Trafalgar Road & Lower Base Line Transportation Study Ontario Inc.

Transcription

1 Trafalgar Road & Lower Base Line Transportation Study Ontario Inc.

2 Trafalgar Road & Lower Base Line Transportation Study Ontario Inc Pickering Parkway Suite 200 Pickering ON L1V 7G7 CANADA February

3 Ontario Inc. i Trafalgar Road & Lower Base Line Transportation Study February 2018 Report Prepared By: Jonah Lester Engineering Assistant JBL:cv Report Reviewed By: David Angelakis, C.E.T. Senior Project Manager - Transportation _Trafalgar LBL Transportation Study.docx

4 Ontario Inc. ii Trafalgar Road & Lower Base Line Transportation Study February 2018 Executive Summary (Burnside) was retained by Ontario Inc. to undertake a Transportation Study for a proposed commercial development located in the southwest corner of the intersection of Trafalgar Road and East Lower Base Line, in the Town of Milton. The existing site is currently vacant. The proposed development consists of a gas station with a convenience store and a drive-thru take-out restaurant. A parking supply of 30 spaces for passenger vehicles and 8 spaces for tractor trailers is proposed. Access is proposed via a full movement access on Lower Base Line and a right-in/rightout (RIRO) access on Trafalgar Road. Under existing conditions, the Trafalgar Road and Lower Base Line intersection has several movements operating at capacity. In the AM peak hour, the eastbound throughright and the southbound left turn movements have a v/c ratio of 1.0 and level of service F. In the PM peak hour, the northbound left turn and through-right movements are at a v/c ratio of 1.0 or greater. The signal timing is already using a very long cycle length and cannot be further optimized. Under 2023 background conditions the Trafalgar Road and Lower Base Line intersection will be over capacity. That result is primarily due to background traffic growth; therefore, it is recommended that the Town/Region consider the addition of eastbound, westbound, and northbound right turn lanes. A northbound advanced left turn phase is also recommended. With these improvements, the intersection is expected to operate with excess capacity and generally acceptable levels of service under background and total conditions. The queue for the eastbound through-right turn movement at the Trafalgar Road and Lower Base Line intersection will regularly block the Lower Base Line Access during the AM peak hour; therefore, it is recommended that left turns in and out of the Lower Base Line Access be prohibited during the AM peak period. This would be indicated by signs. Proxy site surveys of three existing sites, similar to, the proposed land use, determined that the maximum drive through queue occurs during the AM peak hour with a length of 12 vehicles. A total storage area of 13 vehicles is provided within two drive-through lanes, therefore the drive-through queuing should be adequately accommodated within the site and without interfering with internal circulation. A review of the Town s parking requirements in Zoning By-law concluded that 13 parking spaces are required. 30 parking spaces are proposed on the site, providing a surplus of 17 spaces, plus there are an additional 8 parking spaces for transport truck parking _Trafalgar LBL Transportation Study.docx

5 Ontario Inc. iii Trafalgar Road & Lower Base Line Transportation Study February 2018 Table of Contents 1.0 Introduction Background Scope of Work Intersection Analysis Methodology Existing Conditions Site Context Existing Road Network Transit Services Existing Traffic Volumes Future Background Conditions Background Traffic Growth Background Development Future Road Network Future Background Traffic Volumes Proposed Development Site Plan Trip Generation Trip Distribution and Assignment Future Total Conditions Future Total Traffic Volumes Traffic Operations Analyses Existing Traffic Operations Future Traffic Operations Trafalgar Road and Lower Base Line Intersection Improvements Queuing Review Left Turn Restrictions for North Access during AM Peak Period Drive-Thru Queuing/Stacking Analysis Parking Review Conclusions Tables Table 1: Proxy Site Peak Hour Trip Generation... 9 Table 2: Site Base Trip Generation Table 3: Site Traffic Breakdown Table 4: New Trip Distribution Table 5: Pass-by Trip Distribution Table 6: Existing Trafalgar Road / Lower Base Line Intersection Operations Table 7: Existing and Future Signalized Intersection Operations AM Peak Hour Table 8: Existing and Future Signalized Intersection Operations PM Peak Hour Table 9: Future Total Unsignalized Intersection Operations _Trafalgar LBL Transportation Study.docx

6 Ontario Inc. iv Trafalgar Road & Lower Base Line Transportation Study February 2018 Table 10: Trafalgar Road and Lower Base Line Operations With and Without Improvements 2023 AM Peak Hour Table 11: Trafalgar Road and Lower Base Line Operations With and Without Improvements 2023 PM Peak Hour Table 12: SimTraffic Queuing Analysis Table 13: New Trip Distribution with AM Left Turn Restrictions at North Access Table 14: Pass-by Trip Distribution with AM Left Turn Restrictions at North Access Table 15: Trafalgar Road and Lower Base Line Operations With and Without Improvements 2023 AM Peak Hour with AM Left Turn Restrictions at North Access.. 26 Table 16: Future Unsignalized Intersection Operations with AM Left Turn Restrictions at North Access Table 17: SimTraffic Queuing Analysis AM Peak Hour with AM Left Turn Restrictions at North Access Table 18: Zoning By-law Parking Requirements Figures Figure 1: Site Location... 1 Figure 2: Existing Road Network... 4 Figure 3: Trafalgar Road and Lower Base Line Intersection... 5 Figure 4: Existing Traffic Volumes... 6 Figure 5: 2023 Background Traffic Volumes... 7 Figure 6: Site Plan... 8 Figure 7: Site Traffic New Trips Figure 8: Site Traffic Pass-by Trips Figure 9: Site Traffic Total Trips Figure 10: 2023 Total Traffic Volumes Figure 11: AM Peak Hour Lane Configuration - With AM Left Turn Restrictions at North Access Figure 12: New Site Trips with AM Left Turn Restrictions at North Access Figure 13: Pass-by Trips with AM Left Turn Restrictions at North Access Figure 14: Total Site Traffic with AM Left Turn Restrictions at North Access Figure 15: 2023 Total Traffic - With AM Left Turn Restrictions at North Access Appendices Appendix A Existing Traffic Counts and Signal Timing Appendix B Existing Traffic Operations Appendix C 2023 Background Traffic Operations Appendix D 2023 Total Traffic Operations Appendix E 2023 Background and Total Traffic Operations With Improvements Appendix F SimTraffic Reports Appendix G Synchro and SimTraffic Reports for the AM Peak Hour Traffic Operations With Left Turn Restrictions at North Access Appendix H Zoning By-law Excerpt _Trafalgar LBL Transportation Study.docx

7 Ontario Inc. v Trafalgar Road & Lower Base Line Transportation Study February 2018 Disclaimer Other than by the addressee, copying or distribution of this document, in whole or in part, is not permitted without the express written consent of R.J. Burnside & Associates Limited. In the preparation of the various instruments of service contained herein, R.J. Burnside & Associates Limited was required to use and rely upon various sources of information (including but not limited to: reports, data, drawings, observations) produced by parties other than. For its part R.J. Burnside & Associates Limited has proceeded based on the belief that the third party/parties in question produced this documentation using accepted industry standards and best practices and that all information was therefore accurate, correct and free of errors at the time of consultation. As such, the comments, recommendations and materials presented in this instrument of service reflect our best judgment considering the information available at the time of preparation., its employees, affiliates and subcontractors accept no liability for inaccuracies or errors in the instruments of service provided to the client, arising from deficiencies in the third-party materials and documents. makes no warranties, either express or implied, of merchantability and fitness of the documents and other instruments of service for any purpose other than that specified by the contract _Trafalgar LBL Transportation Study.docx

8 Ontario Inc. 1 Trafalgar Road & Lower Base Line Transportation Study February Introduction 1.1 Background (Burnside) was retained by Ontario Inc. to undertake a Transportation Study for a proposed commercial development located in the southwest corner of the intersection of Trafalgar Road and East Lower Base Line, in the Town of Milton. The existing site is currently vacant. The proposed development consists of a gas station with a convenience store and a drive-thru take-out restaurant. A parking supply of 30 spaces for passenger vehicles and 8 spaces for tractor trailers is proposed. Access is proposed via a full movement access on Lower Base Line and a right-in/rightout (RIRO) access on Trafalgar Road. The location of the subject site is shown in Figure 1. Figure 1: Site Location Source: Google Maps _Trafalgar LBL Transportation Study.docx

9 Ontario Inc. 2 Trafalgar Road & Lower Base Line Transportation Study February Scope of Work The study scope of work summarized below was discussed and confirmed with the Region of Halton (the Region) and Town of Milton (the Town) prior to conducting this Study. Analysis Scenarios Existing traffic conditions 2023 background traffic conditions 2023 total traffic conditions Analysis Time Periods Weekday AM peak hour (7:00 9:00 AM) Weekday PM peak hour (4:00 6:00 PM) Analysis Intersections Trafalgar Road / Lower Base Line Trafalgar Road / Proposed Site Driveway (East Access) Lower Base Line / Proposed Site Driveway (North Access) Parking Review Review of the Town s Zoning By-law requirements for vehicle and accessible parking Drive-Thru Queuing Review Review of drive-thru queuing based on proxy sit studies 1.3 Intersection Analysis Methodology Intersection operations were assessed for intersections in the study area using the software program Synchro 9, which employs methodology from the Highway Capacity Manual (HCM2000 and HCM 2010), published by the Transportation Research Board National Research Council. Synchro 9 can analyze both signalized and unsignalized intersections in a road corridor or network, taking into account the spacing, interaction, queues and operations between intersections. The signalized intersection analysis considers two separate measures of performance: The capacity of all intersection movements, which is based on a volume to capacity ratio that measure of the degree of capacity utilized. The level of service for all intersection movements, which is based on the average control delay per vehicle for the various movements through the intersection and overall. Delay is an indicator of how long a vehicle must wait to complete a movement and is represented by a letter between A and F, with F being the longest delay. The link between LOS and delay (in seconds) for signalized intersections is summarized below _Trafalgar LBL Transportation Study.docx

10 Ontario Inc. 3 Trafalgar Road & Lower Base Line Transportation Study February 2018 Level of Service Control Delay per Vehicle(s) A 10 B > C > D > E > F > 80 The two-way unsignalized intersection analysis considers two separate measures of performance: The capacity of the intersection s critical movements, which is based on a volume to capacity ratio. The level of service for the critical movements, which is based on the average control delay per vehicle for the various critical movements within the intersection. The link between LOS and delay (in seconds) for unsignalized intersections is summarized below. Level of Service Control Delay per Vehicle(s) A 0 10 B > C > D > E > F > Existing Conditions 2.1 Site Context The subject site is bounded by Lower Base Line to the north, Trafalgar Road to the east, with industrial and residential properties to the south and west. The site is currently vacant. There is currently one driveway on Lower Base Line and one on Trafalgar Road. 2.2 Existing Road Network The existing road network is described below and illustrated in Figure 2, including existing traffic control. Trafalgar Road Trafalgar Road (Regional Road 3) is a north-south major arterial road consisting of a four-lane rural cross section with two lanes per direction. It has a posted speed limit of 80 km/h and it is under the jurisdiction of the Region _Trafalgar LBL Transportation Study.docx

11 Ontario Inc. 4 Trafalgar Road & Lower Base Line Transportation Study February 2018 East Lower Base Line East Lower Base Line is an east-west collector road, with a two-lane rural cross section and one lane per direction. It has a posted speed limit of 70 km/h to west of Trafalgar Road and 60 km/h to the east of Trafalgar Road. It is under the jurisdiction of the Town. Figure 2: Existing Road Network Trafalgar Road and Lower Base Line intersect at an approximate angle of 70 degrees, as shown in Figure 3. It is noted that although the eastbound approach of the Lower Base Line and Trafalgar intersection consists of a left turn lane and a shared throughright lane, the geometry of the intersection and placement of the stop bar on that approach creates the equivalent effect of a very short right turn lane. This provides space for a right turning vehicle to get around the first vehicle in the queue. This configuration is discussed further in relation to intersection operations in Section _Trafalgar LBL Transportation Study.docx

12 Ontario Inc. 5 Trafalgar Road & Lower Base Line Transportation Study February 2018 Figure 3: Trafalgar Road and Lower Base Line Intersection 2.3 Transit Services There is currently no transit service in the vicinity of the study area. 2.4 Existing Traffic Volumes A turning movement traffic count was undertaken on behalf of Burnside by Accu-Traffic Inc., for the weekday AM (7:00 AM to 9:00 AM) and weekday PM (4:00 PM to 6:00 PM) peak periods at Trafalgar Road and Lower Base Line. The traffic count was conducted on Thursday, September 21, Traffic count details are provided in Appendix A. The existing traffic volumes are shown in Figure _Trafalgar LBL Transportation Study.docx

13 Ontario Inc. 6 Trafalgar Road & Lower Base Line Transportation Study February 2018 Figure 4: Existing Traffic Volumes 3.0 Future Background Conditions Future background traffic consists of existing traffic, background traffic growth and traffic from other developments. Background traffic growth and traffic for road network from other developments are discussed below along with future plans. The horizon year of 2023 was selected for the analysis. 3.1 Background Traffic Growth As requested by the Region, a growth rate of 3% per annum until 2021, followed by 2% per annum until 2023, was applied to the through movements on Trafalgar Road. Expected growth on Lower Base Line was based on a comparison with a 2013 turning movement count, which indicated that the peak direction volumes have decreased, therefore a growth rate of 1% per annum was applied for a more conservative analysis. 3.2 Background Development Town staff confirmed that there are no active development applications in the area _Trafalgar LBL Transportation Study.docx

14 Ontario Inc. 7 Trafalgar Road & Lower Base Line Transportation Study February Future Road Network The Region s Official Plan and Transportation Master Plan (TMP) identify Trafalgar Road as a High Order Transit Corridor and the Region plans to widen Trafalgar Road to 6 -lanes in 2027; however, those plans are outside of the horizon period of this study Future Background Traffic Volumes The existing traffic volumes were expanded to 2023 as identified in Section 3.1 to obtain the 2023 background traffic volumes shown in Figure 5. Figure 5: 2023 Background Traffic Volumes 4.0 Proposed Development 4.1 Site Plan The development will consist of a gas station with convenience store and drive-thru takeout restaurant. The gas station is proposed with 4 standard pumps (8 fueling positions) and 2 pumps for transport trucks. Access is proposed via a full movement access on Lower Base Line (North Access) and a right-in/right-out access on Trafalgar Road (East Access). The site plan is shown in Figure _Trafalgar LBL Transportation Study.docx

15 Ontario Inc. 8 Trafalgar Road & Lower Base Line Transportation Study February 2018 Figure 6: Site Plan _Trafalgar LBL Transportation Study.docx

16 Ontario Inc. 9 Trafalgar Road & Lower Base Line Transportation Study February Trip Generation As requested by the Town during pre-consultation discussions, trip generation is based on proxy site surveys from three sites with similar land uses within Milton. All three sites are self-contained Esso gas stations with a Tim Horton s drive-thru. Site # and Location 1. Ontario Street and Derry Road 2. Regional Road 25 and James Snow Parkway 3. Trafalgar Road and Auburn Road Description This site is located on the southwest corner and has a rightin/right-out access on Derry Road and a full movement access on Ontario Street. The gas station has 6 pumps (12 fueling positions) and includes a carwash facility and On The Run convenience store that contains a Tim Horton s counter with a single lane drive-thru. This site is located on the northwest corner and has two rightin/right-out accesses; one on Regional Road 25 and one on James Snow Parkway. The gas station has 5 pumps (10 fueling positions) plus two dedicated pumps for large trucks. An On The Run convenience store includes a Tim Horton s counter with a drive-thru with two ordering positions. This site is located on the west side of Trafalgar Road, north of the Auburn Road intersection. There are two full movement accesses to Trafalgar Road, with the south access forming the fourth leg of the Trafalgar Road and Auburn Road intersection. The gas station has 4 pumps (8 fueling positions) plus an additional pump (2 fueling positions) for trucks. The Tim Horton s on this site is a full-size restaurant (i.e. seating and parking provided) with a single lane drive-thru. The trip generation proxy surveys captured the total in and out movements at each proxy site during the AM and PM peak hours on Wednesday, September 20, The results of the surveys are summarized in Table 1. Table 1: Proxy Site Peak Hour Trip Generation Site Weekday AM Peak Hour Weekday PM Peak Hour In Out Total In Out Total # # # Average _Trafalgar LBL Transportation Study.docx

17 Ontario Inc. 10 Trafalgar Road & Lower Base Line Transportation Study February 2018 The trip generation for this study was based on the Trafalgar Road and Auburn Road proxy site (Site #3) data since the numbers are slightly higher than the proxy site average, and that location is very similar to the subject site (i.e. on the same road, same number of fueling positions with provisions for trucks). For the analysis, the ins and outs were balanced to aid with pass-by traffic analysis and the resulting adjusted proposed trip generation is summarized in Table 2. Table 2: Site Base Trip Generation Weekday AM Peak Hour Weekday PM Peak Hour In Out Total In Out Total It is noted that the proposed trip generation is much higher than estimates based on typical trip generation rates for similar land uses from the ITE Trip Generation Manual. For example, applying the average rates for a Coffee/Donut Shop with Drive-Thru (LUC 937) and Service Station with Convenience Market (LUC 945) would estimate 184 total trips (93 in, 91 out) in the AM peak hour, which is less than half of the 440 trips being assumed for this site based on the proxy site survey results. There were two types of trips considered for this study: new trips and pass-by trips. New trips are additional traffic added to the road network. The primary purpose of the trip is to visit the development. For example, the customer would leave their home, travel to the development and return home. Therefore, the primary trip purpose was to visit the development. Pass-by trips are trips that are already using the road network and passing by the site. For example, a person leaves work and happens to see the development on their way home, or plans on visiting the development on their way home along their typical route. They continue their way home after shopping. They do not add any additional trips to the road network, but result in adjustments to traffic volumes at the site driveways only. Pass-by rates for this site were derived based upon information published in the Trip Generation Manual, 9 th Edition, along with assumptions based on the site s location. While average pass-by rates for Coffee Shop (LUC 937) and Service Station (LUC 945) uses range from 50% to 62%, it is recognized that the rural location of the site, combined with heavy peak hour traffic, is likely to result in site traffic being predominantly pass-by trips, however, we have conservatively assumed a 75% pass-by rate. The breakdown of new, pass-by, and total trips is summarized in Table _Trafalgar LBL Transportation Study.docx

18 Ontario Inc. 11 Trafalgar Road & Lower Base Line Transportation Study February 2018 Table 3: Site Traffic Breakdown Weekday AM Peak Hour Weekday PM Peak Hour In Out Total In Out Total Total Trips Pass-by Trips (75%) New Trips Trip Distribution and Assignment Site trip distribution was based on existing traffic patterns and the existing road network. For new trips, the same distribution was assumed for both peak periods and is shown in Table 4. For pass-by trips, the distribution is slightly different between the AM and PM peak hours to reflect the heavy directional shift of eastbound and westbound traffic. The pass-by trip distribution is shown in Table 5. Table 4: New Trip Distribution To/From Via Percent Distribution North Trafalgar Road 20% South Trafalgar Road 20% East Lower Base Line 30% West Lower Base Line 30% Total 100% Table 5: Pass-by Trip Distribution Direction Via AM Distribution PM Distribution Southbound Trafalgar Road 50% 50% Northbound Trafalgar Road 20% 20% Eastbound Lower Base Line 20% 10% Westbound Lower Base Line 10% 20% Total 100% 100% The resulting traffic assignment for new trips, pass-by trips and total site traffic are shown in Figure 7 through Figure _Trafalgar LBL Transportation Study.docx

19 Ontario Inc. 12 Trafalgar Road & Lower Base Line Transportation Study February 2018 Figure 7: Site Traffic New Trips Figure 8: Site Traffic Pass-by Trips _Trafalgar LBL Transportation Study.docx

20 Ontario Inc. 13 Trafalgar Road & Lower Base Line Transportation Study February 2018 Figure 9: Site Traffic Total Trips 5.0 Future Total Conditions Future Total Traffic Volumes Total traffic volumes consist of the 2023 background volumes shown in Figure 5 and the site trips shown in Figure 9. The resulting total traffic volumes are shown in Figure _Trafalgar LBL Transportation Study.docx

21 Ontario Inc. 14 Trafalgar Road & Lower Base Line Transportation Study February 2018 Figure 10: 2023 Total Traffic Volumes 6.0 Traffic Operations Analyses Traffic operations analyses were conducted for existing and future traffic volumes for the AM and PM peak hours for all study intersections. 6.1 Existing Traffic Operations Existing traffic operations were assessed based on the existing road network shown in Figure 2 and existing traffic volumes shown in Figure 4. Existing traffic operations, based on existing signal timing as provided by the Region, are shown in Table 6 for the Trafalgar Road and Lower Base Line intersection. The existing signal timing plan for Trafalgar Road and Lower Base Line is provided in Appendix A and detailed Synchro reports are provided in Appendix B. It is noted that the initial Synchro model setup, based strictly on the existing lane configuration, showed the eastbound approach being significantly over capacity (v/c ratio of 1.35), which could not be true since the recent traffic count confirms that all volumes are being served. Therefore, video from the traffic count was reviewed and it was determined that the geometry and stop-bar configuration of the eastbound through-right lane allows for right-turning vehicles to get around the first vehicle in the queue, essentially imitating a very short right turn lane. This allows for an increased number of right turns on red and likely shorter headways between through and right turn movements, therefore the Synchro model was updated to include an eastbound right turn lane with 5 m of storage to best reflect existing operations _Trafalgar LBL Transportation Study.docx

22 Ontario Inc. 15 Trafalgar Road & Lower Base Line Transportation Study February 2018 Table 6: Existing Trafalgar Road / Lower Base Line Intersection Operations Notes: Movement Weekday AM Peak Hour Weekday PM Peak Hour v/c LOS v/c LOS Overall 0.89 D 1.03 D Eastbound Left 0.38 D 0.48 E Eastbound Through-Right 1.00 F 0.26 D Westbound Left 0.81 D 0.34 C Westbound Through-Right 0.25 C 0.92 E Northbound Left 0.33 D 1.01 F Northbound Through-Right 0.88 D 1.00 E Southbound Left 1.00 F 0.93 F Southbound Through-Right 0.74 C 0.66 C 1. v/c - volume to capacity, LOS - level of service 2. Eastbound through-right movement v/c ratio adjusted to reflect actual shared through-right lane configuration During the AM peak hour, the existing overall v/c ratio for the intersection is at 0.89 and the eastbound through and southbound left turn movements are at capacity (v/c of 1.0). In the PM peak hour, the overall intersection is over capacity, primarily due to the northbound left and through-right movements having v/c ratios greater than 1.0. However, it is not possible to have a volume to capacity ratio greater than 1.0 as the traffic counts confirm that existing traffic volumes are being served. Therefore, the software is under estimating the capacity of these movements. This could be due to several reasons including, higher saturation flow rates, more aggressive drivers, and vehicles utilizing more of the yellow or all red phases. It is noted that the existing signal timing is already using a very long cycle length (up to 157 seconds) and there is limited opportunity to further optimize the timing. 6.2 Future Traffic Operations Intersection operations were assessed based on 2023 background traffic volumes found in Figure 5, and 2023 total traffic volumes shown in Figure 10. Signalized intersection operations are compared to existing conditions in Table 7 and Table 8 for the AM and PM peak hours, respectively. Future unsignalized intersection operations are summarized in Table 9. Detailed Synchro reports are provided in Appendix C and D for background and future total conditions, respectively _Trafalgar LBL Transportation Study.docx

23 Ontario Inc. 16 Trafalgar Road & Lower Base Line Transportation Study February 2018 Table 7: Existing and Future Signalized Intersection Operations AM Peak Hour Intersection & Movement 2023 Existing Background Total v/c LOS v/c LOS v/c LOS Trafalgar Road / Lower Base Line Overall 0.89 D 1.00 E 1.04 E Eastbound Left 0.38 D 0.41 D 0.55 D Eastbound Through-Right 1.00 F 1.08 F 1.10 F Westbound Left 0.81 D 0.94 F 0.95 F Westbound Through-Right 0.25 C 0.28 C 0.31 C Northbound Left 0.33 D 0.59 E 0.59 D Northbound Through-Right 0.88 D 0.98 E 0.97 E Southbound Left 1.00 F 1.01 F 1.01 F Southbound Through-Right 0.74 C 0.84 C 0.98 E Notes: 1. v/c - volume to capacity, LOS - level of service 2. Eastbound through-right movement v/c ratio adjusted to reflect actual shared through-right lane configuration. 3. Northbound advanced left turn phase added for 2023 Total scenario. Table 8: Existing and Future Signalized Intersection Operations PM Peak Hour Intersection & Movement 2023 Existing Background Total v/c LOS v/c LOS v/c LOS Trafalgar Road / Lower Base Line Overall 1.03 D 1.10 E 1.10 E Eastbound Left 0.48 E 0.51 E 0.93 F Eastbound Through-Right 0.26 D 0.33 D 0.32 D Westbound Left 0.34 C 0.44 D 0.46 D Westbound Through-Right 0.92 E 1.10 F 1.11 F Northbound Left 1.01 F 0.59 C 0.65 C Northbound Through-Right 1.00 E 1.00 E 0.99 E Southbound Left 0.93 F 0.96 F 0.96 F Southbound Through-Right 0.66 C 0.82 D 0.82 D Notes: 1. v/c - volume to capacity, LOS - level of service 2. Eastbound through-right movement v/c adjusted to reflect actual shared through-right lane configuration 3. Northbound advanced left turn phase added for 2023 Background and Total scenarios _Trafalgar LBL Transportation Study.docx

24 Ontario Inc. 17 Trafalgar Road & Lower Base Line Transportation Study February 2018 Table 9: Future Total Unsignalized Intersection Operations Intersection & Movement AM Peak Hour 2023 PM Peak Hour v/c LOS v/c LOS Lower Base Line / North Access Eastbound Through-Right 0.47 A 0.11 A Westbound Left-Through 0.09 A 0.04 A Northbound Left-Right 0.38 C 0.19 C Trafalgar Road / East Access Eastbound Right 0.16 B 0.10 B Southbound Through-Right 0.71 A 0.55 A Notes: 1. v/c - volume to capacity, LOS - level of service The results show that the Trafalgar Road and Lower Base Line intersection will be over capacity under future background traffic conditions. This intersection is discussed in more detail in the following section. The unsignalized access intersections will operate well with excess capacity and all movements will experience a level of service C or better Trafalgar Road and Lower Base Line Intersection Improvements During the AM peak hour under background conditions, the overall intersection of Trafalgar Road and Lower Base Line is projected to exceed capacity, with the eastbound through-right turn movement and southbound through-right turn movement exceeding capacity. During the PM peak hour, the overall intersection, the westbound through-right turn movement and northbound through-right turn movement are projected to exceed capacity. The addition of site traffic has very little impact upon these movements. It is recommended that the addition of eastbound, westbound, and northbound right-turn lanes be considered to provide some additional capacity, along with introducing a northbound advanced left-turn phase. Table 10 and Table 11 provide a traffic operation comparison with and without these improvements for the AM and PM peak hours, respectively. Detailed Synchro reports are provided in Appendix E _Trafalgar LBL Transportation Study.docx

25 Ontario Inc. 18 Trafalgar Road & Lower Base Line Transportation Study February 2018 Table 10: Trafalgar Road and Lower Base Line Operations With and Without Improvements 2023 AM Peak Hour Movement Without Improvements With Improvements Background Total Background Total v/c LOS v/c LOS v/c LOS v/c LOS Overall 1.00 E 1.04 E 0.95 D 0.99 D Eastbound Left 0.41 D 0.55 D 0.37 D 0.52 D Eastbound Through 0.93 E 0.93 E 1.08 F 1.10 F Eastbound Right 0.40 D 0.36 D Westbound Left 0.94 F 0.95 F 0.95 F 0.96 F Westbound Through 0.13 C 0.16 C 0.28 C 0.31 C Westbound Right 0.07 C 0.07 C Northbound Left 0.59 E 0.59 D 0.59 E 0.57 D Northbound Through 0.92 D 0.87 D 0.98 E 0.97 E Northbound Right 0.16 C 0.13 C Southbound Left 1.01 F 1.01 F 0.94 F 0.90 E Southbound Through-Right 0.84 C 0.98 E 0.87 C 0.96 D Notes: 1. v/c - volume to capacity, LOS - level of service 2. Eastbound through-right v/c adjusted to reflect actual shared through-right lane configuration of Without Improvement scenario. Table 11: Trafalgar Road and Lower Base Line Operations With and Without Improvements 2023 PM Peak Hour Movement Without Improvements With Improvements Background Total Background Total v/c LOS v/c LOS v/c LOS v/c LOS Overall 1.10 E 1.10 E 0.89 C 0.91 D Eastbound Left 0.51 E 0.93 F 0.45 E 0.82 F Eastbound Through 0.40 D 0.42 D 0.33 D 0.32 D Eastbound Right 0.02 D 0.02 D Westbound Left 0.44 D 0.46 D 0.60 D 0.55 D Westbound Through 0.85 E 0.94 E 1.10 F 1.11 F Westbound Right 0.47 D 0.45 D Northbound Left 0.59 C 0.65 C 0.54 B 0.59 C Northbound Through 0.84 C 0.85 C 1.00 E 0.99 E Northbound Right 0.13 B 0.13 B Southbound Left 0.96 F 0.96 F 0.83 E 0.84 E Southbound Through-Right 0.82 D 0.82 D 0.75 C 0.77 C Notes: 1. v/c - volume to capacity, LOS - level of service 2. Eastbound through-right v/c adjusted to reflect actual shared through-right lane configuration of Without Improvement scenario. With the recommended improvements, all movements will operate with excess capacity. The Region s plans to introduce bus rapid transit on Trafalgar Road in its own lane should reduce future vehicular volumes, therefore, the Region should consider implementation sooner than the planned 2027 timeframe in the Region s TMP _Trafalgar LBL Transportation Study.docx

26 Ontario Inc. 19 Trafalgar Road & Lower Base Line Transportation Study February Queuing Review Queueing was reviewed for critical movements under existing, background and total conditions for both peak periods using SimTraffic software. As requested by the Region, the SimTraffic analysis was performed using 60-minute simulations with 10 minutes of seed time and the results are based on an average of 10 runs. Detailed SimTraffic results are provided in Appendix F. A comparison of the existing storage and projected queue are summarized in Table 12, however many of these values should not be taken at face value, since some of the results are influenced by the behaviour of adjacent lanes and other factors. Further discussion related to queuing at each intersection is presented following Table 12 and it is important that this be reviewed in conjunction with the results in the table. Table 12: SimTraffic Queuing Analysis Movement (Peak Hour) Existing Storage / Link Distance (m) 95 th Percentile Queue (m) Existing 2023 Without Improvements 2023 With Improvements Background Total Background Total Trafalgar Road / Lower Base Line Eastbound Left (AM Peak Hour) Eastbound Through (AM Peak Hour) 1, Westbound Left (PM Peak Hour) Northbound Left (PM Peak Hour) Southbound Left (AM Peak Hour) Lower Base Line / North Access Westbound Through-Left (AM Peak Hour) Westbound Through-Left (PM Peak Hour) Northbound Left- Right (AM Peak Hour) Internal Trafalgar Road / East Access Eastbound Right (AM Peak Hour) Internal Eastbound Right (PM Peak Hour) Internal _Trafalgar LBL Transportation Study.docx

27 Ontario Inc. 20 Trafalgar Road & Lower Base Line Transportation Study February 2018 Trafalgar Road / Lower Base Line Intersection The northbound and southbound left turn lanes have additional parallel lane length beyond the designated storage area, plus painted median area beyond that, so even though the queuing analysis shows queues longer than the storage length, these queues are not expected to block through traffic and no mitigation is required. The northbound left turn queue improves under future conditions with the introduction of an advanced left turn phase. Careful review of the simulation revealed that the eastbound left turn lane is generally blocked by the eastbound through queue and the average left turn queue is likely being over-exaggerated due to left turn vehicles being stuck in the through queue, which then affects the 95 th percentile queue estimate. Existing queuing was compared with video from the traffic count, which concluded that the longest eastbound left turn queue observed, was actually only 7 vehicles, equating to approximately 55 m. This is considerably less than the 91 m determined by SimTraffic, which confirms that SimTraffic has over-estimated this queue. The same explanation would apply to the future scenarios, and although the results show a minor increase in the queue (less than 10 m increase), the queue for this movement is not expected to exceed the available storage. A similar situation to that of the eastbound left turn queue (described above) was found for the westbound left turn queue in the PM condition. The westbound through movement queue blocks the left turn lane, which in reality would starve the left turn lane, but in SimTraffic this artificially inflates the left turn queue length calculation. Therefore, despite the SimTraffic results, the westbound left turn queue is not expected to exceed the available storage. The main queuing issue relates to the eastbound through-right queue in the AM peak hour since it will regularly block the proposed North Access, even with the recommended intersection improvements. Due to this queuing, it is recommended that the North Access have left turns in and out prohibited during the AM peak hour (7:00 AM 9:00 AM). The effects of this recommended turn restriction is discussed in more detail in Section 8.0. Lower Base Line / North Access The northbound left-right lane shows longer queuing in the AM peak hour because the right turn movement is blocked from exiting due to the eastbound queue on Lower Base Line. The recommendation to restrict left turns in and out of the North Access should reduce the queue length (discussed further in Section 8.0) and it is also expected that motorists will provide courtesy gaps in the eastbound queue on Lower Base Line _Trafalgar LBL Transportation Study.docx

28 Ontario Inc. 21 Trafalgar Road & Lower Base Line Transportation Study February 2018 Trafalgar Road / East Access The maximum queuing for the eastbound right turn movement occurs during the AM peak hour at 31 m. 8.0 Left Turn Restrictions for North Access during AM Peak Period Because the eastbound queue on Lower Base Line is expected to block the North Access on a regular basis during the AM peak hour, left turn restrictions for the North Access are recommended for this peak period. Projected traffic volumes were reanalyzed for the AM peak hour accounting for the turn restrictions at the North Access. The proposed lane configuration is shown in Figure 11. Figure 11: AM Peak Hour Lane Configuration - With AM Left Turn Restrictions at North Access The left turn restrictions at the North Access would likely result in a slightly different traffic distribution since the site will become more difficult to access from the south, and exiting traffic cannot head westbound directly. The adjusted trip distribution for new trips is shown in Table 13 and the pass-by trip distribution is shown in Table _Trafalgar LBL Transportation Study.docx

29 Ontario Inc. 22 Trafalgar Road & Lower Base Line Transportation Study February 2018 Table 13: New Trip Distribution with AM Left Turn Restrictions at North Access To/From Via Percent Distribution North Trafalgar Road 25% South Trafalgar Road 15% East Lower Base Line 30% West Lower Base Line 30% Total 100% Table 14: Pass-by Trip Distribution with AM Left Turn Restrictions at North Access Direction Via Percent Distribution Southbound Trafalgar Road 60% Northbound Trafalgar Road 5% Eastbound Lower Base Line 30% Westbound Lower Base Line 5% Total 100% It is noted that 5% of the pass-by trips were assigned to the northbound and westbound directions, even though the site will not be directly accessible to northbound traffic, and customers cannot exit westbound. This is based on the assumption, that some people travelling in those directions will still choose to access the site by executing additional turning movements (e.g. U-turn downstream of access). The resulting traffic assignment for new trips, pass-by trips and total site traffic are shown in Figure 12 through Figure _Trafalgar LBL Transportation Study.docx

30 Ontario Inc. 23 Trafalgar Road & Lower Base Line Transportation Study February 2018 Figure 12: New Site Trips with AM Left Turn Restrictions at North Access Figure 13: Pass-by Trips with AM Left Turn Restrictions at North Access _Trafalgar LBL Transportation Study.docx

31 Ontario Inc. 24 Trafalgar Road & Lower Base Line Transportation Study February 2018 Figure 14: Total Site Traffic with AM Left Turn Restrictions at North Access Adding the total site traffic to the 2023 background, traffic from Figure 5, produces the 2023 total traffic volumes shown in Figure _Trafalgar LBL Transportation Study.docx

32 Ontario Inc. 25 Trafalgar Road & Lower Base Line Transportation Study February 2018 Figure 15: 2023 Total Traffic - With AM Left Turn Restrictions at North Access Traffic operations were re-assessed for the 2023 total traffic AM peak hour, both with and without the recommended improvements at the Trafalgar Road and Lower Base Line intersection, including the left turn restrictions at the North Access. A comparison with background operations is provided in Table 15 and the unsignalized intersection operations are summarized in Table 16. Detailed Synchro reports are provided in Appendix G _Trafalgar LBL Transportation Study.docx

33 Ontario Inc. 26 Trafalgar Road & Lower Base Line Transportation Study February 2018 Table 15: Trafalgar Road and Lower Base Line Operations With and Without Improvements 2023 AM Peak Hour with AM Left Turn Restrictions at North Access Movement Without Improvements With Improvements Background Total Background Total v/c LOS v/c LOS v/c LOS v/c LOS Overall 1.00 E 1.02 E 0.95 D 0.99 E Eastbound Left 0.41 D D 0.50 D Eastbound Through 0.93 E 0.97 F 1.08 F 1.10 F Eastbound Right 0.40 D 0.37 D Westbound Left 0.94 F 1.03 F 0.95 F 0.97 F Westbound Through 0.13 C 0.14 C 0.28 C 0.28 C Westbound Right 0.07 C 0.07 C Northbound Left 0.59 E 0.42 D 0.59 E 0.41 D Northbound Through 0.92 D 0.88 D 0.98 E 0.98 E Northbound Right 0.16 C 0.13 C Southbound Left 1.01 F 1.02 F 0.94 F 0.91 E Southbound Through-Right 0.84 C 0.98 E 0.87 C 0.97 D Notes: 1. v/c - volume to capacity, LOS - level of service 2. Eastbound through-right v/c adjusted to reflect actual shared through-right lane configuration of Without Improvement scenario. Table 16: Future Unsignalized Intersection Operations with AM Left Turn Restrictions at North Access Intersection & Movement 2023 AM Peak Hour v/c LOS Lower Base Line / North Access Eastbound Through-Right 0.44 A Westbound Left-Through 0.10 A Northbound Left-Right 0.28 C Trafalgar Road / East Access Eastbound Right 0.18 B Southbound Through-Right 0.70 A Notes: 1. v/c - volume to capacity, LOS - level of service With the left turn restrictions at the North Access during the AM peak hour the Trafalgar Road and Lower Base Line intersection will still operate with excess capacity if the recommended improvements are installed. The site accesses will operate with excess capacity and level of service C or better. SimTraffic queuing analysis was re-run with the left turn restrictions at the North Access for the AM peak hour. The results are shown in Table 17 and SimTraffic reports are provided in Appendix G _Trafalgar LBL Transportation Study.docx

34 Ontario Inc. 27 Trafalgar Road & Lower Base Line Transportation Study February 2018 Table 17: SimTraffic Queuing Analysis AM Peak Hour with AM Left Turn Restrictions at North Access Movement (Peak Hour) Existing Storage / Link Distance (m) 95 th Percentile Queue (m) Existing 2023 Without Improvements 2023 With Improvements Background Total Background Total Trafalgar Road / Lower Base Line Eastbound Left Eastbound 1, Through Southbound Left Lower Base Line / North Access Northbound Right Trafalgar Road / East Access Eastbound Right The queuing results for the Trafalgar Road and Lower Base Line intersection are essentially the same as previously noted without any left turn restrictions at the North Access and therefore no mitigation is required. The northbound right turn queue at the North Access shows 86 m in the Without Improvements scenario, but with the recommended improvements, it is reduced to 37 m, which can be accommodated within the site without interfering with circulation. The eastbound right turn queue at the East Access, shows 29 m, which can be accommodated within the site without interfering with circulation. 9.0 Drive-Thru Queuing/Stacking Analysis Section 5.18 of the Town s Zoning By-law relates to drive-thru requirements and specifies a minimum of 10 ingress spaces measured from first point of contact (i.e. order board) and 2 egress spaces located between the ingress space and the final point of contact (pickup window). The Town requested that additional drive-thru queuing/stacking analysis be conducted based on surveys of the drive-thrus at the same proxy sites used to collect trip generation data. The proxy sites were surveyed during the AM and PM peak periods to record the maximum observed queue in the drive-thru lanes at regular time intervals. For all three sites, the maximum observed queue occurred during the AM peak hour, and the absolute maximum observation was a queue length of 12 vehicles. The proposed site plan has been designed with ingress lanes (i.e. two order boards) which can accommodate a queue of 13 vehicles. There is also more than the minimum of two queue spaces between the order boards and the pick-up window _Trafalgar LBL Transportation Study.docx

35 Ontario Inc. 28 Trafalgar Road & Lower Base Line Transportation Study February Parking Review The vehicle parking requirements in Section of the Town s Zoning By-Law was reviewed and is summarized in Table 18. An excerpt from the By-law is provided in Appendix H. Table 18: Zoning By-law Parking Requirements Zoning Bylaw Use Motor Vehicle Gas Bar (Retail Component) Restaurant, Take Out Parking Requirement 1 space / 45 m 2 of floor space dedicated to accessory retail sales GFA (m 2 ) Required Spaces space / 9 m 2 of gross floor area Total 13 Provided Spaces Surplus / Deficit The proposed parking supply will have a surplus of 17 spaces, which will exceed the requirements of the Zoning By-law. In addition to the regular parking supply, the site will provide 8 transport truck parking spaces. According to Section 5.9 of the Zoning By-law, a minimum of one accessible parking space is required with a width of at least 4.6 m. One accessible space is proposed Conclusions Under existing conditions, the Trafalgar Road and Lower Base Line intersection has several movements operating at capacity. In the AM peak hour, the eastbound throughright and the southbound left turn movements have a v/c ratio of 1.0 and level of service F. In the PM peak hour, the northbound left turn and through-right movements are at a v/c ratio of 1.0 or greater. The signal timing is already using a very long cycle length and cannot be further optimized. Under 2023 background and total conditions the Trafalgar Road and Lower Base Line intersection will be over capacity. That result is primarily due to background traffic growth therefore it is recommended that the Town/Region consider the addition of eastbound, westbound, and northbound right turn lanes. A northbound advanced left turn phase is also recommended. With these improvements, the intersection is expected to operate with excess capacity and generally acceptable levels of service. The queue for the eastbound through-right turn movement at the Trafalgar Road and Lower Base Line intersection will regularly block the North Access during the AM peak _Trafalgar LBL Transportation Study.docx

36 Ontario Inc. 29 Trafalgar Road & Lower Base Line Transportation Study February 2018 hour therefore; it is recommended that left turns in and out of the North Access be prohibited during the AM peak period. Proxy site surveys of three existing sites, similar to the proposed land use, determined that the maximum drive through queue occurs during the AM peak hour with a length of 12 vehicles. A total storage area of 13 vehicles is provided within two drive-through lanes, therefore the drive-through queuing should be adequately accommodated within the site and without interfering with any internal circulation. A review of the Town s parking requirements in Zoning By-law concluded that 13 parking spaces are required. 30 parking spaces are proposed on the site, providing a surplus of 17 spaces, plus there are an additional 8 parking spaces for transport truck parking _Trafalgar LBL Transportation Study.docx

37 Appendix A Appendix A Existing Traffic Counts and Signal Timing

38 Accu-Traffic Inc. Morning Peak Diagram Specified Period From: 7:00:00 To: 9:00:00 One Hour Peak From: 7:30:00 To: 8:30:00 Municipality: Site #: Intersection: TFR File #: Count date: Milton Trafalgar Rd & Lower Base Line 1 21-Sep-17 Weather conditions: Person counted: Person prepared: Person checked: ** Signalized Intersection ** Major Road: Trafalgar Rd runs N/S North Leg Total: 2713 Heavys Heavys 45 East Leg Total: 1145 North Entering: 1507 Trucks Trucks 7 East Entering: 364 North Peds: 0 Cars Cars 1154 East Peds: 0 Peds Cross: Totals Totals 1206 Peds Cross: Heavys Trucks Cars Totals Lower Base Line Heavys Trucks Cars Totals Trafalgar Rd N W E S Trafalgar Rd Cars Trucks Heavys Totals Lower Base Line Cars Trucks Heavys Totals Peds Cross: Cars 1579 Cars Peds Cross: West Peds: 0 Trucks 17 Trucks South Peds: 0 West Entering: 731 Heavys 52 Heavys South Entering: 1164 West Leg Total: 862 Totals 1648 Totals South Leg Total: 2812 Comments

39 Accu-Traffic Inc. Afternoon Peak Diagram Specified Period From: 16:00:00 To: 18:00:00 One Hour Peak From: 16:45:00 To: 17:45:00 Municipality: Site #: Intersection: TFR File #: Count date: Milton Trafalgar Rd & Lower Base Line 1 21-Sep-17 Weather conditions: Person counted: Person prepared: Person checked: ** Signalized Intersection ** Major Road: Trafalgar Rd runs N/S North Leg Total: 2934 Heavys Heavys 25 East Leg Total: 1285 North Entering: 1359 Trucks Trucks 9 East Entering: 865 North Peds: 0 Cars Cars 1541 East Peds: 0 Peds Cross: Totals Totals 1575 Peds Cross: Heavys Trucks Cars Totals Lower Base Line Heavys Trucks Cars Totals Trafalgar Rd N W E S Trafalgar Rd Cars Trucks Heavys Totals Lower Base Line Cars Trucks Heavys Totals Peds Cross: Cars 1254 Cars Peds Cross: West Peds: 0 Trucks 4 Trucks South Peds: 0 West Entering: 166 Heavys 16 Heavys South Entering: 1645 West Leg Total: 932 Totals 1274 Totals South Leg Total: 2919 Comments

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