Why does the new design include sidewalks and traffic calming features?
The traffic calming features being used on this project were developed to meet the requirements of the Road Safety Action Plan and help reduce traffic speeds to 30km/hr. By removing some of the planned features, the effectiveness of all the features combined are ultimately reduced. Increasing spacing between features allows vehicles to reach higher speeds, reducing our ability to be in compliance with the Road Safety Action Plan.
When a road is renewed, the project is treated as an opportunity (and obligation) to modernize the street, so it is safer and more accessible for all road users, including pedestrians, cyclists, transit users and drivers. That means adding missing pedestrian infrastructure (like sidewalks), improving crossings, and incorporating traffic calming measures to manage vehicle speeds.
These elements are aligned with many Council-approved policies, such as:
- Ottawa’ Accessibility Policy
- Ottawa’s Official Plan
- Ottawa’s Complete Streets Policy
- Ottawa’s Traffic Calming Design Guidelines
- Ottawa’s Road Safety Action Plan, which includes the Local Residential Streets 30 km/h Design Toolbox
These polices apply to every street and every ward across the City.
There are going to be too many traffic calming measures and signs. Can City staff reduce them?
No, City staff cannot reduce the number of traffic calming measures and/or signs. These measures are not being added arbitrarily, and they are not optional. The City has clear policies and design standards that require traffic safety improvements to be incorporated when a street is being renewed or reconstructed. When roads are renewed, the City must bring them up to current standard, including road safety, pedestrian accessibility and traffic management.
Signage and traffic calming measures are installed based on engineering standards and legal requirements. All signs being installed on this project are regulatory, and each serve a specific purpose. Our team has done a cursory review and there may be an option to combine some signs on one pole instead of two. Many signs are regulated by building code and regulations and are required for safety, accessibility and enforceability. Councillors cannot determine if and where signage is located; if all councillors did this, every ward would be different with different signs. Removing or reducing them without justification would mean the City is not meeting its own safety standards.
Why does the Ward Councillor not have the authority to remove the speed humps?
These speed humps and traffic calming features are part of the Road Safety Action Plan, a City policy that was enacted by City Council. Neither City Councillors, nor City staff have the ability to make plans that contradict City Policies. Contradictions to City policies need to be approved by City Council as whole. As exemplified through the Manor Park discussion, the majority of Councillors around the Council table are not supportive of exempting a specific street or neighbourhood from these policies. Councillors cannot direct staff to remove infrastructure that was approved by Council by way of a City-wide policy.
City Councillors can only determine locations for implementing (or removing) speed humps when it falls under the Temporary Traffic Calming (TTC) program, which is done with technical consultation with TTC program staff.
Can this project be delayed for a year?
No, the Summit Avenue project cannot be delayed any further. This project was already postponed when the August 2023 flooding required the Delmar/Playfair project to be advanced instead. At this point a contractor has been hired and they have begun work. Stopping work now would come with an unreasonable cost that is not an option at this point.
Manor Park residents were able to get a neighbourhood-level transportation assessment. Can Summit Avenue residents get one too?
The direction provided to staff through the motion Councillor King brought to the Public Works and Infrastructure meeting in March (moved by Councillor Kitts) is specific to the Manor Park community, and the requested neighbourhood study applies only to that area. It does not create a broader opportunity for other neighbourhoods across Ottawa to revisit, pause or reopen approved infrastructure projects. The rationale behind this motion included the fact that Hemlock Road, a key Manor Park thoroughfare, will reconnect to the new subdivision of Wateridge Village as well as concerns regarding the new proposed Federal Kettle Island bridge impacts.
Manor Park residents were able to get a neighbourhood-level transportation assessment. Can Summit Avenue residents get one too?
The direction provided to staff through the motion Councillor King brought to the Public Works and Infrastructure meeting in March (moved by Councillor Kitts) is specific to the Manor Park community, and the requested neighbourhood study applies only to that area. It does not create a broader opportunity for other neighbourhoods across Ottawa to revisit, pause or reopen approved infrastructure projects. The rationale behind this motion included the fact that Hemlock Road, a key Manor Park thoroughfare, will reconnect to the new subdivision of Wateridge Village as well as concerns regarding the new proposed Federal Kettle Island bridge impacts. The meeting minutes, including the motion, can be viewed on the City’s website.
Will Tedder Avenue be done soon?
As it currently stands, there are no plans for a Tedder Avenue rehabilitation project. Staff were able to pull up CCTV footage of the existing pipes and confirmed that their current condition is satisfactory.
Resident Q&A Following Summit Avenue Info Session on May 6, 2026
Resident: At our virtual meeting at the end of 2025, a couple of things were raised in the presentation by city staff that are important to this discussion – 1) the average speed on Summit is 41KPH (limit is currently 40) and 2) there is no traffic or pedestrian incident on record for Summit Ave. Given this, and the fact that we will have a sidewalk for pedestrians, it would appear that to have all of the speed reduction measures proposed is completely disproportionate to the problem. With the new speed limit being 30kph, why not just add a couple of speed humps and forego the rest? The proposed measures in their entirety is like killing an ant with a sledgehammer.
City staff response:In 2019, City Council mandated that all new and reconstructed local residential streets be designed to a 30km/h operating speed. The results of a recent speed survey indicate that the 85th percentile speed on Summit Avenue is 43km/h. Signage alone is not considered as effective as physical traffic calming measures, especially when seeking a substantial reduction in speed, such as on Summit Ave. The spacing of the proposed traffic calming measures in the proposed design aligns with the recommendations in the City’s Local Residential Streets 30km/h Design Toolbox. A reduction in the number of traffic calming measures will likely result in higher operating speeds than the 30km/hr target speed and non-compliance with the council directive.
Resident: Why is Summit Ave being held to the same traffic calming measures as much longer and busier streets (eg. Valley Dr, Haig Dr)? Apparently, there is a “tool kit” of measures which can be adapted to the reality/context of the street in question. Why is city council unprepared to make adaptations? Where is the evidence-based rationale and cost-benefit analysis showing that Summit requires the extent of measures proposed? We would argue that given current average speed, no record of a single traffic incident, and no school on Summit, and the fact there will now be a sidewalk, the proposed measures are quite excessive and seem unnecessary.
City staff response:All local residential streets such as Valley Dr and Summit Ave are subject to the 30km/h operating speed mandated by Council as mentioned above. Haig Dr is classified as a collector roadway and is thus subject to a different set of design criteria than local roadways. Implementation of traffic calming measures are proposed on Summit Ave in a proactive manner to reduce potential for collisions at higher speeds, rather than reactive installations.
Resident: The full slate of proposed traffic calming measures would significantly alter the beauty and character of the street. I cannot imagine this tranquil little street with 40 signs! Ironically measures that are supposed to calm would make the street feel busy and stressed.
City staff response:Mature tree preservation has been a priority throughout this project, in effort to maintain the character and green canopy of the roadway.
Traffic signage is a provincially regulated requirement and all signs being allocated to this project do serve a purpose. Signs being used to identify traffic calming measures are there to ensure that drivers are aware of the features especially in winter months. Parking allowance signs will delineate areas where motorist can and cannot park, ensuring the street remains passable and safe for all users.
Resident: Summit Ave would be the only secondary street in the neighbourhood that has been retooled this way. If the objective is to make all streets the same, how long will this take? My guess is decades (if ever), but it would be helpful to know the plan and the costs. I also expect that residents throughout the neighbourhood will not want the totality of traffic calming measures, nor will they be needed from an evidence-based perspective. This should be looked at through a realistic neighbourhood lens and not one street at a time.
City staff response:The overall timelines to have the whole City updated to these design parameters will take many years to implement. The ideal time to implement these traffic calming features is as part of a larger project, generally an infrastructure renewal project, as is currently taking place on Summit Ave. This reduces the cost of these features significantly. If we were to go to each street and implement them on their own, the cost would rise dramatically. As infrastructure continues to age in the Alta Vista neighbourhood, other surrounding streets will undergo similar projects with similar final products. Some will be completed sooner than others based on age of the underground infrastructure.
Resident: Regarding process, it has been extremely lacking, disappointing and frustrating. Meetings have been held but they have been primarily for the city to explain what appears to be a one-size fits all policy. Justifications supported by data have been greatly lacking. There has been little follow-up to concerns that have been raised. Residents have not had the opportunity to make a formal presentation to decision makers. There has been no official survey to gather views. I certainly do not feel heard, and I know many of my neighbours feel the same.
City staff response:While we understand that people may feel they have not been involved in the process, this project has now had five information sessions/consultations where residents were able to convey their concerns on the project. Understanding that not all residents are satisfied with the plans, City staff and the local Councillor have provided the reasoning for the design as it stands and have attempted to adjust where possible. Unfortunately, some of the requests go against City design guidelines developed to meet the Safe Streets policy that was approved by City Council. City Staff have a mandate to implement these safety features.
Resident: The 30 km/h Design Toolbox is described as a ‘living document.’ What flexibility exists within that framework to adjust the number or type of measures based on street-specific conditions? Follow-up question “What specific elements of the design are open to adjustment at this stage?”
City staff response:The Local Residential Streets 30km/h Design Toolbox sets out the combination of traffic calming measures and recommended spacing of these measures to achieve a 30km/h operating speed. In general, there is some flexibility in adjusting the traffic calming plans (i.e. changing the type of feature or adjusting the spacing to accommodate special circumstances such as trees or accessibility concerns) at early design stages, soon after the first public information session. Once the detailed design is complete and construction has been tendered, changes to the measures proposed on the surface can impact sub-surface design, particularly design of catch basins and grading, resulting in more significant costs to redesign and project delays.
Resident: What is the minimum set of measures required to achieve the 30 km/h objective on a street like Summit Avenue?
City staff response:The Local Residential Streets 30km/h Design Toolbox recommends vertical measures be spaced 50m to 60m apart and horizontal measure 40m to 60m apart. The proposed plan generally adheres to this guidance, keeping in mind driveway and intersection locations, which may influence options for placement of traffic calming measures.
Resident: Can you provide a breakdown of how the traffic calming elements contribute to the overall project cost?
City staff response:The new sidewalk is approximately 2% of the overall construction cost. The traffic calming features (speed humps and bulb-outs) are about 0.5% of overall construction cost.
Resident: How will snow removal/storage be managed given the reduced roadway width and added features such as bump-outs?
City staff response:The City’s winter operations group have experience dealing with similar street configurations in other parts of the City. Although some additional care is required, they have proven that they can successfully maintain a safe and passable street with little added time for completion of the snow removal.
The City appreciates the challenges residents face during the winter months. The City’s winter operations group was consulted on the proposed design and is comfortable with the proposed cross-section.
Resident: Sidewalks will be narrowed by snow accumulation, how does the City ensure that pedestrian space remains usable and does not shift people back onto the roadway?
City staff response:During weather periods subject to freeze-thaw cycles, the City will monitor the conditions of sidewalks and pathways and provide spot application of abrasives or de-icing materials.
During winter storms, residential sidewalks are cleared after 5 cm of accumulation. After the last snowflake has fallen, these routes may take 12 to 16 hours to complete.
Resident: Has the City assessed the potential for increased noise associated with winter maintenance – particularly plowing over speed humps and around curb extensions – and how that may impact the noise issues especially at night? Has there been a study done on the noise aspect?
City staff response:In discussions with the winter maintenance team, we are aware that snow clearing around traffic calming features does take additional time as crews need to work slower to ensure that the snow is cleared sufficiently. This additional time is, however, minimal in respect to the overall time required to clear the whole street. As the additional time required for snow removal is only a small amount, the additional noise created will also be minimal.
Resident: How has the reduction in roadway width been evaluated in terms of overall safety, particularly with respect to vehicle movement, emergency access, and winter condition and for our children who are biking (they will be moving into the lane of traffic with the bump outs)?
City staff response:Sidewalks play a major role in adding additional safety to the street by removing pedestrians from the vehicle path of travel.
By reducing the roadway width and forcing horizontal vehicle movements drivers are forced to pay additional attention to the road. In an area where the road has been narrowed, drivers will feel less comfortable travelling at higher speeds and will be forced to reduce their speed. Drivers who are paying more attention to the road are more likely to see a child riding their bike and adjust their speed to safely pass.
We have reviewed all plans with respect to emergency vehicles, including fire trucks and ambulances. As designed there remains enough room for emergency vehicles to pass the street in all areas.
Resident: Speaking of Emergency Services – Have Ottawa Fire or Paramedic Services reviewed and confirmed that the proposed configuration allows for efficient response times under typical and especially winter conditions?
City staff response:Ottawa Fire and Paramedic Services are not able to review and provide responses for all projects within the City and limit their reviews to Emergency Routes. However, Fire and Paramedic services were consulted during the development of the 30km/hr toolbox to ensure that the methods available met their needs.
As part of our project, we use vehicle turning movement software to ensure that fire trucks and ambulances can safely pass the street if/when required.
Resident: How does the design ensure that pedestrians are safer in practice, particularly in winter conditions when sidewalks may be partially obstructed? We have a number of dog walkers on our street and they must avoid the salted sidewalks of Alta Vista. It is a misconception that sidewalks are used in the winter by dog walkers.
City staff response:The biggest increase in pedestrian safety will be for pedestrians using the new sidewalk and separating themselves from the vehicles path of travel. The City will take measures to ensure that the sidewalks are cleared as fast as possible after a snow event ensuring access is maintained on the sidewalk.
For people who would rather walk in the road, the traffic calming features will reduce the speeds of vehicles making the road safer for all users.
Resident: How does the proposed design accommodate cyclists, particularly with the presence of speed humps, narrowed lanes, and curb extensions?
City staff response:Cyclists will remain in the roadway but with the presence of the traffic calming features being installed, cars will be travelling at a lower speed. Horizontal features in the road such as bulb outs and chicanes will force drivers to pay more attention to the road, which will also increase their awareness of the cyclist. Lower speeds and additional awareness will increase safety for cyclists and other users on the road.
Resident: Summit will lose 8 parking spots or 16 per cent of our street parking. How does the removal of 8 parking spaces contribute to the overall safety objective, and how was that trade-off assessed for this specific street? Is the impact on residents proportionate to the benefit?
City staff response:The loss of a parking spots will be directly related to traffic calming features which will slow down traffic and create additional driver awareness, creating a safer street for everyone.
Based on our reviews, the number of cars that park on the street does not reach the capacity of the available onstreet parking. The reduction of 8 parking spaces along the length of the street will not increase the number of cars looking for parking over the available remaining parking spaces.
Additional notes from discussions at the virtual meeting held on May 6th, 2026
City Council Role and City Staff’s Role (engineers and designers)
City Council is responsible for approving policy. It is City staff’s responsibility to apply their technical expertise, use standards and guidelines and technical knowledge to all designs such as, in this case, traffic calming solutions.
RMA Actual Timelines
During our meeting on May 6th, 2026, it was stated that the Road Modification Approval (RMA) document was signed in 2023. We have gone back and reviewed, and the RMA was actually signed in July of 2025 after the Public Information Session in June of 2025. The design at the time would have considered the feedback from the latest open house which presented the most up to date plans.
Resident Proposed Minor Technical Solutions (No Impact to Project Schedule)
We propose the following “field-adjustable” optimizations that allow the 2026 construction to proceed on schedule while reducing the project’s intrusiveness:
Increased Spacing for speed reduction measures (80m–100m): This recovers lost parking spaces and reduces the “forest of signs and poles” while still achieving the 30 km/h target. Currently the guiding document states 40-60 m and Summit Avenue has been designed with an intensive approach of 50 m. It is possible to reduce speed reduction measures from 9 to 7 with this strategy. It will allow for better emergency vehicle access and snow clearance. There is clear evidence that one speed hump reduces speed by approximately 40 % or 85th percentile speeds of between 25 and 35 km/h.
Spacing of traffic calming measures between 80m to 100m is not in line with the guidance from the City’s Local Residential Streets 30km/h Design Toolbox. Increasing the spacing as requested would likely result in speeds in the 40km/h range and therefore would not comply with the Council mandate.
Reduce the physical narrowing of Bulb–Outs (shorter extension) to allow for children to safely cycle and stay out of the lane of cars.
Reducing the width of the bulb outs reduces the efficiency of the feature and allows vehicles to travel at higher speeds. The purpose of the bulb out is to reduce the width of the road forcing drivers to pay more attention while driving through a narrower channel. Minimum lengths and appropriate angles of curb extensions are required to ensure that snowplows can easily follow the edge of the curb in the winter.
Small children are allowed to cycle on sidewalks and the remaining cyclists will benefit from vehicles travelling at lower speeds and being required to pay more attention. With cars parked on the street, there is no guarantee to have a clear path on road with or without curb extensions.
Consider Speed Cushions over Speed Humps so that Emergency vehicles can access our residents in a timely and safely manner.
Speed cushions are used in areas where a high volume of larger vehicles are present, such as bus routes or emergency routes. Speed cushions provide slots between them designed to accommodate buses, trucks etc. but are not as effective as reducing overall speeds as speed humps. As this street receives mostly personal vehicles, speed humps are a more appropriate option.
Shared-Post Signage: A technical directive to mount all required markers on existing utility poles to eliminate the need for dozens of new metal posts. This would reduce the sign pollution and subscribe to the green policies of Ottawa
A review is ongoing to help eliminate some of the new poles. There is a possibility of doubling up some signage on a single pole in some locations.
As we are replacing the overhead lighting poles, we will also review the possibility of using them as a sign mount instead new metal poles. The usage of the lighting poles will be dependent on the vicinity of the poles to the required placement of the signage.
Gateway-First Strategy: Rely on the 30 km/h Gateway Signs at Alta Vista and Fairbanks, treating the mid-block measures as a “living document” pilot that can be adjusted based on post-construction speed data.
It has been proven that some drivers will drive to the speed that the road allows them as opposed to the posted speed limits. By relying on a signage only method there is a stronger possibility that drivers will continue to drive at a higher rate of speed than our target speed.
By adding traffic calming features, we are better able to ensure that the speed of travel is reduced, thereby creating a safer environment for all users.
How is this project funded? Can the money be spent elsewhere instead?
For integrated renewal projects, funding comes from a combination of tax-supported and rate-supported sources. Tax funding is used for road renewal and road-related enhancements, while rate funding is used for watermain, sewer, and stormwater infrastructure work.
Tax-supported funding is divided into specific categories and must be used for its intended purpose as approved through the City’s Long Range Financial Plan. For example, funding allocated for road renewal cannot simply be redirected to transit, as transit has its own dedicated funding envelope and appears as a separate item on property tax bills.
While the Transportation Master Plan identifies future transportation projects and priorities, it does not have a dedicated annual funding allocation. Projects such as sidewalks, multi-use pathways, and traffic calming measures may be funded through a variety of sources depending on the circumstances.
In the case of integrated renewal projects, traffic calming measures are often funded through a combination of road renewal and rate-supported funding. When underground infrastructure work requires the removal and reconstruction of the road surface, it can be more cost-effective to incorporate transportation improvements at the same time. Sidewalks and traffic calming measures included in these projects are based on engineering and traffic expertise and are often added because the road is already being reconstructed.
Bundling surface improvements with underground infrastructure work is generally much more efficient and less expensive than undertaking a separate transportation project at a later date.
Transit projects are funded through a separate budget and are typically delivered independently of integrated road renewal projects. As a result, funding allocated to an integrated project cannot be transferred to transit. If an integrated project comes in under budget, any remaining funds would generally be used to support other integrated infrastructure projects rather than being redirected to unrelated programs.