TRAFFIC IMPACT STUDY DERRY GREEN CORPORATE BUSINESS PARK MILTON SECONDARY PLAN MODIFICATION

Transcription

1 TRAFFIC IMPACT STUDY DERRY GREEN CORPORATE BUSINESS PARK MILTON SECONDARY PLAN MODIFICATION

2 TRAFFIC IMPACT STUDY DERRY GREEN CORPORATE BUSINESS PARK MILTON SECONDARY PLAN MODIFICATION DECEMBER 24 UPDATED SEPTEMBER 25 UPDATED FEBRUARY 26 Prepared by Dan Cherepacha, P.Eng. READ, VOORHEES & ASSOCIATES TORONTO, ONTARIO Read, Voorhees & Associates Limited, 2 Duncan Mill Road, Toronto, Ontario M3B Z4 Tel: / Fax: / readvoorhees@rva.ca

3 TABLE OF CONTENTS Page. INTRODUCTION PROPOSED DEVELOPMENT EXISTING CONDITIONS Roadways Existing Traffic Existing Traffic Opens James Snow Parkway and Derry Road James Snow Parkway and Waldie Road James Snow Parkway and Trudeau Drive James Snow Parkway and Main Street Derry Road and Fifth Line Derry Road and Sixth Line Transit SECONDARY PLAN TRAFFIC FORECASTS Secondary Plan Traffic Genen Traffic Assignment to Current Secondary Plan Road System Comparison of Secondary Plan Traffic Forecast with 2% Annual Growth Rate Traffic Assignment to Modified Secondary Plan Road System TRAFFIC OPERATIONS ANALYSIS Secondary Plan Road System Signalized Intersections James Snow Parkway and Derry Road James Snow Parkway and Waldie Road James Snow Parkway and Trudeau Drive James Snow Parkway and Main Street Derry Road and Fifth Line Derry Road and Sixth Line Derry Road and Collector Main Street and Fifth Line Fifth Line and South Collector Fifth Line and North Collector Secondary Plan Road System Unsignalized Intersections QUEUING ANALYSIS CONCLUSION... 22

4 LIST OF TABLES TABLE. TABLE 2. TABLE 3. TABLE 4. TABLE 5. TABLE 6. Page SIGNALIZED INTERSECTION ANALYSIS, EXISTING VOLUMES, JAMES SNOW AND DERRY... 5 SIGNALIZED INTERSECTION ANALYSIS, EXISTING VOLUMES, JAMES SNOW AND WALDIE... 6 SIGNALIZED INTERSECTION ANALYSIS, EXISTING VOLUMES, JAMES SNOW AND TRUDEAU... 6 SIGNALIZED INTERSECTION ANALYSIS, EXISTING VOLUMES, JAMES SNOW AND MAIN... 6 SIGNALIZED INTERSECTION ANALYSIS, EXISTING VOLUMES, DERRY AND FIFTH... 7 SIGNALIZED INTERSECTION ANALYSIS, EXISTING VOLUMES, DERRY AND SIXTH... 7 TABLE 7. SECONDARY PLAN TRIP GENERATION AM PEAK HOUR... TABLE 8. SECONDARY PLAN TRIP GENERATION PM PEAK HOUR... TABLE 9. SIGNALIZED INTERSECTION ANALYSIS, JAMES SNOW AND DERRY... 5 TABLE. SIGNALIZED INTERSECTION ANALYSIS, JAMES SNOW AND WALDIE... 5 TABLE. SIGNALIZED INTERSECTION ANALYSIS, JAMES SNOW AND TRUDEAU.. 5 TABLE 2. SIGNALIZED INTERSECTION ANALYSIS, JAMES SNOW AND MAIN... 6 TABLE 3. SIGNALIZED INTERSECTION ANALYSIS, DERRY AND FIFTH... 6 TABLE 4. SIGNALIZED INTERSECTION ANALYSIS, DERRY AND SIXTH... 6 TABLE 5. SIGNALIZED INTERSECTION ANALYSIS, DERRY AND COLLECTOR... 7

5 TABLE 6. SIGNALIZED INTERSECTION ANALYSIS, MAIN AND FIFTH... 7 TABLE 7. TABLE 8. SIGNALIZED INTERSECTION ANALYSIS, SOUTH COLLECTOR AND FIFTH... 7 SIGNALIZED INTERSECTION ANALYSIS, NORTH COLLECTOR AND FIFTH... 8 TABLE 9. QUEUE LENGTHS (METRES)... 22

6 LIST OF FIGURES FIGURE. FIGURE 2. FIGURE 3. FIGURE 4. FIGURE 5. FIGURE 6. FIGURE 7. FIGURE 8. FIGURE 9. DERRY GREEN SECONDARY PLAN DERRY GREEN CONCEPT DEVELOPMENT PLAN ORLANDO CONCEPT PLAN MENKES CONCEPT PLAN EXISTING TRAFFIC TRAFFIC ZONES CURRENT SECONDARY PLAN TRAFFIC YEAR FORECAST WITH 2% ANNUAL GROWTH MODIFIED SECONDARY PLAN TRAFFIC

7 TRAFFIC IMPACT STUDY DERRY GREEN CORPORATE BUSINESS PARK MILTON SECONDARY PLAN MODIFICATION. INTRODUCTION Milton has approved the Secondary Plan for Derry Green Corporate Business Park (Business Park), which is located between James Snow Parkway and Sixth Line, and runs south from Highway 4 to an NHS area below Louis St Laurent Avenue. Figure shows the approved Secondary Plan. In the section between the CP railway and Derry Road the Secondary Plan includes two east-west collector roads. For purposes of this report the two roads are referred to as the North Collector and the South Collector. Orlando Development Corpon (Orlando) and Menkes Milton Industrial Inc. (Menkes) have assembled two large tracts of land immediately south of the CP rail line. These locations are shown on Figure. Orlando and Menkes propose to eliminate the North Collector road which passes through the middle of these two tracts, except for sections of public road that maintain access intersections on James Snow Parkway and on Fifth Line respectively. Internal circulation within the large blocks will be provided by private roadways and driving aisles. Therefore as provided for in Section C c of the Secondary Plan, Orlando and Menkes are proposing a modification to the road network that would remove the North Collector road from the Secondary Plan, and that would realign the South Collector road about 5 metres to the north along property lines of the existing parcels of land within the Business Park. Read Voorhees and Associates has been retained to provide a Traffic Impact Study (TIS) that evaluates the proposed road system and justifies the alternative road network. An initial TIS dated December 24 was prepared and submitted. Comments were received from the Town, and the TIS was updated October 25. Further comments shave been provided by the Town based on a peer review of the TIS. This update responds to the requested modifications and analysis. The study area consists of the lands bounded by Main Street to the north, James Snow Parkway to the west, Derry Road to the south, and Sixth Line to the east. The changes to the Derry Green Corporate Business Park road system are to the North and South Collector roads between the CPR and Derry Road as described above. All other components of the road system will remain as shown in the Secondary Plan and are not affected by the proposed modifications. Read, Voorhees & Associates

8 Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 2 The traffic analysis is an evaluation of the changes in traffic volume resulting from the removal of the North Collector road, and the ability of the revised road system to accommodate the traffic generated by the Business Park. 2. PROPOSED DEVELOPMENT Figure 2 shows a proposed development concept plan for the Business Park from the CP rail line to the south limit of the Secondary Plan. Figure 2 shows the above noted collector road modifications, with the North Collector road removed and a relocated South Collector road running from James Snow Parkway to Sixth Line. The South Collector road intersection with James Snow Parkway remains opposite Waldie Road, but the remainder is moved 5 metres north and will be mid-way between Derry Road and the CP rail line. The North and South Collector roads in the current Secondary Plan are two lane roadways in a 26 metre right-of-way. In the modified plan the South Collector road remains as a two lane roadway within a 26 metre right-of-way. In both the current and modified plans additional left turn lanes are assumed to be available at main intersections. The lands within the study area are currently vacant for the most part, or in agricultural use. Orlando has assembled the parcel bounded by the CPR, James Snow Parkway, the proposed realigned South Collector road, and Fifth Line. Menkes has assembled a similarly sized parcel bounded by the CPR, Fifth Line, the proposed realigned South Collector road, and the Putzer block to the east which consists of the remaining lands over to Sixth Line. These larger parcels have been assembled to permit development of one or more warehouse buildings with large floor areas of up to million sq. ft. Circulation within these large warehouse campuses will be provided by private internal roads and driveways, which replaces the function of the North Collector road. The Orlando concept site plan is shown in Figure 3, and has a total building floor area of 2.47 million square feet. The Menkes concept site plan is shown in Figure 4, and the area north of the drainage channel has a total building floor area of.4 million square feet. The smaller area south of the drainage channel does not yet show a building plan but using the same of building to ground area this block would have approximately 255, square feet. For the traffic analysis the Menkes block is assumed to have a building area of about.34 million square feet. The proposed South Collector road shown in Figure 2 intersects James Snow Parkway at an intersection opposite Waldie Avenue, the same location as the South Collector road does in the current version of the Secondary Plan. The proposed collector road then runs adjacent to an existing woodlot which will remain in place, up to the property line between the Orlando/Menkes blocks and the lands to the south. This is a relocation of approximately 5 metres. The South Collector road continues across the Putzer lands to Sixth Line. Read, Voorhees & Associates

9 Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 3 The alignment of the South Collector road is along existing property lines in the Secondary Plan rather than running through parcels, and thus facilitates implementation and development planning for the lands within the Business Park. At a more detailed level it is noted that while the common practice would be to centre the road right-of-way on the property lines, the South Collector road is located entirely to the south of the Orlando and Menkes block boundaries. This is proposed in order to avoid an existing building on a hold-out property on the east side of Fifth Line at the south-west corner of the Menkes block. Orlando and Menkes propose to pay for half of the cost of construction of the South Collector road, and to pay the landowners to the south for half of the right-of-way. Fifth Line and Sixth Line will remain in place as north-south arterial roads. Also a new northsouth Collector Road that is located about mid-way between Fifth Line and Sixth Line in the existing Secondary Plan will continue to be part of the planned road system. The South Collector intersects these north-south roadways to form the major road system within this portion of the Derry Green Corporate Business Park. It is noted that the alignment of Collector Road may become the alignment of a north-south Regional Road that is the subject of a future EA Study. The Orlando parcel will have access to James Snow Parkway by way of a public road at the west end of their site, and will also have access to the South Collector when it is constructed at a driveway near the east end of the site. The Menkes parcel will have a public road into the area north of the drainage channel providing access to Fifth Line, and will also have access to the South Collector when it is constructed at a driveway on the east half of the site. The internal road system for the Menkes area south of the drainage channel is not yet laid out, but access can be a driveway to Fifth Line or a driveway to the South Collector road, or to both. As the parcels south of the South Collector down to Derry Road are developed, local roads can be constructed as necessary to provide access to the existing parcels or to larger assembled parcels. This would be the same process as presently contemplated in the Secondary Plan. 3. EXISTING CONDITIONS 3. Roadways James Snow Parkway is a four lane arterial that provides north-south service in Milton, and has an interchange with Highway 4 to the north. Separate left turn lanes are provided at intersections. Posted speed is 7 km/h. Read, Voorhees & Associates

10 Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 4 Derry Road is a four lane arterial south of the CP rail line that provides east-west service across Milton. Separate left and right turn lanes are provided at major intersections. Posted speed is 6 km/h west of James Snow Parkway and 8 km/h east of James Snow Parkway. Main Street is an arterial north of the CP rail line that provides east-west service across Milton as far as Fifth Line. Main Street is a four lane road west of James Snow Parkway, and a two lane road from James Snow Parkway to Fifth Line. Separate left and right turn lanes are provided at major intersections. Posted speed is 5 km/h west of James Snow Parkway and 8 km/h east of James Snow Parkway. Fifth Line and Sixth Line are two lane minor arterials that provide north-south service in Milton. They run from south of Derry Road up to Steeles Avenue. Posted speed on Fifth line is 8 km/h, and on Sixth Line is 6 km/h. An EA Study has been completed and approved for Fifth Line (Derry Road to Highway 4)/Main Street (James Snow Parkway to Fifth Line). The recommended improvement is to widen Fifth Line to four through lanes plus turning lanes at major intersections, and a grade sepan of the road at the CP rail crossing. Similarly it is recommended that Main Street from James Snow Parkway to Fifth Line be widened to four lanes to accommodate anticipated future development. Traffic signals are located along James Snow Parkway at Derry Road, at Waldie Avenue, at Trudeau Drive and at Main Street. Signals are also located on Derry Road at Fifth Line, and at Sixth Line. The intersection at Main Street and Fifth Line is unsignalized, with Stop sign control on Main Street. 3.2 Existing Traffic Figure 5 shows the existing traffic volumes in the a.m. and p.m. peak hours at the main intersections in the study area. The counts are included in Appendix A. Volumes are from the most recent counts carried out by Halton Region, Town of Milton or Read Voorhees. The intersection at James Snow Parkway and Trudeau Drive has just recently been opened. This was counted by Read Voorhees in September, along with the intersection to the south at James Snow Parkway and Waldie Road to determine if some traffic transferred to the new intersection. The counts are as follows: James Snow Pkwy and Derry Road June 23 Halton Region James Snow Pkwy and Waldie Road Sept 25 Read Voorhees James Snow Pkwy and Trudeau Drive Sept 25 Read Voorhees James Snow Pkwy and Main Street Apr 25 Halton Region Derry Road and Fifth Line Nov 24 Halton Region Derry Road and Sixth Line Sept 24 Halton Region Main Street and Fifth Line Nov 24 Milton Sixth Line at North Town Limit Sept 24 Milton Read, Voorhees & Associates

11 Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification Existing Traffic Opens The signalized intersections have been analyzed using the Synchro program. Since all of the traffic signals are on Regional roads, the parameters as specified by Halton in their Guidelines have been used. The Synchro output is provided in Appendix B. Tables through 6 show the v/c s for the signalized intersections in the study area for existing conditions. One of the recommendations in the peer review was to use existing peak hour factors (PHF) for the Synchro analysis, so the initial analysis has been revised accordingly. Also, the separate left turn phasing has been reassessed to represent the likely use of these phases. Where left turn volumes are very minor, the separate left turn phase is seldom called upon. For example, the left turns from Derry Road to Fifth Line and to Sixth Line typically occur during the Derry Road green phase. Similarly, the northbound left turns from James Snow Parkway to Waldie Drive and to Trudeau Drive are minor volumes and seldom occur. Although the left turn phase is not always called at the other signalized intersections, the left turn phases have been included in the analysis for Derry Road and James Snow Parkway, and for James Snow Parkway and Main Street. Where a v/c for a movement is at or over., some calibn is attempted by reducing the lost time for that movement since the traffic count indicates that the volume is getting through the intersection. Table. Signalized Intersection Analysis, Existing Volumes, James Snow and Derry Scenario Intersection / Condition Existing Traffic A.M. Peak Hour Existing Traffic P.M. Peak Hour A.M. Peak Hour Delay LOS v/c Delay LOS v/c Delay LOS v/c James Snow & Derry 57.3 E F.3 EB left 46. D F.33 EB thru 46.5 D C.6 EB right 2.6 B C.3 WB left 32.7 C D.9 WB thru 27.2 C.42 3 F.7 WB right 23. C B.2 NB left 4.5 D D.53 NB thru 52.2 D D.34 NB right 59 F D.5 SB left 7 F.9 3. C.49 SB thru 55.5 E D.6 SB right 4. D.6 95 F.29 Read, Voorhees & Associates

12 Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 6 Table 2. Signalized Intersection Analysis, Existing Volumes, James Snow and Waldie Intersection / Condition Existing Traffic A.M. Peak Hour Delay LOS v/c Scenario Existing Traffic P.M. Peak Hour Delay LOS v/c A.M. Peak Hour Delay LOS v/c James Snow & Waldie 2.5 B A.35 EB left 44.9 D D.49 EB right 33.4 C D. NB left 5.9 A A.28 NB thru 7.3 A A.34 SB thru/right 4.6 A.42.7 A.33 Table 3. Trudeau Signalized Intersection Analysis, Existing Volumes, James Snow and Intersection / Condition Existing Traffic A.M. Peak Hour Delay LOS v/c Scenario Existing Traffic P.M. Peak Hour Delay LOS v/c A.M. Peak Hour Delay LOS v/c James Snow & Trudeau 6.9 B A.46 EB left 44.5 D D.54 EB right 3.7 C D. NB left 4.3 A A.7 NB thru 5.4 A A.35 SB thru/right 8.3 B A.44 Table 4. Signalized Intersection Analysis, Existing Volumes, James Snow and Main Intersection / Condition Existing Traffic A.M. Peak Hour Delay LOS v/c Scenario Existing Traffic P.M. Peak Hour Delay LOS v/c A.M. Peak Hour Delay LOS v/c James Snow & Main F E.8 EB left 2 F.37 7 F.9 EB thru 45.8 D D.6 EB right 26.3 C C.34 WB left 4.3 D C.4 WB thru/right 38.9 D F.5 NB left 34. C C.76 NB thru/right 65 F C.53 SB left 86.7 F B.4 SB thru 38. D C.7 SB right 34. C.29 2 F.5 Read, Voorhees & Associates

13 Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 7 Table 5. Signalized Intersection Analysis, Existing Volumes, Derry and Fifth Intersection / Condition Existing Traffic A.M. Peak Hour Delay LOS v/c Scenario Existing Traffic P.M. Peak Hour Delay LOS v/c A.M. Peak Hour Delay LOS v/c Derry & Fifth 36.4 D. 24. C.93 EB left 7. A. 3.8 C.53 EB thru/right 36.2 D. 6.5 A.37 WB left 8.3 B A.2 WB thru/right 7.9 A C.96 NB left 33.5 C D.9 NB thru/right 33.4 C E.9 SB left 95.7 F E.8 SB thru/right 38.4 D D.35 Table 6. Signalized Intersection Analysis, Existing Volumes, Derry and Sixth Scenario Intersection / Condition Existing Traffic A.M. Peak Hour Existing Traffic P.M. Peak Hour A.M. Peak Hour Delay LOS v/c Delay LOS v/c Delay LOS v/c Derry & Sixth 25.5 C B.9 EB left 3.8 A B.26 EB thru/right 27.8 C. 5.6 A.4 WB left 2.2 C A.2 WB thru/right 4.3 A C.94 NB left 4.5 D D.44 NB thru/right 4. D D.62 SB left 39.5 D D.4 SB thru/right 47.2 D D James Snow Parkway and Derry Road There are two eastbound left turn lanes at the intersection to accommodate the heavy left turn movement in the a.m. peak hour. The signalized intersection is currently operating at level of service E in the a.m. peak hour and at level F in the p.m. peak hour, with v/c s of.3 and.3 respectively. The peak directional flow in the a.m. peak hour is eastbound and in the p.m. peak hour is westbound. There is also a heavy northbound right turn volume in the a.m. peak hour and a heavy southbound right turn in the p.m. peak hour. Read, Voorhees & Associates

14 Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification James Snow Parkway and Waldie Road Waldie Road is a collector road serving the residential area on the west side of James Snow Parkway. The signalized intersection is currently operating at level of service B in the a.m. peak hour and at level A in the p.m. peak hour. The v/c s are.49 and.35 in the a.m. and p.m. respectively James Snow Parkway and Trudeau Drive Trudeau Drive is also a collector road serving the residential area on the west side of James Snow Parkway. The intersection has just recently been opened to traffic, and appears to have diverted some traffic from Waldie Road to this route. The signalized intersection is currently operating at level of service B in the a.m. peak hour and at level A in the p.m. peak hour. The v/c s are.49 and.46 in the a.m. and p.m. respectively James Snow Parkway and Main Street There are two eastbound left turn lanes at this intersection to accommodate the very heavy left turn movement. The signalized intersection is currently operating at level of service F in the a.m. peak hour and at level E in the p.m. peak hour, with v/c s of.7 and.8 in the a.m. and p.m. respectively. The peak directional flow in the a.m. peak hour is eastbound and in the p.m. peak hour is westbound. There is a heavy northbound right turn volume in the a.m. peak hour and a heavy southbound right turn in the p.m. peak hour Derry Road and Fifth Line The peak directional flow on Derry Road is quite pronounced, heavily eastbound in the a.m. peak hour and heavily westbound in the p.m. peak hour. There is a significant southbound left turn volume on Fifth Line in the a.m. peak hour and a significant westbound right turn volume in the p.m. peak hour. The signalized intersection is currently operating at level of service D in the a.m. peak hour and at level C in the p.m. peak hour. The v/c s are. and.93 in the a.m. and p.m. respectively Derry Road and Sixth Line As at Fifth Line, the peak directional flow on Derry Road is eastbound in the a.m. peak hour and westbound in the p.m. peak hour. There is not a significant volume to or from Sixth Line. Read, Voorhees & Associates

15 Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 9 The signalized intersection is currently operating at level of service C in the a.m. peak hour and at level B in the p.m. peak hour. The v/c s are.94 and.9 in the a.m. and p.m. respectively. 3.4 Transit Transit service is not currently provided to this area since the lands are not yet developed. It is assumed that the Milton Transit services will be extended as the Business Park develops and demand is generated. 4. SECONDARY PLAN TRAFFIC FORECASTS 4. Secondary Plan Traffic Genen Reports by Entra Consultants titled Transportation Options Assessment dated May 28, and Transportation Strategy Report Final dated December 2, evaluated several options for land use and road systems in the Secondary Plan area. The Entra traffic study has forecast traffic for the entire Secondary Plan area. The Fifth Line/Main Street EA Study has also used the Entra Secondary Plan traffic forecast report as the basis for its evaluations. Figure 6 shows the 6 traffic zones used for representation of future development in the Derry Green Corporate Business Park, with zones 3, 4, 5, 6 and 7 being the ones affected or partially affected by the proposed collector road modifications. Figure 6 shows the changes in zone boundaries that have been made for evaluation of the Orlando/Menkes OPA proposal. Zone 3 and part of zone 5 cover the Orlando lands. Therefore Zone 5 has been divided to separate the Orlando lands and the remaining lands to the south. Part of zone 4 and part of zone 6 cover the Menkes lands. Therefore zones 4 and 6 have also been divided into east/west and north/south segments respectively to be consistent with the Menkes land boundary. Zone 7 has been divided into two segments, north and south of the proposed South Collector road realignment. Table 7 shows the initial Entra trip genen totals for each zone for the a.m. peak hour, and shows the revised zonal trip genen totals that are consistent with the Orlando and Menkes boundaries. Table 8 shows the same traffic genen data for the p.m. peak hour The total traffic genen for the Secondary Plan remains the same, but with the new zones now representing the Orlando site, the Menkes site, and the remaining segments of the study area between the CP rail line and Derry Road. Traffic genen totals north and south of the proposed South Collector road location are similar, with slightly more traffic generated north of the roadway. Read, Voorhees & Associates

16 Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification TABLE 7. SECONDARY PLAN TRIP GENERATION AM PEAK HOUR ENTRA ANALYSIS READ VOORHEES ANALYSIS COMMENTS ZONE IN OUT ZONE IN OUT Orlando a 48 6 Menkes 4b 27 4 Putzer north a Orlando 5b a 26 3 Menkes 6b a Putzer north 7b TOTAL Orlando (3 + 5a) Menkes (4a + 6a) Putzer north (4b + 7a) Total north side of proposed South Collector road Total south side of proposed South Collector road TOTAL Read, Voorhees & Associates

17 Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification TABLE 8. SECONDARY PLAN TRIP GENERATION PM PEAK HOUR ENTRA READ VOORHEES COMMENTS ZONE IN OUT ZONE IN OUT Orlando a 247 Menkes 4b Putzer north a 4 5 Orlando 5b a 5 25 Menkes 6b a Putzer north 7b TOTAL Orlando (3 + 5a) Menkes (4a + 6a) Putzer north (4b + 7a) Total north side of proposed South Collector road 429 Total south side of proposed South Collector road TOTAL Traffic Assignment to Current Secondary Plan Road System The Entra report documented traffic assignment to the proposed road system for the p.m. peak hour volumes at screen lines that were located north of the CP rail line, north of Derry Road, and east of James Snow Parkway. Data for the a.m. peak hour was not analyzed. Figure 7 shows the p.m. peak hour traffic forecast for the current Secondary Plan road system with the two North Collector and South Collector roads that run between James Snow Parkway and Sixth Line. Read, Voorhees & Associates

18 Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 2 Zone 3, and the north portion of zone 5 which is assumed would access the North Collector road, are estimated to be generating a total of 476 outbound trips. The screen line assignments shows that in the p.m. peak hour 238 trips were exiting from the North Collector to James Snow Parkway, and 93 trips were entering at that connection with James Snow Parkway This is exactly half of the zonal trip genen, and the other half would be using the intersection at the east end of the zone at Fifth Line. The net volumes would include any trips coming and going to properties east of Fifth Line. This section of the North Collector road was calculated in the Entra report to be operating with a v/c of.4, well below its full capacity. The Entra assignment of traffic to and from James Snow Parkway at the South Collector road shows that in the p.m. peak hour 476 trips were exiting from the South Collector to James Snow Parkway, and 73 trips were entering the development area at that connection to James Snow Parkway. These trips included the traffic generated on the lands south of the Orlando property, and any trips coming across from east of Fifth Line south of the Menkes property. Traffic from zones 5 to 9 south of the Orlando and Menkes sites will use Derry Road and the South Collector for travel east and west. Fifth Line, Sixth Line, and Collector Road will provide access to Derry Road and beyond, and Fifth Line and Sixth Line will provide access north to Main Street and beyond. Traffic will access Derry Road at Fifth Line, Sixth Line and Collector Road, with the volumes indicated in the Entra report at the screen line north of Derry Road. Volumes are also shown at two other access intersections on Derry Road, one west of Fifth Line and one east of Fifth Line. These would be minor collector roads that service the zones immediately north of Derry Road. The volumes at these two intersections with Derry Road are minor and are not shown on Figure Comparison of Secondary Plan Traffic Forecast with 2% Annual Growth Rate Town staff have requested that a year forecast with an annual 2% growth rate be compared to the Secondary Plan Traffic Analysis forecast, and that the higher volumes be used for the TIS. Figure 8 shows the existing volumes on the arterial roads increased by a factor of.22, which is a 2% annual growth compounded for years. Comparison of Figures 7 and 8 indicates that the Secondary Plan forecast for James Snow Parkway is considerably higher, in the order of 5 vph in the p.m. peak hour. The forecasts on Derry Road are reasonably close in the westbound direction for the p.m. peak hour, but in the eastbound direction the Secondary Plan volumes are again substantially higher. Therefore the Secondary Plan forecast is used for the evaluation in this TIS. Read, Voorhees & Associates

19 Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification Traffic Assignment to Modified Secondary Plan Road System Figure 9 shows the p.m. peak hour traffic forecast for the modified Secondary Plan road system with the North Collector road replaced by the access roads into the Orlando and Menkes blocks. The South Collector road still intersects James Snow Parkway opposite Waldie Road and runs between James Snow Parkway and Sixth Line, but the remainder of the alignment is shifted about 5 metres north of the alignment in the Secondary Plan. It is noted here that the previous TIS had a drafting error for the north-south volumes on James Snow Parkway, where the existing volumes were carried forward rather than the forecast volumes. The Synchro analysis used the correct numbers, but previous Figure 8 had incorrect numbers. This has been corrected on what is now Figure 9. As noted earlier, the North Collector road in the current Secondary Plan passes through the middle of the Orlando and Menkes properties. This collector road function will be replaced by the access roads connecting to James Snow Parkway and to Fifth Line, and the internal private circulation roads within the two large parcels. The Orlando parcel will have access to James Snow Parkway by way of a public road at the west end of the site, and will later have access to the South Collector road when it is constructed at a driveway near the east end of the site. The Menkes parcel will have access to Fifth Line by way of a public road at the west end of the site. Menkes will also later have access to the South Collector road when it is constructed at a driveway on the east half of the site. For the south-west corner of the site, south of the drainage channel, there will be a driveway connection to Fifth line or alternatively a driveway connection to the South Collector road. The Orlando site, as shown in Table 3, is estimated to generate 476 outbound trips in the p.m. peak hour. This is the same volume as forecast for the equivalent land area as in the current Secondary Plan. About three-quarters of this traffic, or 357 trips, is expected to use the intersection with James Snow Parkway. One-quarter of site traffic, about 9 trips, is expected to use the connection to the South Collector road which provides another access to James Snow Parkway as well as access east to Fifth Line and to Sixth Line, and then down to Derry Road. However, as an analysis of maximum assignment to James Snow Parkway all of the Orlando traffic has been allocated to the James Snow Parkway intersection. This adds 3 more outbound trips to James Snow Parkway south toward Derry Road, and 95 more trips north toward Main Street, than the current Secondary Plan assignments. The additional inbound volumes are 5 trips from the south and 37 trips from the north. Similar to the Orlando analysis, as an analysis of maximum assignment to Fifth Line the Menkes site traffic is all assigned to the intersection with Fifth Line without any allowance to a South Collector driveway. This intersection is located about where the North Collector road would intersect Fifth Line. In the p.m. peak hour this volume is a total of 52 inbound trips and 372 outbound trips. Read, Voorhees & Associates

20 Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 4 The Menkes site intersection with Fifth Line will be a T intersection since the previous North Collector link on the west side is eliminated on the Orlando side of Fifth Line. Therefore the north-south volumes on Fifth Line will be about the same as in the current Secondary Plan, the added traffic from the Menkes block replacing the reassigned traffic from the Orlando block. The North Collector road intersection at Sixth Line can be replaced by a public local road or a private driveway that provides access to the Putzer block. Access to the Putzer block can also be provided at the north end of Collector Road which is maintained in the street system from Derry Road to the realigned South Collector. The South Collector road alignment continuing east from James Snow Parkway is about 5 metres further north, and can be accessed by development in the same manner as was proposed for the current Secondary Plan street system. This would be by direct driveway access or with local roads. Therefore the volume of traffic on the South Collector road accessing James Snow Parkway at Waldie Avenue will be about the same volume as was assigned to the South Collector road for the current plan. The traffic assignments on Fifth Line, on Sixth Line and on Collector Road at Derry Road will remain the same as in the current Secondary Plan. The assignment on Sixth Line to and from the north to Steeles Avenue is the same as for the current Secondary Plan. 5. TRAFFIC OPERATIONS ANALYSIS 5. Secondary Plan Road System Signalized Intersections The Entra traffic analysis concluded that development of the full Business Park will require, in addition to the existing and planned road system, the addition of one lane in each direction on three major roadways; on Fifth Line from Derry Road to Highway 4, on James Snow Parkway from Derry Road to Highway 4, and on Derry Road from James Snow Parkway to Sixth Line. These improvements are added to the noted roads for evaluation of traffic opens for the Secondary Plan at build out. The Fifth Line EA Study has been completed and confirmed the design of a four lane arterial road, including a grade sepan at the CP rail line. Four lanes on Main Street from James Snow Parkway to Fifth Line is also approved in the EA Study. Tables 9 to 5 show the p.m. peak hour v/c s for the signalized intersections in the study area existing conditions, for the Current Secondary Plan road system, and for the Modified Secondary Plan road system upon full development of the area. All other intersections within the Business Park can operate as unsignalized intersections. Read, Voorhees & Associates

21 Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 5 Table 9. Signalized Intersection Analysis, James Snow and Derry Scenario Intersection / Condition Existing Traffic P.M. Peak Hour Current Secondary Plan Traffic P.M. Peak Hour Modified Secondary Plan Traffic P.M. Peak Hour A.M. Peak Hour Delay LOS v/c Delay LOS v/c Delay LOS v/c James Snow & Derry 9.7 F E E.8 EB left 233 F.33 9 F.3 34 F. EB thru 33.6 C E E.99 EB right 24.8 C C C.8 WB left 4.4 D.9 9 F. 23 F.3 WB thru 3 F E E.5 WB right 6.9 B C C.27 NB left 35.6 D D E.79 NB thru 4. D D E.99 NB right 37.3 D C D. SB left 3. C.49 4 F.5 4 F.5 SB thru 4.5 D D D.63 SB right 95 F F.3 4 F.7 Table. Signalized Intersection Analysis, James Snow and Waldie Scenario Intersection / Condition Existing Traffic P.M. Peak Hour Current Secondary Plan Traffic P.M. Peak Hour Modified Secondary Plan Traffic P.M. Peak Hour A.M. Peak Hour Delay LOS v/c Delay LOS v/c Delay LOS v/c James Snow & Waldie 4.8 A B C.73 EB left 46.5 D D D.64 EB thru/right 42.2 D. 4.9 D D.7 WB left D E.89 WB thru/right C C.54 NB left 4.7 A B C.64 NB thru/right 3.7 A.34.3 B.5.7 B.53 SB left C D.59 SB thru/right.7 A C C.7 Table. Signalized Intersection Analysis, James Snow and Trudeau Scenario Intersection / Condition Existing Traffic P.M. Peak Hour Current Secondary Plan Traffic P.M. Peak Hour Modified Secondary Plan Traffic P.M. Peak Hour A.M. Peak Hour Delay LOS v/c Delay LOS v/c Delay LOS v/c James Snow & Trudeau 9.3 A B C.69 EB left 44.6 D D E.72 EB thru/right 39. D. 38. D D.5 WB left C D.7 WB thru/right C C.55 NB left 4.6 A C C.52 NB thru/right 4.3 A A A.59 SB left C E.77 SB thru/right 8.3 B C C.57 Read, Voorhees & Associates

22 Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 6 Table 2. Signalized Intersection Analysis, James Snow and Main Scenario Intersection / Condition Existing Traffic P.M. Peak Hour Current Secondary Plan Traffic P.M. Peak Hour Modified Secondary Plan Traffic P.M. Peak Hour A.M. Peak Hour Delay LOS v/c Delay LOS v/c Delay LOS v/c James Snow & Main 64. E E E.6 EB left 7 F F F.6 EB thru 36.6 D D D.62 EB right 32.7 C D D.72 WB left 32. C D D.63 WB thru 89. F.5 2 F.8 4 F.8 WB right E E.89 NB left 34.8 C C D.9 NB thru/right 29.5 C D D.9 SB left 6. B C C.6 SB thru 28. C C C.7 SB right 2 F F. F.2 Table 3. Signalized Intersection Analysis, Derry and Fifth Scenario Intersection / Condition Existing Traffic P.M. Peak Hour Current Secondary Plan Traffic P.M. Peak Hour Modified Secondary Plan Traffic P.M. Peak Hour A.M. Peak Hour Delay LOS v/c Delay LOS v/c Delay LOS v/c Derry & Fifth 24. C C C.98 EB left 3.8 C E E.7 EB thru/right 6.5 A B B.52 WB left 6.4 A D D.8 WB thru/right 22.9 C D D.99 NB left 36.9 D.9 5. D D.62 NB thru/right 72. E D D.7 SB left 72. E.8 6 F.9 7 F.9 SB thru/right 38.2 D C C.58 Table 4. Signalized Intersection Analysis, Derry and Sixth Scenario Intersection / Condition Existing Traffic P.M. Peak Hour Current Secondary Plan Traffic P.M. Peak Hour Modified Secondary Plan Traffic P.M. Peak Hour A.M. Peak Hour Delay LOS v/c Delay LOS v/c Delay LOS v/c Derry & Sixth 8.4 B B B.87 EB left 2.6 B C C.38 EB thru/right 5.6 A B B.6 WB left 4.5 A C C.6 WB thru/right 2.3 C B B.86 NB left 42.3 D F F.88 NB thru/right 46.7 D D D.63 SB left 39.3 D D D.33 SB thru/right 4.6 D D D.8 Read, Voorhees & Associates

23 Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 7 Table 5. Signalized Intersection Analysis, Derry and Collector Scenario Intersection / Condition Existing Traffic P.M. Peak Hour Current Secondary Plan Traffic P.M. Peak Hour Modified Secondary Plan Traffic P.M. Peak Hour A.M. Peak Hour Delay LOS v/c Delay LOS v/c Delay LOS v/c Derry & Collector A A.77 EB left B B.43 EB thru/right A A.49 WB left A A.3 WB thru/right A A.8 NB left D D.36 NB thru/right D D.7 SB left D D.54 SB thru/right D D.48 Table 6. Signalized Intersection Analysis, Main and Fifth Scenario Intersection / Condition Existing Traffic P.M. Peak Hour Current Secondary Plan Traffic P.M. Peak Hour Modified Secondary Plan Traffic P.M. Peak Hour A.M. Peak Hour Delay LOS v/c Delay LOS v/c Delay LOS v/c Main and Fifth C C.65 EB left D D.58 EB right E E.32 NB left A A.69 NB thru A A.3 SB thru/right B B.22 SB right B B.24 Table 7. Signalized Intersection Analysis, South Collector and Fifth Scenario Intersection / Condition Existing Traffic P.M. Peak Hour Current Secondary Plan Traffic P.M. Peak Hour Modified Secondary Plan Traffic P.M. Peak Hour A.M. Peak Hour Delay LOS v/c Delay LOS v/c Delay LOS v/c South Collector & Fifth B.5 7. B.5 EB left E E.84 EB thru/right C C.24 WB left D D.49 WB thru/right D D.73 NB left A A.6 NB thru/right A A.22 SB left A A.9 SB thru/right A A.4 Read, Voorhees & Associates

24 Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 8 Table 8. Signalized Intersection Analysis, North Collector and Fifth Scenario Intersection / Condition Existing Traffic P.M. Peak Hour Current Secondary Plan Traffic P.M. Peak Hour Modified Secondary Plan Traffic P.M. Peak Hour A.M. Peak Hour Delay LOS v/c Delay LOS v/c Delay LOS v/c North Collector & Fifth B B.43 EB left D EB thru/right C WB left D D.72 WB thru/right D C. NB left A NB thru/right A A.32 SB left A. 9. A.5 SB thru/right A A James Snow Parkway and Derry Road The widening of both James Snow Parkway and Derry Road to six lanes will accommodate the future traffic that has been forecast for this intersection. Overall average vehicle delay decreases with the future conditions, and level of service improves from level F to level E, but the overall intersection v/c s remains over.. For the current secondary plan volumes in the p.m. peak hour the v/c is.6. The minor increase in traffic on James Snow Parkway as forecast for the modified plan increases the v/c to.8. The future v/c s are an improvement over the current v/c of James Snow Parkway and Waldie Road The signalized intersection level of service in the p.m. peak hour will change from the existing level A to level B for the current secondary plan, and to level C for the modified plan. The future v/c s are.6 and.73 for the current and modified plans respectively. The intersection will continue to operate at a good level of service with the modified plan James Snow Parkway and Trudeau Drive With the current secondary plan traffic assignment the intersection will operate in the p.m. peak hour at level of service B and a v/c of.56. With the conservative forecast of all of the Orlando site traffic using this intersection in the modified plan the level of service in the p.m. peak hour changes to level C and the v/c increases to.69. This is good intersection open and the increase in traffic is easily accommodated at the intersection James Snow Parkway and Main Street The additional two through lanes on James Snow Parkway will improve capacity and reduce average vehicle delay compared to present conditions. however, the intersection is still at Read, Voorhees & Associates

25 Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 9 capacity, and with Main Street to the east being widened to four lanes it is recommended that considen be given to adding a westbound right turn lane as part of the upgrading. With the proposed configun the intersection open remains at level of service E in the p.m. peak hour, with a v/c of.3 for the current secondary plan traffic and.6 with the modified secondary plan. The increase in through traffic in the modified plan does not change level of service from level E, but does increase the v/c increases slightly by Derry Road and Fifth Line The widening of Derry Road to six lanes and widening of Fifth Line to four lanes will accommodate the future volumes along Derry Road and the additional traffic from the Business Park. For the current secondary plan the intersection will operate at level of service C in the p.m. peak hour and with a v/c of.98. There is no change with the modified secondary plan, with open at level C with the same v/c of Derry Road and Sixth Line Volumes are the same at Derry Road and Sixth Line for the current and modified secondary plans. Widening Derry Road to six lanes will maintain future conditions at about the same level as existing conditions. The intersection will continue operating at level of service B in the p.m. peak hour, with a v/c of.87, for both secondary plan options Derry Road and Collector The new intersection on Derry Road at Collector will have to be signalized because of the high volumes on Derry Road. Left turn movements would be extremely diffucult during peak traffic hours. The intersection will operate at very good level of service, as the volumes in and out of the Business Park are relatively low. The intersection will operate at level of service A in the p.m. peak hour and with a v/c of.77. There is no change in volumes with the modified plan, and open remains at level A with the same v/c of Main Street and Fifth Line The Main Street and Fifth Line intersection is currently a T intersection with both roads at two lanes. Control is an all-way Stop intersection. Volumes are quite minor, and the intersection operates at level of service A. Read, Voorhees & Associates

26 Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 2 Both Main Street and Fifth Line will be widened to four lanes, and there will be a significant increase in traffic due to the Business Park development. The northbound left turn movement is very high, and the intersection at Fifth Line and Main Street will have to be signalized to provide suitable capacity. For the current secondary plan volumes the intersection will operate at level of service C, and with a v/c of.65. A northbound left turn phase is proposed at the intersection. There is essentially no change in volumes with the modified secondary plan and the intersection open remains at level C and a v/c of Fifth Line and South Collector The intersection on Fifth Line at the South Collector road was evaluated as an unsignalized intersection, but with the relatively high volumes on Fifth Line at full build out of the Business Park, the delay to South Collector traffic was very high. Signalization will be required at some point during development of the area. With the current secondary plan the intersection will operate at level of service B and a v/c of.5. In the modified plan this intersection carries essentially the same traffic, but is just relocated 5 metres to the north. The volumes are identical and the intersection will operate at level of service B in the p.m. peak hour and with a v/c of Fifth Line and North Collector The intersection on Fifth Line at the North Collector road was also evaluated as an unsignalized intersection, but similar to the result at the South Collector road with the relatively high volumes on Fifth Line at full build out of the Business Park, the delay to North Collector traffic was very high. Signalization will be required at some point during development of the area. The intersection on Fifth Line at the North Collector in the current secondary plan will operate at level of service B and a v/c of.4. In the modified plan this intersection is the access point for the Menkes block. Although the volumes for the Menkes block increase since it has been assumed that all site traffic will use this access, the intersection becomes a T intersection due to there being no leg on the west side as the roadway does not extend through the Orlando block. The traffic pattern for the industrial site access has high volumes outbound in the p.m. peak hour, but relatively minor outbound traffic during other hours of the day. The normal 8 hour signal warrant is not met, but at the volumes on Fifth Line forecast at full development of the Business Park signalization is recommended for both capacity and safety purposes. The Menkes access signalized intersection will operate at level of service B in the p.m. peak hour and with a v/c of.43. Read, Voorhees & Associates

27 Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 2 This is essentially the same level of service conditions in the p.m. peak hour as for the current secondary plan intersection at the North Collector road and Fifth Line. 5.2 Secondary Plan Road System Unsignalized Intersections The intersection at the South Collector and Collector will operate at good level of service as an unsignalized intersection. Control can be in the form of an all-way Stop, or with one of the roads designated as a through street. The volumes are quite minor, and open is at level of service A with both the current and modified secondary plans. The intersection on Sixth Line at the South Collector has been assumed to be unsignalized, with Stop sign control on the South Collector and through traffic movement on Sixth Line. This condition is also appropriate at the Sixth Line intersection with the North Collector road. In the modified secondary plan the North Collector road at Sixth line would become a local road or a driveway into the Putzer lands. 6. QUEUING ANALYSIS Queuing analysis was not included in the previous TIS since the purpose of the analysis is a modification of the secondary plan. Site plan applications will be made for specific development applications, and queuing will be investigated as part of the review that will be based on immediate improvements rather design for a long range road program. There is very minor difference in the proposed road systems for the current Secondary Plan and the Modified Secondary Plan, so design requirements will be the same at almost all intersection in the study area. Nevertheless, some analysis of the main changes to the road system is helpful, and Sim-Traffic queuing runs were made for the two plans to evaluate the impact on the access roads to the Orlando and Menkes blocks. The queue lengths have been generated using Sim-Traffic, with a minute seeding time and a 6 minute run time, averaging the results of three runs. Table 9 summarizes the queue lengths for the two access roads. The Table shows the queuing on each lane of the access roads in the p.m. peak hour when employees will be leaving the site. The table shows the average queue lengths and the 95 th percentile values as calculated by the Sim-Traffic program, for the current Secondary Plan and the modified Secondary Plan. Read, Voorhees & Associates