLE N
DCARIE DCARIE
D
E TCALFE METCALFE MET KE CLARK CLARKE
DE MAISO IS NNEUV E
EE E GREENE GRE NE
WOOD WOO W OD
AT ATWATE AT ER R
2 1 3
STE-CATH C ERINE
11
DOR CHE STE R
C A
7
ST-ANTOINE O. ST-ANTO ST-ANTO ST-ANTOINE O. T-ANTO T-A T- NTOINE -
10 0
5
S 6 T-JACQUES O.
FIGURE 2.32
Projets potentiels et planis Planned and Potential Projects
111-17587_Fig 2.32_Planned Projects_v2_20111025.ai
2.9
SUMMARY OF CURRENT CONDITIONS

Current transportation conditions in Westmount were examined in order to better understand travel patterns, geography, demographics and the transportation system. The analysis of current conditions also identifies various constraints and issues. Westmount is a compact city built along the southern slope of one of Mount Royals three summits and entirely surrounded by the City of Montreal. The transportation network was built along an east-west axis, perpendicular to the mountain. Even if many streets can be steep, the plateau between Sherbrooke Street and the Saint-Jacques Escarpment is relatively level. Since the City was built along an east-west axis, Westmount has many more links to adjacent neighbourhoods in Montreal to the east (Downtown) and west (Notre-Damede-Grce) than to the north (Cte-des-Neiges) and south (Saint-Henri). Westmount is a dense city of 20,494 inhabitants. Population density is highest in the southern parts of Westmount where demand for transit and active transportation is highest. Westmount has a higher proportion of older residents and families with children than the Island of Montreal. This must be taken into account since seniors and children are the most vulnerable users of the transportation system. Even with its numerous residents, Westmount has more jobs than workers residing within the City. These jobs, of which few are held by Westmount residents, are in its numerous offices, schools, other institutions and shops. Except for the schools, these are mostly concentrated south of Sherbrooke Street. On a typical weekday, there are 89,000 trips made in Westmount by residents and visitors. There are more trips between Westmount and Downtown Montreal than inside Westmount. Westmount is highly dependent on adjacent communities like Notre-Dame-de-Grce and Downtown (and vice versa). Even if Westmount has more jobs than workers, many schools, shops and services, residents make the majority of their trips with neighbourhoods in Montreal. With many short trips, the use of active transportation (walking and cycling) is correspondingly high, especially for travel within Westmount. Public transit use is also important (28%), except for travel within Westmount (3%). The use of the private automobile has been stable over the past decade, even if vehicle ownership increased slightly. Westmount is a walkable community because of its street grid allowing direct routes, its mix of land uses and its numerous sidewalks. On the other hand, a few streets and areas are not as pleasant to walk along (underpasses, some major roadways, etc.); in addition, there are a number of specific issues with the pedestrian infrastructure that should be addressed to increase Westmounts walkability. The cycling network is limited, but serves most major destinations. On the other hand, almost half of residents and many schools are located north of Sherbrooke Street where there is no specific biking infrastructure. The de Maisonneuve bike path is heavily used as there are more cyclists than vehicles along many segments of this street. Many cyclists travel on other streets without bike paths or lanes, even north of Sherbrooke where slopes of streets are higher. Public transit serves 25,000 trips per day in Westmount with a combination of bus routes, the Metro and commuter rail operated by the STM and the AMT. More transit services are offered in the south than the north. The Metro offers generally good and reliable service. Riders of
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft bus routes are often impacted by traffic congestion inside and outside Westmount. Use of car sharing services has increased significantly over the past few years. Westmount has an orthogonal network of streets that allows for a good distribution of traffic. The majority of traffic signals are located on arterials and collectors; however the majority of the traffic signal plant does not meet current standards and needs to be upgraded to ensure the safety of all street users. Posted speed limits are inconsistent throughout the City, many streets have different limits in each direction, and a complete revision is required. Traffic calming measures are used extensively throughout the City. Some are used even if their use is not recommended for use on public streets and many measures are poorly integrated into the streetscape. Truck restrictions do exist on certain streets, although formal truck routes have not been adopted. Approximately 111,000 vehicles per day travel on Westmounts street, excluding the VilleMarie Expressway which carries 167,000 vehicles per day. This number of vehicles is higher than the number of trips made in the entire City by all transportation modes. Approximately 60% of the 111,000 vehicles using Westmounts streets are through traffic. Traffic loads on many streets are heavy, especially on arterials and some collectors. Many vehicles (local and through) use local streets to avoid congestion points inside and outside Westmount. There are approximately 6,200 on-street parking spaces in Westmount. The City uses a number of parking regulations (time limits, parking meters, resident reserved zones, etc.) which are more restrictive close to major activity generators. Parking occupancy is highest during the day in many areas, especially south of Sherbrooke Street. Even if overall on-street parking occupancy is lower during the morning and late evening, there are more residents parked during these periods. Resident parking permits are valid throughout the City. In addition to current conditions, the City must consider planned or potential projects (development and transportation) in its vicinity. Within the City of Westmount there are relatively few major projects, however several major development projects are planned or underway just outside the Citys limits. The most important projects include the MUHC Hospital and the reconstruction of the Turcot Interchange.
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3.0
VISION AND GOALS

This section of the Plan established the vision and goals that will be used to develop the proposed measures. It is critical that the vision and goals be clearly established in order to ensure that the orientations of this Master Plan clearly reflect the desires of the City of Westmount and its residents.
3.1
VISION
The City of Westmount has always invested in maintaining and enhancing its residents quality of life by providing them with a safe and peaceful environment. The proper use of Westmounts streets is essential for providing such an environment. The City has stressed the need to integrate sustainable development principles into its transportation system. City Council wishes to promote the use of active transportation (walking and cycling) and reduce vehicular trips by proposing alternatives to the automobile. Westmounts transportation system should strive to meet the mobility needs of its residents, businesses, workers, students and visitors. The main objective of Westmounts transportation system is to enhance quality of life, allow access to multiple destinations and support economic activity by facilitating movement of people. The Master Plan should also incorporate sustainable development practices by reducing automobile dependency and enhancing active transportation choices: walking, cycling, transit, carpooling, taxis and car sharing. The Master Plan also has the following Principles: Overall road capacity will not be increased Westmount is fully developed and additional capacity would soon taken up by more vehicles; Measures should enhance safety for all users The transportation system should be safe for all users; Measures should promote active transportation - Transportation choices that can improve health, such as walking and cycling will be encouraged; Measures should maintain and enhance the Westmounts quality of life Westmount has maintained a high quality of life. Measures must seek to maintain or enhance liveability of all parts of the city. Measures must not simply displace a problem from one area to another.
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3.2
GOALS AND OBJECTIVES

The Westmount Traffic and Active Transportation Master Plan has the following goals and objectives. The order of these goals and objectives was established based on the results of the resident mail-in survey (see Appendix B): Reduce through traffic on local streets Reducing traffic on local streets will increase the liveability and the overall safety of these areas. Reduce and manage vehicular speeds The reduction and standardisation of vehicular speeds on streets will enhance the safety of all users. Enhance walking conditions Improved walking will improve accessibility and reduce car usage on Westmounts streets. Walking is already an extremely important mode for local trips and to access adjacent neighbourhoods in Montreal. All areas of Westmount should be pedestrian friendly. Enhance cycling conditions Improved cycling facilities will improve accessibility and can decrease car usage. Better manage parking On-street parking should be managed to reduce the need for vehicle ownership, meet the needs of adjacent residents and support local businesses and activities. Reduce noise and air pollution generated by the transportation system Implement policies and mitigation measures that reduce the negative impacts of transportation. Ensure public transit is an attractive alternative Improved transit will improve accessibility and reduce car usage on Westmounts streets. Walking routes to transit stops should be comfortable and safe. Ensure the provision of a safe transportation system Implemented measures must maintain or increase safety for all street users. Optimize traffic on collector and arterial streets Ensuring the proper management of traffic on arterials and collectors: vehicles, transit, cyclists and pedestrians. Minimize congestion and travel delays for all users The reduction of congestion and delays for all users (pedestrians, cyclists, transit and vehicles) will enhance the transportation system. Minimize the effects of major external projects Major projects are planned on the periphery of Westmount, notably the Turcot Reconstruction and the McGill University Health Centre. The impacts of these projects must be managed to maintain Westmounts quality of life (traffic, noise, parking demand, etc.).Ensure proper management of truck routes and deliveries Minimize truck traffic on local streets and management of deliveries for local businesses. Provide alternatives to vehicle ownership by reducing the need to own a vehicle and encouraging travel demand management.
These goals and objectives cannot be interpreted in isolation since the overall objective of the Master Plan is to develop a better balance between the different users and the needs of the community.
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3.3
MEASURES
The measures proposed in this section were developed to achieve the vision and goals of the Traffic and Active Transportation Master Plan. In addition, the development of measures, must take into consideration the following constraints: Funding Proposed measures must be efficient and cost-effective, in particular by maximizing the use of existing infrastructure; Land Measures must fall into existing right-of-ways; Quality of life The impact of measures should maintain and enhance quality of life. Implementing a measure should not simply relocate an existing problem from one area to another; Consistency Measures should be coherent throughout Westmount. Various policy directions contained in this Master Plan (bike routes, street hierarchy, etc.) are constraining on the range of possible alternatives. Certain measures are not appropriate for all types of streets. Implementation of projects should be coherent with the Master Plan; Timing This Master Plan is a long-term vision for the direction of Westmount. Not all objectives will be achieved a few years after adoption. Many measures will need to be staggered over a number of years to minimize impacts (continued quality of life and support economic activity) and according to available funds.
The development of measures must take into account its impacts on other transportation modes and residents. Almost all measures will have some impact (positive or negative) on another mode, on-street parking, residents or businesses.
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4.0
TRAFFIC AND ACTIVE TRANSPORTATION MASTER PLAN

The policies and measures contained in the Traffic and Active Transportation Master Plan provides a roadmap to the City of Westmount for future transportation related decisions. It is an overall vision for managing transportation in Westmount for the coming years, since not all measures can be implemented immediately. The Master Plan provides general guidelines, therefore all measures need to be evaluated on a case by case basis before implementation after careful consideration of the impacts and public consultation. The measures and policies of the Traffic and Active Transportation Master Plan are divided into the following sections: Active Transportation Pedestrians Active Transportation Cyclists Public Transit, including car-sharing Streets and Traffic Parking External Projects Regional Measures
4.1
ACTIVE TRANSPORTATION PEDESTRIANS

Westmount is already a walkable City, but a number of improvements can be made to ensure that all parts of the easy can easily be travelled by foot. Pedestrian facilities throughout the City should be safe, functional, convenient, well-connected and properly maintained. Improving pedestrian conditions is important since close to half of the internal trips in Westmount are by foot. Pedestrian connections to adjoining neighbourhoods in Montreal should also be improved. Furthermore, active transportation provides a viable alternative to the automobile in a city as walkable as Westmount. The following policies and measures will favour walking in Westmount: General Guidelines Design of all projects should fully consider the needs of pedestrians. All sidewalks and pathways should be safe, comfortable for users and well lit (where necessary). The following measures are recommended for Westmounts sidewalks:
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Sidewalks should have a clear and continuous walking path of at least 1.8m on most streets and 2.0m on arterials and high-pedestrian traffic area. A minimal width of 1.5m can be used where there are space constraints. Sidewalks, where possible, should be buffered from vehicular traffic lanes, especially on arterial and collector streets, to increase safety and comfort. Sidewalks can be buffered by a combination of streetscaping, landscaping, street furniture, street lights, bollards and/or on-street parking. Ideally, a distance of at least 1.5m would separate sidewalks from traffic lanes. Street furniture, bicycle parking, parking meters, posts, trees and other obstacles should be located outside the sidewalks throughway zone. Sidewalks that lower at driveway ramps should be avoided, where possible. Sidewalks should be level to ensure universal accessibility. Driveway ramps should be located outside of the continuous walking path. Most driveways are only used a few times a day, while sidewalks carry more people.
Intersections are one of the more critical elements to favour walking. The following guidelines should be used for intersections:

Intersections should be universally accessible (see below). Pedestrians at crosswalks should be visible to drivers (and the opposite) to increase safety. Consideration should be given to providing proper lighting and narrowing intersections, where possible. Drainage and slopes should be designed to minimize the risk that water puddles form in crosswalks. Consideration should be given to raising some intersections on local and collector streets to improve pedestrian safety. A number of intersections have very high pedestrian activity. Implementation of diagonal crosswalks, or Barnes Dance, at selected intersections should be investigated in conjunction with a review of traffic signal operations on the major street and careful consideration of the impacts on other transportation modes. At signalized intersections, the following measures apply:
Proper pedestrian crossing times should be provided. Pedestrian waiting times should be minimized, especially by the use of short cycle lengths. Where vehicle detection is used, pedestrian push-buttons should also be properly installed and positioned.
Westmount should be fully accessible to all users, where topography permits. Best practices for universal accessibility should be used in all new or retrofit projects throughout the City, where possible, by:

Removing accessibility barriers (islands across crosswalks, curb ramps, limiting the use of staircases, etc.). Providing obstacle-free and continuous sidewalks. Installing podotactile strips at curbside ramps.
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Ensuring that facilities and equipment are universally accessible (e.g. pedestrian push-buttons). Installing audible pedestrian signals (APS) where requested by the Institut LouisBraille.
Specific Measures The improvement of streetscaping is a priority on a number of arterial and collector where pedestrian conditions are not comfortable (see Figure 4.1), such as SainteCatherine, The Boulevard, Westmount, de Maisonneuve and parts of Sherbrooke. The sidewalks on streets crossing below the CP rail corridor and the Ville-Marie Expressway are also not all comfortable for pedestrians (lighting, width, approaches, etc.). These crossing points, identified in Figure 4.1, should be enhanced by using a combination of lighting, streetscaping, widening sidewalks and public art. The reconstruction of the Ville-Marie Expressway is an opportunity to improve these crossings. The entrances to Westmounts various neighbourhoods are not always well-marked, especially going from arterial/collector to local streets. All neighbourhood entrances would be enhanced by the construction of neighbourhood gateway zones marking the entrances and signal the transition to a lower speed zone. These neighbourhood gateways can include narrowing the road, enhancing landscaping and/or a raised pedestrian crosswalk. A new pedestrian link should be developed linking Summit Park with Mount Royals two other summits. This pedestrian link could be an off-street pathway and/or a sidewalk along Belvedere. This could tie into the planned reconstruction of the intersection of Cte-des-Neiges and Remembrance by the City of Montreal.
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City of Westmount
T C
200m
Traverse pitonne en diagonale / Pedestrian Scramble
LGENDE / LEGEND
GE S
N SDE E-
EI
Modifications Lien piton ou trottoir / Pedestrian link or sidewalk Amlioration des conditions pour pitons / Improved pedestrian conditions Implanter des traverses pitonnes en diagonale / Implement at certain intersections pedestrian scrambles
THE B
SU NN YS IDE
VA R
D
VICTORIA VICTORIA WESTMOUN WESTMOU WES OUNT WESTMOUNT S STM UNT
C TE -
CEDAR
ST -A
CLAREMONT
SHERBRO
GROSVENOR
MONTROSE
NT OI NE
OKE
LANSDOWNE
GLE N
DCARIE DCARIE
CALFE METCALFE
LARKE CLARKE
DE MAISO IS NNEUV E
GREENE GREENE
WOOD WOOD
ATWATE ER R
STE-CATH C ERINE
DOR CHE STE R
MESURES / MEASURES :
Ajouter des zones d'entre de quartiers pour marquer la transtions d'artres / collectrices des rues locales. Add neighbourhood gateways. Mark all transitions from arterial / collective to local streets.
ST-ANTOINE O.
ST-JACQUES O.
FIGURE 4.1
Mesures pour les pitons Measures for Pedestrians
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4.2
ACTIVE TRANSPORTATION CYCLISTS

Encouraging cycling goes beyond providing a bicycle network, cycling should be a safe and convenient choice throughout the City and to surrounding neighbourhoods. Cycling should be a convenient choice for most short to medium length trips. Therefore, design standards, bylaws and policies need to be updated to encourage cycling in Westmount. Also, it is important to consider bicycle parking since this is an important factor in encouraging cycling. The following policies and measures are proposed to favour cycling in Westmount: General Guidelines Review the City of Westmounts zoning by-law to require a minimal number of bicycle parking spaces for new commercial and multi-family housing developments. In addition, credits could be given for off-street bicycle parking spaces replacing a number of vehicular parking places. Increase the number of on-street bicycle parking spaces, especially in commercial areas. Possibilities to increase the number of bike parking spaces should be investigated in each streetscaping project. Street furniture guidelines should be reviewed to provide for bicycle parking. A number of on-street vehicular spaces should be replaced by bicycle parking corrals in high-demand areas and seasons. Provision of on-street bicycle parking should ensure that universal accessibility and continuous pedestrian corridors are maintained. Providing formal bicycle parking also avoids that bicycles are chained to street trees and street furniture, which could create obstacles to pedestrians. Encourage the provision of secure and convenient off-street bicycle parking and shower facilities close to important institutions, employers and commercial areas. This can be done through zoning or other planning tools. Increase the number of Bixi bikesharing stations, especially in areas south of Cte-SaintAntoine Street, where there is sufficient demand for this type of service. Implement a wayfinding system on Westmounts cycling network to direct towards major destinations in Westmount (Victoria Village, Greene Avenue, City Hall, etc.). Cycling routes around major grades should be investigated. Implement signed cycling detours when a cycling route is temporarily closed for roadwork or other reasons. This may require the provision of temporary signage and/or markings. Install cyclist detection at all approaches of all traffic signals where vehicular detection is implemented (whether or not a dedicated cycling facility is provided). Consider delays to cyclists and pedestrians when reviewing traffic signal operations. Investigate the possibility to coordinate traffic signals to favour cyclists on roads that have high cycling volumes taking into account cycling speeds. Position utility covers and drainage away from curb areas or bicycle facilities, where possible. Ensure that all utility covers and drains do not pose a hazard for cyclists. Provide bicycle ramps on all outside staircases where no obstacle-free route is provided, as these staircases are either repaired or reconstructed.
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft Consider cyclists when implementing or reconstructing traffic calming devices in order not to create unsafe or uncomfortable conditions for riders. All streets and cycling facilities should be well-maintained when in operation (markings, signage, street cleaning, etc.). Identify a winter cycling network. The de Maisonneuve bike path should be upgraded to allow for year-round cycling, especially since the City of Montreal maintains this cycling route year-round to both the east and west of Westmount. Expand and upgrade Westmounts cycling network to better cover the City and connect to all adjoining neighbourhoods. A cycling route can take many forms: including: bicycle paths, bicycle lanes, bicycle boulevards and shared streets. Some of these examples are provided in Figure 4.2. The selection of a final design must consider cycling volumes, impacts on other modes (pedestrians, traffic, etc.), and site constraints when choosing a preferred design. The final route and design of cycling facilities will need to be confirmed through further study and consultation. The Westmount cycling network is given in Figure 4.3:
Specific Measures
Upgraded the de Maisonneuve bike path in order to accommodate increased cycling volumes. The section between Atwater and Greene is a higher priority since vehicular volumes are much higher in this segment and more space is available. A preliminary analysis shows that there are several alternatives available to upgrade this path along de Maisonneuve. New east-west cycling link between Westmount and Notre-Dame-de-Grce. This new route could use Cte-Saint-Antoine because of its gradual slope when compared to other streets. New north-south link between Victoria Village and Cte-des-Neiges. New north-south link on Greene Avenue south of Sainte-Catherine to connect Westmount with the Lachine Canal and the Atwater Market.
Investigate the provision of cycling turning boxes or bike boxes at intersections where many cyclists make left-turns.
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Figure 4.2
Types of Cycling Facilities
Bicycle Lanes
Shared Roadway
Cycle Track / Buffered Bike Lane
Contraflow Bike Lane
Bike Box
Source: NACTO (2011)
Turning Box
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LGENDE / LEGEND
GE S
N SDE E-
EI
Existant / Existing Piste cyclable / Cycling Facility Station Bixi Station Propose / Proposed Axe cyclable projet / Proposed Cycling Route N Nouvelle station Bixi (l (lo (localisation approximative) / New Bixi Station N (approximate location) (
Axe cyclable nord-sud additionnel, parcours prliminaire Additional north-south cycling link, preliminary route
SU
THE BOU LE VA R
LEXINGTON
NN
YS
IDE
DRE LV BE
CEDAR
TE -S TA
CLAREMONT
SHERBRO
GROSVENOR
NT OI
NE
MONTR cyclable est-ouest, Nouvel axe OSE parcours prliminaire New east-west cycling link, preliminary route
OKE
LANSDOWNE
GLE N
DCARIE DCARIE
CAL E TCALFE METCALFE
CLARKE
DE MAISO IS NNEUV E
E GREENE GR
D D D D WOOD
ATWATE R R
STE-CATH
ERINE
DOR CHE STE R
Mise niveau de la piste de Maisonneuve Upgrading cycling route on de Maisonneuve
Axe cyclable nord-sud additionnel, parcours prliminaire Additional north-south cycling link, preliminary route
ST-ANTOINE O.
ST-JACQUES O.
FIGURE 4.3
Rseau cyclable de Westmount Westmount Cycling Network
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4.3
PUBLIC TRANSIT
Public transit is mostly the responsibility of the STM and the AMT, but the City of Westmount can act in a number of areas to encourage its use, especially through improving pedestrian access to transit stops. Public transit also includes other alternative modes to the automobile. Improvements to public transit could reduce through-traffic and overall traffic volumes. The following policies and measures will favour the use of public transit in Westmount: Improve walking and cycling conditions throughout Westmount to promote access to transit stops (see Active Transportation sections). Investigate if bus bulbs would be beneficial on certain streets. These would improve transit user waiting times, reducing crossing distances at intersections, increase the number of on-street parking spaces and reduce transit travel times. Ensure that bus stops have sufficient dimensions (width and depth) to ensure that they can be used by all users (universal accessibility). Appropriate winter maintenance is required for all bus stops to ensure they are usable by all throughout the year. Place benches and other street furniture at bus stops, where possible, to improve waiting conditions. Work with car-sharing organizations, such as Communauto, to increase the number of car-sharing stations and vehicles offered in Westmount (on-street or off-street). This will reduce the need to own a private vehicle. Currently the existing Communauto facilities are oversubscribed and there is a clear need for additional cars in the area south of Sherbrooke. Increase the number and review the locations of taxi stands to reduce the number of taxis circling to find fares and make the stands as convenient as possible for potential users.
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City of Westmount
T C
200m
LGENDE / LEGEND
GE S
N SDE E-
EI
Circuit d'autobus / Bus Route Lignes de mtro / Metro lines Arrts d'autobus / Bus stops Numro du circuit / Route number Station d'auto partage actuelle (Communauto) / Existing carsharing station (Communauto)
LEXINGTON
165 166 535 000

SU NN
VILLA-MARIA
VICTORIA VICTORIA
THE BOU LE VA R
YS
IDE
DRE LV BE
124
WESTMOUNT
66
138
CLAREMONT
CEDAR
TE -S
SHERBRO OKE
GROSVENOR NOR
TAugementer le nombre de stations AN TO et vhicule de covoiturage IN E Locate additional car sharing stations and vehicules
MON MONTROSE
LANSDOWNE
Corridor avec mesures prioritaires pour le transport collectif Transit Priority Corridor
GLE N
PLACE SAINT-HENRI
LIONEL-GROULX
FIGURE 4.4
Mesures pour le transport collectif Public Transit Measures
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AT WA TE
DCARIE DCARIE
138
METCALFE
104
CLARK CLARKE
24
G GREENE WOOD WOOD
144
AT ATWATE R
DE MAISO I
NNEUVE
VENDME
63
90
STE-CATH ERINE
DOR
ATWATE ATWATER
37
CHE
STE
78
ST-ANTOINE O.
108
ST-JACQUES O.
4.4
STREETS AND TRAFFIC

Westmount is situated immediately to the west of the largest traffic generator in the region: Downtown Montreal. The street and traffic component of this Master Plan was developed to alleviate Westmount residents main priorities: reduce through-traffic on local streets and reduce vehicular speeds. However, due to Westmounts location and historic growth patterns it is impossible to segregate Westmount from its neighbours; furthermore Westmount residents are dependent on the adjoining communities for services, schools and employment.
4.4.1
Street Hierarchy and Speed Limits

Street Hierarchy The street hierarchy presents the relative importance of different streets for vehicular traffic according to their function and capacity. Streets are classified according to the following categories: Freeways limited access high capacity roads predominantly used by through traffic. Arterials major roads which serve a combination of through and local traffic. Collectors connect local areas to arterials and are used by local traffic with limited through traffic. Local streets which mostly serve local and external traffic.
It is important to note that roadway hierarchy is independent of land use and is based on how the roads are used as part of an overall network. These classifications are defined in Table 2.3. The classification of streets in Westmount is presented in Figure 4.6. This hierarchy does not imply that every street of a certain type should be managed in the exact same matter, but has an incidence on how vehicular traffic is managed on these streets. For example, more importance is accorded to traffic on arterials than local streets, where local uses are favoured. Speed Limits The following speed limit policy is proposed for Westmount: Default speed limit of 40 km/h Use a speed limit of 30 km/h in the following cases only:

In front of parks with play equipment all times throughout the year. In front of primary and high schools only on weekdays from 7 a.m. to 5 p.m. during the school year. Use of 30 km/h on arterials should be limited.
These speed limits are proposed to reinforce the presence of vulnerable users (e.g. children). City by-laws will need to be modified accordingly. Furthermore, the consistent use of speed limits will make education and enforcement of the new speed limits easier and more credible.
4.4.2
Road Diets
The term "road diet" is relatively new, although the actual practice has been used for many years. Road diets are a reallocation of space used for cars on a street for other users. Road
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft diets are an integral part of a volume reduction and speed reduction strategy. The eliminated / narrowed traffic or parking lanes can be used for other purposes: Widened sidewalks and other pedestrian facilities Bike facilities Streetscaping and greenery (trees, etc.) Median islands Change parking configuration Other uses
Road diets do not necessarily have an impact on traffic conditions and can generate benefits to all modes of transportation including transit, cyclists, pedestrians and motorists. These benefits include reduced vehicle speeds, improved mobility and access, reduced collisions and injuries, improved aesthetics, improved pedestrian and cyclist conditions and improved livability and quality of life. Typically, three to four lane roads are put on a "diet" to narrow them to two or three lanes. This involves reconfiguring the layout of the street to better serve the people who use them. According to the Highway Safety Information System under most traffic conditions, road diets appeared to have minimal effects on vehicle capacity because left-turning vehicles were better managed through the provision of turning lanes. Many road diets have resulted in lower traffic volumes. The following streets have been identified as potential locations for road diets: The Boulevard (Clarke to eastern City Limits): This segment has much lower traffic volumes, especially eastbound, and The Boulevard in Montreal only has one lane per direction. Westmount Avenue (Claremont to Landsdowne): This street segment has four wide traffic lanes, traffic volumes do not require this number of lanes and no connecting streets have two lanes per direction. De Maisonneuve Boulevard (Atwater to Greene): two traffic lanes are currently provided, while peak hour traffic volumes do not require two through lanes. Sainte-Catherine Street:

Atwater to Clarke/Dorchester: Street with four lanes, while this section has lower traffic volumes than other segments. Clarke/Dorchester to Glen/Landsdowne: four traffic lanes are provided, but parking is permitted during the peak afternoon period. This is an opportunity to review the configuration of some problematic intersections along this segment (Landsdowne/Glen, Park Place/Lewis and Melville/Abbott). Glen/Landsdowne to Claremont/de Maisonneuve: four traffic lanes are provided, although left lanes are mostly used for turning movements.
Many of these street segments also have less than ideal walking conditions (see section 4.1). The final concepts for these streets will require further study and consultation to establish a preferred concept. Some short segments of these streets could conserve two lanes per
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft direction. Road diets are an opportunity to review the configuration of many intersections and can be implemented in conjunction with modifications to traffic signals. Figure 4.5 Example of a Road Diet
4.4.3
Intersection Management and Traffic Signals

Intersections are a critical part of Westmounts transportation system. These are where numerous users could come into conflict: pedestrians, cyclists and vehicles. Appropriate control measures are required based on pedestrian, cycling and vehicular volumes and the type of environment. Proper management of intersections could help alleviate through-traffic volumes and vehicular speeds. Although traffic signals have typically been used to favour vehicles over other modes, if properly managed, traffic signals can be used to achieve different objectives: Reduce vehicular capacity on certain streets, especially local and collector streets. Reduce pedestrian and cyclist delays. Reduce vehicular speeds (night-time red-rest that forces vehicles to stop at all traffic signals and proper coordination during off-peak periods).
The following policies and measures are recommended for intersection management and traffic signals: General Measures Upgrade Westmounts traffic signal systems to meet current standards and best practices. Since most of Westmounts traffic signal systems are outdated and require upgrading, there is an opportunity to implement an integrated traffic management system. The proper use of traffic signals will require specific studies along certain streets to optimize their use and maximise their effectiveness.
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft Implement traffic signal coordination on east-west arterials (Sainte-Catherine, 9 Sherbrooke and The Boulevard) to properly manage through-traffic . This will require upgrading traffic signals. If properly managed, these could reduce volumes on certain local and collector streets. Review the traffic management of east-west arterials through specific that will review traffic signals, pedestrian conditions, cycling conditions, transit requirement, on-street parking, road diets, diagonal crossing requirements, intersection configurations, vehicular speeds and other factors. Implement the use of detection at most if not all intersections in order to allow flexible operations, he use of red rest and can also provide the City with traffic count information. Implement pedestrian signal heads at most if not all intersections to improve pedestrian safety, these signals require a countdown. Investigate the provision of diagonal crossings, or Barnes Dance, at intersections with high pedestrian volumes if proper crossing times can be provided. Ensure pedestrians and cyclists conditions are properly treated at all intersections by minimizing delays, providing detection (where implemented) and providing comfortable waiting areas. Traffic signal timing and phasing plans should be reviewed periodically (e.g. every five years). Review the provision of all-way stops at all intersections.
4.4.4
Vehicular Speeds
The management of vehicular speeds is a complex issue. The most effective way to manage vehicle speed is the overall design of the street by reducing its visual corridor. Measures such as all-way stop signs, which is not a traffic calming measure, and speed humps are less effective than proper street design to manage speeds. A Traffic Calming Policy and Guide was developed concurrently to this guide and its process should be followed to better manage traffic and vehicular speed issues. Therefore, the following policies and measures are recommended: Implement road diets and review the management of various east-west streets (see previous sections). Implement the Traffic Calming Policy (see Traffic Calming Guide) in order to ensure that traffic calming measures are applied in a consistent manner. Implement neighbourhood gateways to reduce speeds at neighbourhood entrances (see pedestrian measures). All streets should be designed for their posted speeds to reduce speeding, especially through reducing the width of the visual corridor when they undergo reconstruction.
Traffic signals could also be uncoordinated as a pilot project to select whether coordinated or uncoordinated signals are preferred. Uncoordination would still require that the same traffic signal equipment be installed than for coordination.
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft A number of streets have very wide lanes and visual corridors, such as Cte-SaintAntoine Street, these lanes and visual corridors should be narrowed when opportunities arise. The width of streets should be reviewed before major works are planned. Only traffic calming devices that meet current standards and best practices should be maintained. All others should be replaced or removed. Traffic calming devices should also fit in to the urban environment of Westmount and complement urban design. On arterials, traffic signals can be used to reduce vehicular speeds:
During the daytime: Ensuring that signals are coordinated and green times are minimal. The installation of pedestrian signals would give the ability to reduce vehicle green times to the required minimum, while still allowing pedestrians to cross safely. To achieve these results, traffic signal timing will need to be adjusted at various time periods and reviewed periodically. At night: Use a red-rest where all approaches are on red, to reduce night-time speeding. This will require the installation of vehicular, cyclist and pedestrian detection at all intersections where this is implemented.
After ensuring that streets are designed so drivers adopt appropriate speeds, enforcement should be used. Therefore, the use of a mobile photo-radar should be investigated by the City (in coordination with other municipalities in the region).
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City of Westmount
T C
200m
LGENDE / LEGEND
Autoroute
GE S
N SDE E-
EI
Artre / Arterial Collectrice / Collector Locale / Local
THE BOU LE VA R
LEXINGTON
SU
NN
YS
IDE
DRE LV BE
CEDAR
TE -S TA
CLAREMONT
SHERBRO
GROSVENOR
MONTROSE
NT OI NE
OKE
LANSDOWNE
GLE N
DCARIE DCARIE
METCALFE
CLARKE
DE MAISO
GREENE
NNEUVE
WOOD WOOD
AT ATWATE ER R
STE-CATH
ERINE
DOR CHE STE R
Modification
ST-ANTOINE O.
ST-JACQUES O.
FIGURE 4.5
Hirarchie routire de Westmount Westmount Street Hierarchy
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City of Westmount
T C
200m
LGENDE / LEGEND
Zone 70 km/h
GE S
N SDE E-
EI
Zone 50 km/h
THE BOU LE VA R
LEXINGTON
40
Zone 40 km/h Zone 30 km/h coles / Schools
SU
VICTORIA WESTMOUNT
NN
YS
IDE
DRE LV BE
CEDAR
TE -S TA
CLAREMONT
SHERBRO
GROSVENOR
MONTROSE
NT OI NE
OKE
LANSDOWNE
GLE
DCARIE DCARIE
METCALFE
CLARKE
DE MAISO
GREENE
NNEUVE
WOOD WOOD
AT ATWATE ER R
STE-CATH
ERINE
DOR CHE STE R
ST-ANTOINE O.
ST-JACQUES O.
FIGURE 4.6
Limites de vitesse Speed Limits
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City of Westmount
T C C
200m
LGENDE / LEGEND
GE S
N SDE E-
EI
Route permise en tout temps / Permitted at all times Route permise de jour, mais interdite la nuit / Permitted During the Day, but Prohibited at Night Zone interdite en tout temps / Zone Prohibited at all Times
THE BOU LE VA R
SU
VICTORIA WES OUN WESTMOUNT WESTMOUNT ES OU STMO S STM UNT
NN
YS
IDE
C TE -S TAN TO IN E
CEDAR
CLAREM NT CLAREMONT CLAREMONT REM NT REM NT EM T EM T EM T EMONT EM T T
SHERBRO OKE
GROSVENOR GROSVENOR
LANSDOWNE
GLE
DCARIE
METCALFE
CLARKE
DE MAISO IS NNEUV E
G GREENE
WOOD
ATWATE WA R
STE-CATH C ERINE
DOR CHE STE R
ST-ANTOINE O.
ST-JACQUES O.
FIGURE 4.7
Itinraires de camionnage proposs - alternative 1 Proposed Truck Routes - Alternative 1
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City of Westmount
T C C
200m
LGENDE / LEGEND
GE S
N SDE E-
EI
Route permise en tout temps / Permitted at all times Route permise de jour, mais interdite la nuit / Permitted During the Day, but Prohibited at Night Zone interdite en tout temps / Zone Prohibited at all Times
THE BOU LE VA R
SU
VICTORIA WESTMOUNT WES OUNT WESTMOUNT S STMOU
NN
YS
IDE
C TE -S TAN TO IN E
CEDAR
CLAREMONT CLAREMONT REM NT E EM T EM T EM NT
SHERBRO OKE
GROSVENOR GROSVENOR
LANSDOWNE
GLE
DCARIE
METCALFE
CLARKE
DE MAISO IS NNEUV E
G GREENE
WOOD
ATWATE WA R
STE-CATH C ERINE
DOR CHE STE R
ST-ANTOINE O.
ST-JACQUES O.
FIGURE 4.7
Itinraires de camionnage proposs - alternative 2 Proposed Truck Routes - Alternative 2
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City of Westmount
T C
200m
LGENDE / LEGEND
Existant / Existing Arrt toutes les approches / GE All-Way Stop S Feu de circulation / Traffic Signal
N SDE E-
EI
NGTON LEXINGTON
1 2
SU NN Y
Responsabilit de la Ville de Montral / Responsibility of the City of Montreal Mode clignotant / Flashing Mode Rvision de la ncessit des feux de circulation / Review Necessity of Traffic Signals Rgime routier / Road Diet Corridor synchronis / Coordinated Corridor Synchronisation vlo / Bicycle Synchronization
Propose / Proposed
THE B
SID E
VIC VICT VICTORIA C WE WESTMOUNT WESTMOU T WESTMOUNT UN
VA R
CLAREMONT C AR M NT CLAREMONT
C TE -S T2 AN TO IN E
SHERBRO OKE
G GROSVENOR GROSVENOR VE R
S ON MONTROSE MONTROSE
LANSDOWNE L
GLE N
DCARIE DCARIE
E METCALFE METCA FE MET
E CL CLARKE
DE MAISO IS NNEUV E
E GREENE GREENE
1
D D D D OD WOOD WOOD
ATWATE AT ER R
STE-CATH C ERINE
DOR CHE STE R
1 1 1 1
ST-ANTOINE O.
1 1
ST-JACQUES O.
FIGURE 4.8
Mesures de gestion de la circulation et des carrefours Trafc Management and Intersection Control Measures
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4.5
PARKING
Parking is one of a number of ways to improve urban design, manage transportation demand and encourage economic development. Both the supply and pricing of parking are key factors in the mode choice decision by individual trip makers and in a businesss choice of location. Parking pricing and regulations are one of the most effective tools available to encourage people to consider other modes than driving, especially for regular commuters. Free and abundant parking encourages people to drive alone, especially since the average vehicle is parked 95% of the time. Westmount has limited on-street parking spaces that are highly solicited by all types of users in certain areas (residents, clients, workers, visitors, etc.). Therefore, the City of Westmount cannot offer free unlimited on-street parking to all users, at all times and in all parts of the City. Application of on-street parking measures must carefully consider the area type and various parking users. These users all have different behaviour (time of day, length of stay, distance they are willing to walk, etc.). Therefore, the following principles should be applied to on-street parking in Westmount: Since space cannot be offered to all users at all times, the City will have to prioritize certain users over others when there are conflicting or overlapping needs. The following priority for users should be applied for on-street parking (highest to lowest):

Persons with disabilities Neighbourhood residents without access to off-street parking Deliveries for local businesses at certain times Carsharing services (Communauto) Visitors of neighbourhood residents Clients and users of local shops and services (whether Westmount residents or not) Workers, students and other long-term users that carpool Workers, students and other long-term users that drive alone Others
Consideration should be given if on-street parking spaces can be used for other uses, especially when there is low-demand for parking (bicycle parking, streetscaping, better pedestrian infrastructure, cycling facilities, greenery, etc.). Parking measures (time limits, pricing, off-street parking, permits, etc.) will be applied to achieve these goals and objectives.
4.5.1
Types of Parking Measures

The following types of measures can be applied in various parts of the City of Westmount according to the demand: Time limits:

4-hour default time limited applied to lower-demand areas 1 and 2-hour time limits for medium demand areas
90
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft Fixed parking fees applied to parts of higher demand areas to increase parking turnover. Variable parking fees that vary by time of day and by block according to parking demand. Fees are adjusted regularly (upwards or downwards) so that a few spaces are available on each block at almost all times. This reduces the number of vehicles circling around to find parking. Parking permits:

Neighbourhood resident on-street parking permit for those that do not have access to off-street parking Parking permits for Westmount residents from other neighbourhoods Temporary visitor permits (scratch permits)
Combined parking management techniques that apply to the same spaces.
A general overview of these measures can be found in Appendix E. All of these measures cannot be applied in all areas of Westmount since parking demand varies from area to area (see Figure 4.10).
4.5.2
General Parking Measures

The following policies and measures are proposed for parking in the City of Westmount: Review off-street parking requirements and consider eliminating parking maximums in areas with good public transit service. Adopt bike parking requirements for commercial and multi-family housing (see section 4.2). Review on-street parking regulations according to on-street parking demand and the prioritization of users. Review on-street parking in areas closest to the MUHC to minimize the number of longterm users. This needs to be done before the opening of the hospital complex to avoid creating any habits by future users of the complex. Resident Parking Permits: Recommend adopting a zonal system for resident on-street parking permits. The number of reserved spaces and parking regulations should allow users to leave their car parked on-street during the day. On-street Parking Pricing:

Do not use parking pricing where other measures could achieve the same results. Parking pricing should only be used when there is high parking demand. On-street metered parking pricing should reflect the convenience and short-term nature of that parking choice and encourage those with longer term parking needs to choose less expensive off-street parking options or to use another mode of travel. Reserved spaces for residents without off-street parking should be reserved in areas with parking pricing or spaces that can be used by using a permit or by paying. Periodically review if on-street parking rates and regulations are coherent with adjacent boroughs in Montreal to minimize the number of parking users from outside the City.
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Consider using parking revenues to be used for projects that enhance areas with parking fees.
Off-Street Public Parking: Encourage off-street parking owners in high-demand areas to make parking available to all users, especially in commercial areas. Review the times and locations of delivery zones. Reviewing parking pricing so that a few spaces are available on each block would be beneficial to deliveries made by smaller vehicles. Enforcement: Enforcement should not be overly aggressive, but should be sufficient to ensure that the vast majority of users follow parking regulations. Parking Meter Technology: Continue to assess the progress being made in parking system technologies, such as advanced multi-space on-street systems and web-based management systems that can integrate all components into a unified system. Consider replacing current on-street parking meters that are more versatile and provide more payment options (variable pricing, accept credit and debit cards, etc.). If the opportunity presents itself, consider off-street park-and-walk facilities around the Dawson College and Victoria Village areas.
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City of Westmount
T C
200m
LGENDE / LEGEND
GE S
N SDE E-
EI
Stationnement / Parking Secteur demande leve / High Demand Area Secteur demande moyenne / Medium Demand Area Secteur demande faible / Low Demand Area
THE BOU LE VA R
SU
VICTORIA VICTORIA WESTMOUNT WESTMOUNT ES MOU T S MOUN STM
NN
YS IDE
C TE -S TAN TO IN E
CEDAR
T NTRO MONTR MONT OSE
SHERBRO OKE
GROSVENOR
LANSDOWNE
GLE N
DCARIE DCARIE
METCALFE
CLARKE
DE MAISO IS NNEUV E
GREENE
WOOD WOOD
AT ATWATE ER R
STE-CATH C ERINE
DOR CHE STE R
NOTE :
Les limites des secteurs sur la carte sont approximatifs et devront tre modifis au fil du temps Areas shown are approximative and will need to be adjusted with time
ST-ANTOINE O.
ST-JACQUES O.
FIGURE 4.9
Secteurs pour l'application de mesures pour le stationnement sur rue Areas for Application of On-Street Parking Measures
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4.6
EXTERNAL PROJECTS
Many projects are under development in and around the City of Westmount. Most of these projects will have minimal traffic impacts in Westmount that are better managed at a smaller scale than a Master Plan. However, two of the upcoming major projects could have impacts that need to be taken into consideration within this Master Plan since it affects more significant areas of the City. Both, the Turcot reconstruction project and the McGill University Health Centre Campus (MUHC) will have impacts on the transportation system, if not properly managed and mitigated. The following measures are proposed for the Turcot project in order to minimise some of the potential impacts of the project: Collaborate and coordinate with the MTQ and the City of Montreal to ensure that all underpasses have proper pedestrian and cycling conditions. Ensure pedestrian and cycling connections are opened and properly maintained during construction, as much as possible. Coordinate with the MTQ and the City of Montreal during the construction and reconstruction phase. Temporarily review traffic signal operations if there are major closures (e.g. planned temporary closure of the Saint-Jacques overpass). Signed temporary detours should, insofar as possible, avoid Westmount. During construction traffic should be monitored and if significant impacts are detected mitigation strategies should be developed with the MTQ, especially if there are impacts on local streets. Adopt parking regulations in areas closest to pedestrian accesses (Victoria Village and around Glen/Sainte-Catherine) that do not favour long-term users without parking permits (see previous section). Proper enforcement will also be required. Additional pedestrian and cycling connections to the MUHC would be beneficial, although these access points would also be used by hospital users parking on-street. Ensure that the Glen vehicular access is only used by ambulances as an emergency measure. This access could be used by pedestrians and cyclists. Work in coordination with the MUHC and the borough of NDG to address specific concerns that arise. Wayfinding signage to the hospital complex should be clear and present before the opening to avoid that vehicles try to find their own routes that may impact the City of Westmount.
The following measures are proposed to reduce the impacts of the MUHC on Westmount:
4.7
REGIONAL MEASURES
Many measures outside of the City of Westmount could be beneficial, especially for alleviating Westmount residents top priority: reducing through-traffic. The following regional measures could be beneficial for the City of Westmount if implemented:
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft Regional land-use policies that favour less car-dependant neighbourhoods could alleviate increases in regional traffic volumes and could reduce the pressure on Westmounts streets by through-traffic. Regional tolls would reduce vehicular volumes throughout the region and in Westmount. That being said, only tolling highways and freeways (e.g. Highway 720) would likely increase traffic volumes throughout the day on Westmounts streets. Regional tolls that would apply to all streets would be more effective for reducing traffic volumes in Westmount. Development of regional transit networks would reduce the need for the automobile throughout the region and would reduce some pressure on Westmounts streets. That being said, the noise and vibration effects of these measures would need to be mitigated. A transit strategy for the West of Montreal is currently being developed through the Plan de Mobilit de lOuest, led by the AMT. Regional parking charges would likely reduce traffic volumes in Westmount. Parking fees and regulations only implemented in Westmount would only reduce traffic that has an origin or a destination in Westmount. That being said, Westmount must do its part if such parking charges were implemented on a wider scale.
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5.0
5.1
IMPLEMENTATION
To take the Master Plan from a vision to reality, a number of steps are required.
PHASING OF MEASURES
The measures contained in the Master Plan will be implemented over a number of years as opportunities arise. The phasing of projects is presented in Table 5.1. The phasing is split into three major timeframes: short term, medium term and long term. Table 5.1 Medium Term Short Term Phasing of Measures Ongoing Application Long Term
Measures
Notes
Active Transport Pedestrians Implement diagonal crosswalks Improving streetscaping on selected arterial and collector streets Pedestrian improvements to underpasses Neighbourhood gateways New pedestrian link between Summit Park and Cte-des-Neiges Active Transport Cyclists Modify zoning by-law to add bicycle parking On-street bike parking New Bixi stations Wayfinding system Identify and implement winter cycling network Upgrade de Maisonneuve bike path Cte-Saint-Antoine cycle route North-south cycle route (Victoria/Grosvenor) North-south cycle route (Greene) Westmount Ave. cycle route 111-17587-00 February 2013 - v3.0 96
City of Westmount Westmount Traffic and Active Transportation Master Plan Draft Medium Term
Measures
Ongoing Application
Short Term
Long Term
Notes
Public Transit Improvements to transit stops Encourage expansion of carsharing Review taxi stand locations and number Streets and Traffic Modify speed limits Modify truck routes Road diet The Boulevard Road diet Westmount Avenue Road diet de Maisonneuve Road diet Sainte-Catherine Upgrade traffic signals and coordination on east-west arterials and other improvements to traffic signals Implement pedestrian diagonal crossings Adopt and implement Traffic Calming Policy Investigate use of mobile photo-radar Parking Review on-street parking regulations Zonal resident on-street parking permits Review on-street parking pricing and technology Encourage conversion of existing off-street parking to public parking, including park and walk External Projects Turcot reconstruction mitigation measures MUHC - Review parking regulations MUHC Wayfinding and coordination Implement by corridor and coordination with road diets With bike path upgrade
5.2
PUBLIC CONSULTATION
Further public consultations will be held before the implementation of measures. Residents and landowners on impacted streets should be consulted at various stages of projects (project initiation, evaluation of alternatives, design, pre-construction and implementation). The level of public consultation will depend on the type and expected impacts of projects.
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5.3
PROJECT IMPLEMENTATION
The Master Plan is a policy document that guides future decisions about Westmounts transportation system. As such, the implementation of specific measures will require some or all of the following before implementation: Public consultation Area, corridor or thematic studies (e.g. parking strategy, study for specific streets, etc.) Preliminary and detailed designs, taking into consideration general and specific constraints (slopes, type of street, emergency vehicles, pedestrians, cyclists, transit, onstreet parking, etc.) Council approval Consultation with other agencies (STM, emergency services, etc.) Project financing
5.4
POST-IMPLEMENTATION REVIEW
Implemented projects should be closely monitored to review their effectiveness. If necessary, modifications should be done to ensure that a projects objectives are achieved. Many drivers often change their route or other behaviour after changes are made to the transportation system and it is important to alleviate any unanticipated consequences. Many aspects can change over time, especially on-street parking, periodic reviews will be necessary to ensure that implemented measures still achieve expected outcomes.
5.5
TRANSPORTATION ADVISORY COMMITTEE

The Transportation Advisory Committee (TAC) will play a key role in the implementation of the Master Plan and to review any issues that may arise over time. The TAC will be responsible for the following: Application of the Traffic Calming Policy Review of planned transportation projects Review of specific issues related to transportation other than (e.g. pedestrian, cycling, traffic regulations that are not respected, etc.) Recommendations to Council on various transportation related measures (as required from time to time) Monitoring and review of the Master Plan to ensure coherency and determine when updates are required
5.6
MONITORING AND REVIEW OF PLAN

The City of Westmount should implement a monitoring program to review the effectiveness of the measures of the Master Plan. Biannual reports will be prepared outlining implemented measures and policies and certain metrics, including: Accomplishments to date (sidewalks, cycling facilities, traffic signals, etc.) Progress on planned projects (studies, public consultation, financing, etc.)
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft Latest modal shares (from the regional origin-destination survey) Latest pedestrian and cycling volumes in selected areas Latest through-traffic volumes (based on latest traffic volumes and origin-destination survey) Other relevant information
A review of the Traffic and Active Transportation Master Plan should be conducted every five to ten years, as required.
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REFERENCES
BIBLIOGRAPHY
Agence Mtropolitaine de Transport (1998). Enqute Origine-Destination de la rgion mtropolitaine. Agence Mtropolitaine de Transport (2003). Enqute Origine-Destination de la rgion mtropolitaine. Agence Mtropolitaine de Transport (2008). Enqute Origine-Destination de la rgion mtropolitaine. Agence Mtropolitaine de Transport (2011). La desserte ferroviaire de louest de lle de Montral et de laroport Pierre-Elliott-Trudeau. http://www.amt.qc.ca/projets/desserte.aspx. American Association of State and Highway Transportation Officials (2000). A Policy on the th Geometry of Highways and Streets, 5 edition. Bibliothque et Archives Nationales du Qubec (multiple dates). Historical Maps of Westmount and Montreal, http://www.banq.qc.ca/collections/cartes_plans/ressources_BAnQ/doc_cartographiques/. Bixi (2011). Information on Bixi station usage in Westmount. [personal communication]. City of Montreal (2008). Montreal Transport Plan, 220 p. City of Montreal (2011). Projet de PPU du Quartier des Grands Jardins, http://ville.montreal.qc.ca/pls/portal/docs/PAGE/ARROND_VMA_FR/MEDIA/DOCUMENTS/P PU%20QGJ%20-%20VERSION%20%C9LECTRONIQUE%20FINALE.PDF, 61 p. City of Westmount (1994). By-Law to Render the Wearing of a Protective Helmet Mandatory for Cyclists and In-Line Skaters. City of Westmount (2008). Planning Programme of the City of Westmount. City of Westmount (multiple dates). By-Law 196 Concerning Good Morals and Decency. City of Westmount (multiple dates). By-Law 726 Concerning Street Traffic. City of Westmount (multiple dates). Traffic counts, speed surveys and parking information.
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft City of Westmount Traffic Administrative Committee (2005). MUHC Hospital Project: Local Traffic Planning Priorities. Communauto (2011). Information on car-sharing use. [personal communication]. Dessau-Soprin and Daniel Arbour & Associs (2005). tude de circulation et daccs au site, for the McGill University Health Centre, http://www.ocpm.qc.ca/sites/default/files/pdf/PD06/3c8.pdf. Federal Highway Admistration (2009). Manual of Uniform Traffic Control Devices. Institut de la Statistique du Qubec (2009). Perspectives dmographiques 2006-2056, 133 p. Government of Quebec (2008). Entente to improve the function of the agglomeration of Montreal, http://www.westmount.org/admin/sections/documents/entente_agglomeration_886.pdf. McGill University Health Centre. The New MUHC, http://muhc.ca/new-muhc/dashboard. McGill University Health Centre Good Neighbourly Relations Committee (2010 and 2011), MUHC Glen Campus Meeting Minutes. National Association of City Transportation Officials (2010). NACTO Urban Bikeway Design Guide, http://nacto.org/cities-for-cycling/design-guide/. Natural Resources Canada (2011). Digital http://www.geobase.ca/geobase/en/data/cded/description.html. Elevation Data.
Publications du Qubec (2010), Ouvrages routiers Normes, Tome I Conception routire. Publications du Qubec (2010), Ouvrages routiers Normes, Tome V Signalisation routire, Volumes 1 and 2. Rolph, Megan (2011). Major Hospitals and their Impact on Surrounding Neighbourhoods: An Exploratory Study of Montreal, http://www.mcgill.ca/files/urbanplanning/CURA_2011_Highlights_Rolph_et_al.pdf. Socit de transport http://www.stm.info. de Montral (2011). Transit Network and Schdedules.
Stationnement Montral (2011). Tarifs de stationnement 2011. Statistics Canada (2006). 2006 Census of Canada. Transports Qubec (2011). Atlas des dbits routiers du Qubec 2008, http://transports.atlas.gouv.qc.ca/NavFlash/SWFNavFlash.asp?input=SWFDebitCirculation_2 008. Transports Qubec (2011). http://www.turcot.gouv.qc.ca/. Reconstruction du complexe Turcot,
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A
A1
ABBREVIATIONS AND GLOSSARY

ABBREVIATIONS
AMT CMA CMM ISQ ITE MTQ MUHC STM Association mtropolitaine de transport Census metropolitan area (Census Canada) Communaut mtropolitaine de Montral Institut de la Statistique du Qubec Institute of Transportation Engineers Ministre du transport du Qubec McGill University Health Centre Socit de transport de Montral
A2
GLOSSARY
Attracted trip: Trip with a destination in a given zone. Active transportation: Term combines all modes of transportation by foot or bicycle. Arterial street: Street type (see section 2.6.1). Bike path: An on-street or off-street bicycle facility. Usually refers to two-way separated bike facility. Bike lane: An on-street bicycle facility. The portion of the roadway that has been designated by stripping or signage for the use of bicycles. Collector street: Street type (see section 2.6.1). Generator: Land use and/or area that generate demand for transportation infrastructure. Generated trip: A trip that originates from a zone. Hierarchy: A methodology used to define street types in function of vehicular traffic and roadway management. Internal trip: A trip that has both an origin and destination within the same zone.
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City of Westmount Westmount Traffic and Active Transportation Master Plan Draft Level of service: A measure of the quality of service. For vehicles at intersections, this is measured by the average delay per vehicle (see appendix D). Local street: Street type (see section 2.6.1). Modal share: The proportion of trips using a given transportation mode. Public transit: A transportation mode. Usually refers to urban buses, metro and commuter trains. Road diet: A reduction of the number of lanes and/or width of a street. This space can be used for other modes, streetscaping or other uses. Through traffic: Vehicles travelling through Westmount that do not originating or are destined to Westmount. Transport mode: The type of vehicle or method used to travel (e.g. foot, bicycle, car, etc.) Travel purpose: The reason for undertaking a trip (shopping, work, returning home, etc.). Trip: An unlinked trip. Trips have an origin, a destination and a purpose. For example, going to the store and coming back would be considered as two separate trips (one shopping trip and another to return home).
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PUBLIC CONSULTATION
-Mail-in survey -Mail-in survey results -Public meeting boards -Comments received from the public.
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CONSULTED HISTORICAL MAPS OF WESTMOUNT

Date 1859 Map Map of the city of Montreal : shewing the Victoria bridge the mountain & proposed boulevard, and the different dock projects, Boxer, F.N. & John Lovell. Montreal , Boxer, F.N. Plan of the Town of Cte-SaintAntoine, Patton J.N. and Seller, W. Atlas of the island and city of Montreal and Ile Bizard : a compilation of the most recent cadastral plans from the book of reference, Pinsoneault, A.R. Lovell's map of the city of Montreal : including Westmount, Outremont, Verdun, Montreal West and St. Laurent : [with tramways lines and new wards [Plans dutilisation du sol de la ville de Montral], Montral, Service durbanisme de la Ville de Montral, novembre 1949 Link http://services.banq.qc.ca/sdx/cep/document.xsp?i d=0000065545
1861 1893 1907
http://services.banq.qc.ca/sdx/cep/document.xsp?i d=0000065388 http://services.banq.qc.ca/sdx/cep/document.xsp?i d=0000107725 http://services.banq.qc.ca/sdx/cep/document.xsp?i d=0000174922
1921
http://services.banq.qc.ca/sdx/cep/document.xsp?i d=0000065562
http://services.banq.qc.ca/sdx/cep/document.xsp?i d=0003343054
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ILLUSTRATION AND DESCRIPTION OF SIGNALIZED INTERSECTION LEVELS OF SERVICE
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ILLUSTRATION AND DESCRIPTION OF SIGNALIZED INTERSECTION LEVELS OF SERVICE
LEVEL OF SERVICE
DESCRIPTION
Very low delay, less than 10 seconds per vehicle. This occurs when progression is extremely favourable, and most vehicles arrive during the green phase. Short cycle lengths may also contribute to low delay. Most vehicles do not stop. Average delay in the range of 10 to 20 seconds per vehicle. This usually occurs with good progression and/or short cycle lengths. More vehicles stop than at level A leading to an average delay slightly higher. Average delay in the range of 20 to 35 seconds per vehicle. These higher delays may result from fair progression and/or longer cycle lengths. Individual cycle failure may begin to appear in this level. The number of vehicles stopping at the intersection is significant at this level even though many do not stop. Average delay in the range of 35 to 55 seconds per vehicle. At this level of service, the influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavourable progression, long cycle lengths or high V/C (volume-to-capacity) ratios. Many vehicles stop at the intersection and individual cycle failures occur. Average delay in the range of 55 to 80 seconds per vehicle. This is considered the limit of acceptable delay. These high delay values generally indicate poor progression, long cycle lengths, and high V/C ratios. Individual cycle failures are frequent. Average delay greater than 80 seconds per vehicle. This is considered unacceptable to most drivers. These conditions often occur with oversaturation, when arrival flow rates exceed intersection capacity. Major contributing causes to this level of service include high V/C ratios, numerous individual cycle failures, poor progression, and long cycle lengths.
ILLUSTRATION
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ACTION PLAN PRESENTATION
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Westmount

Westmount Traffic and Active Transportation Master Plan

February 2013 - v3.0

Westmount Traffic and Active Transportation Master Plan

M:\2011\1\111-17587-00\Transport\3.0 Technique\3.8 Rapports-Devis\03_Plan\111-17587-00-MasterPlan-v2.1-20130204.docx

REFERENCES .....................................................................................................................................100 BIBLIOGRAPHY ...............................................................................................................................100

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CONDUCT OF THE MASTER PLAN

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Key issues and findings

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Ville de / City of MONTRAL (CDN-NDG)

VICTORIA VICTORIA WESTMOUNT

Ville de / City of WESTMOUNT

Ville de / City of MONTRAL (Ville-Marie)

Ville de / City of MONTRAL (Sud-Ouest)

Pente (%) / Slopes (%) 10 + 8 10 6 8 4 6 2 4 0 2

Source : Montreal Tramways Co. (1941) de BANQ

SOCIODEMOGRAPHY & GENERATORS

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Demography of Westmount and the Island of Montreal (2006)

20,494 5,093 45.1 28.6% 21.3% 28.7% 21.4% 56.4%

8,677 2.3 72.9%

831,518 2.2 83.9%

1,525,629 2.3 62.3%

26.5% 26.0% 36.1% 11.5%

20.9% 23.2% 38.2% 17.7%

26.0% 26.1% 31.6% 16.4%

Source: Statistics Canada, 2006 Census of Canada

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Densit de population / Population density 11 000 +

2 028 residents 701 logis / dwellings SU NY 2 668Nps. / km2 S

T GTON LEXINGT LEXINGTON

VICTORIA VICTORIA WESTMOUNT WESTMOUNT ES MOUNT S MOUN STMOUNT U UN

3 187 residents 1047 logis / dwellings 4 226 ps. / km2

CLAREMONT CLAR MONT REM NT

2 970 residents 1 248 logis / dwellings 7 635 ps. / km2

GR SVENO GROSVENOR GROSVENOR RO VENOR

ANS OWN LANSDOWNE LANSDOWN

2 891 residents 1 352 logis / dwellings 9 509 ps. / km2 D

1 573 residents 687 logis / dwellings 5 260 ps. / km2

5 131 residents 3 053 logis / dwellings 11 154 ps. / km2

REENE GREENE GREENE

2 714 residents 1 330 logis / dwellings 7 315 ps. / km2

DOR CHE STE R

Commerce / Retail Bureaux / Offices Parcs / Parks

Collge Marianopolis College

Parc Summit Park

VICTORIA VICTORIA WESTMOUNT S STMO STMO

Parc KingGeorge Park

Centre rcratif / Recreational complex

Parc Westmount Park / Bibliothque - Library / Victoria Hall

Htel de Ville / City Hall

Collge Dawson College Square Westmount Square

Avenue Greene Avenue

DOR CHE STE R

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Key issues and findings

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