MIXED-USE DEVELOPMENT TOWN OF ERIN, ONTARIO

Transcription

1 Solmar Development Corp. TRFFIC IMPCT STUDY FOR: MIXED-USE DEVELOPMENT TOWN OF ERIN, ONTRIO 9/00 October, 0

2 LE Consulting Ltd. Consulting Engineers & Planners Suite 900, 65 Cochrane Drive, Markham, ON, LR 9R9 CND Tel: Fax: October, 0 Our Ref.: 9/00 Mr. Maurizio Rogato Solmar Development Corp. Romina Drive, Concord, ON LK Z7 Dear Mr. Rogato: Re: Mixed-Use Development Town of Erin, Ontario Traffic Impact Study LE Consulting Ltd. is pleased to present the findings of our report, entitled Traffic Impact Study, Mixed-Use Development Town of Erin, October 0. It was prepared on behalf of Solmar Development Corp. in support of their site plan/rezoning application. Should you have any question regarding this Traffic Impact Study, please do not hesitate to contact Terry Wallace at (905) ext. or Christopher Sidlar at ext. 8. Yours very truly, LE Consulting Ltd. Terry Wallace, P. Eng. Vice President, Transportation Engineering Christopher Sidlar, M.Sc.Pl, MCIP, RPP Transportation Planner :cs cc: Tia Nguyen, LE Consulting Ltd. Letter of Submittal.doc - 0//0

3 Solmar Development Corp. i TBLE OF CONTENTS.0 Introduction....0 Development Concept Plan....0 Existing Traffic Conditions Existing Road Network Data Collection Existing Capacity nalysis....0 Future Background Traffic Conditions.... Corridor Traffic Growth Rate.... djacent Development Site Traffic.... Planned Transportation Improvements Site Traffic Trip Generation, Trip Distribution and Trip ssignment Trip Generation Trip Distribution and Trip ssignment Future Total Traffic ssessment Traffic Warrant ssessment Road Network Recommendations External Road Network Internal Road Network Conclusions and Recommendations... 5 Solmar Erin Transportation Study, October 0 9/00

4 Solmar Development Corp. ii LIST OF TBLES Table.: Proposed Development Phasing ssumptions... Table.: Existing Road Classification... 5 Table.: Inventory of Existing Traffic Data... 8 Table.: Existing Traffic Levels of Service Signalized Intersections... Table.5: Existing Traffic Levels of Service Unsignalized Intersections... Table 5.: Site Traffic Trip Generation, Interim Phase Year Table 5.: Site Traffic Trip Generation, Full Buildout Phase and Year Table 5.: Site Traffic Trip Distribution... 7 Table 6.: Future Total Traffic Levels of Service Signalized Intersections (Interim Phase Year 0)... 6 Table 6.: Future Total Traffic Levels of Service Unsignalized Intersections (Interim Phase Year 0)... 7 Table 6.-: Recommended Improvements (Interim Phase Year 0)... 8 Table 6.-B: Recommended Improvements (Interim Phase Year 0)... 9 Table 6.-B (Continued): Recommended Improvements (Interim Phase Year 0)... 0 Table 6.-B (Continued): Recommended Improvements (Interim Phase Year 0)... Table 6.: Future Total Traffic Levels of Service Optimized Signalized Intersections (Interim Phase Year 0)... Table 6.5: Future Total Traffic Levels of Service Signalized Intersections (Full Buildout Phase and Year 0)... Table 6.6: Future Total Traffic Levels of Service Unsignalized Intersections (Full Buildout Phase and Year 0)... Table 6.7-: Recommended Improvements (Full Buildout Phase and Year 0)... Table 6.7-B: Recommended Improvements (Full Buildout Phase and Year 0)... Table 6.8: Future Total Traffic Levels of Service Optimized Signalized Intersections (Full Buildout Phase and Year 0)... 5 Table 8.: Recommended Road System Improvements... 5 Table 8. (Continued): Recommended Road System Improvements... 6 Table 8.: Typical Local and Collector Road Cross-sections... 5 LIST OF FIGURES Figure.: Proposed Subject Lands Location... Figure.: Development Concept Plan... Figure.: Existing Balanced Traffic Volume, Weekday M Peak Hour... 9 Figure.: Existing Balanced Traffic Volume, Weekday PM Peak Hour... 0 Figure 5.-: Site Traffic Volume, Weekday M Peak Hour (Interim Phase Year 0, External Road Network)... 8 Figure 5.-B: Site Traffic Volume, Weekday M Peak Hour (Interim Phase Year 0, Internal Road Network)... 9 Figure 5.-: Site Traffic Volume, Weekday PM Peak Hour (Interim Phase Year 0, External Road Network)... 0 Figure 5.-B: Site Traffic Volume, Weekday PM Peak Hour (Interim Phase Year 0, Internal Road Network)... Figure 5.-: Site Traffic Volume, Weekday M Peak Hour (Full Buildout Phase and Year 0, External Road Network)... Figure 5.-B: Site Traffic Volume, Weekday M Peak Hour (Full Buildout Phase and Year 0, Internal Road Network)... Figure 5.-: Site Traffic Volume, Weekday PM Peak Hour (Full Buildout Phase and Year 0, External Road Network)... Figure 5.-B: Site Traffic Volume, Weekday PM Peak Hour (Full Buildout Phase and Year 0, Internal Road Network)... 5 Figure 6.-: Future Total Traffic Volume, Weekday M Peak Hour (Interim Phase Year 0, External Road Network)... 6 Figure 6.-B: Future Total Traffic Volume, Weekday M Peak Hour (Interim Phase Year 0, Internal Road Network)... 7 Figure 6.-: Future Total Traffic Volume, Weekday PM Peak Hour (Interim Phase Year 0, External Road Network)... 8 Figure 6.-B: Future Total Traffic Volume, Weekday PM Peak Hour (Interim Phase Year 0, Internal Road Network)... 9 Figure 6.-: Future Total Traffic Volume, Weekday M Peak Hour (Full Buildout Phase and Year 0, External Road Network)... 0 Figure 6.-B: Future Total Traffic Volume, Weekday M Peak Hour (Full Buildout Phase and Year 0, Internal Road Network)... Figure 6.-: Future Total Traffic Volume, Weekday PM Peak Hour (Full Buildout Phase and Year 0, External Road Network)... Figure 6.-B: Future Total Traffic Volume, Weekday PM Peak Hour (Full Buildout Phase and Year 0, Internal Road Network)... Solmar Erin Transportation Study, October 0 9/00

5 Solmar Development Corp. iii Figure 8.: Recommended Intersection Configuration (Interim Phase Year 0)... 7 Figure 8.: Recommended Intersection Configuration (Full Buildout Phase and Year 0)... 8 Figure 8.: Collector and Local Road lignment LIST OF PPENDICES PPENDIX PPENDIX B PPENDIX C PPENDIX D PPENDIX E PPENDIX F PEK HOUR FCTOR CLCULTIONS EXISTING SYNCHRO NLYSIS SUPPLEMENTRY BCKGROUND TRFFIC INFORMTION ND FIGURES TRIP DISTRIBUTION ND SUPPLEMENTRY TRFFIC FIGURES FUTURE TOTL SYNCHRO NLYSIS TRFFIC SIGNL WRRNT NLYSIS Solmar Erin Transportation Study, October 0 9/00

6 Solmar Development Corp. Page.0 INTRODUCTION LE Consulting Limited (LE) was retained by Solmar Development Corp. to prepare a Transportation Study for a proposed mixed-use development located in the Town of Erin (herein referred to as the subject lands ). The subject lands are generally situated south and east of Road and north of Dundas Street East. The lands currently consist of farmland with no existing public road networks. Figure. below illustrates the subject lands location. WELLINGTON ROD DUNDS STREET EST Source: Google Earth, ugust 0 Figure.: Proposed Subject Lands Location Solmar Erin Transportation Study, October 0 9/00

7 Solmar Development Corp. Page.0 DEVELOPMENT CONCEPT PLN This Transportation Study is based on the conceptual block plan that includes residential, commercial, employment, school, and place of worship uses. Figure. illustrates the development concept plan along with the block phasing plan for analysis purposes. Block Block Block Block Block 6 Block 7 Block 5 Block 8 Block 0 Block 9 Phase Phase Block Number Source: KLM Planning Partners Inc., September 0 Figure.: Development Concept Plan To assess the transportation impacts of the proposed development, it has been determined that the subject lands will be developed in two () phases over a 0-year horizon (to 0). During Phase, 66% of the commercial lands, 00% of employment lands, 00% of the place of worship lands and 65% of the residential lands will be developed within the 0-year horizon (to 0). The remaining % of commercial lands, 5% of residential lands and 00% of school lands will be developed during Phase within the 0-year horizon (to 0). Table. summarizes the proposed phasing for the development. Solmar Erin Transportation Study, October 0 9/00

8 Solmar Development Corp. Page Phase (ddition to Phase ) + (Total Full Buildout) Horizon % of Year Development Land Use Units / GF 66% Block - Commercial 7,6 sq. m. (8,90 sq. ft.) 00% Block - Employment 59,90 sq. m. (65,89 sq. ft.) 00% Block - Place of Worship 5 sq. m. (5,50 sq. ft.) Block - Residential 0 Detached Units 0 Semi-Detached Units 0 Block 5 - Residential 5 Detached Units Medium Density 05 Detached Units 65% Block 6 - Residential 6 Semi-Detached Units Medium Density 9 Detached Units Block 8 - Residential 7 Semi-Detached Units 50 Medium Density 00 Senior Housing Sub-Total Residential 805 Units % Block - Commercial,95 sq. m. (, sq. ft.) Block - Residential 8 Semi-Detached Units 0 Block 7 - Residential 67 Detached Units 5% Block 0 - Residential 50 Detached Units Sub-Total Residential 5 Units 00% Block 9 - School,000 Students Block - Commercial,57 sq.m. (,08 sq.ft.) Block -Employment 59,90 sq.m. (65,89` sq.ft) 0 00% 5 sq.m. Block - Place of Worship (5,50 sq.ft) Block,, 5, 6, 7, 8, 0 -,0 Units Residential Block 9 - School,000 Students Table.: Proposed Development Phasing ssumptions collector, local and laneway road network has been planned for the subject lands. In review of the Town of Erin Official Plan (Erin OP), there are discrepancies between the functional classifications of road network right-of-way requirements in comparison to County Official Plan ( OP). The road classification for the subject lands has been prepared based on our community development experience across the GT and in review of the Town and County Official Plan requirements. Figure. illustrates the proposed road network and hierarchy for the planned community. The Official Plan of the Town of Erin, December, 00 (Modification - June 007) County Official Plan, May 6, 999 (Last Revision February th, 0) Solmar Erin Transportation Study, October 0 9/00

9 Solmar Development Corp. Page Figure.: Proposed Road Network and Hierarchy ccording to the OP, collector (county) roads inside urban centres and local roads will be provided with a 0 m right-of-way, except where road widening in excess of 0 m is required for the purpose of: intersection daylighting, lane channelization, traffic control devices, to provide for turning lanes serving land uses that are major traffic generators and/or to account for severe slopes. The OP of the Town of Erin requires 6 m for collector and local roads. The collector road layout has been designed to provide several direct connections from the subject lands to the adjacent existing road network, while attempting to discourage potential cut-through traffic. Under Phase of the development plan, a main east-west collector road will connect to the terminus of Erinville Drive at Erin Park Drive intersection at the eastern limits where it becomes a north-south collector road and will conntect to 0 th Line at Road intersection at the northern limits. The collector road is approximately 900 m in length and provides separation between the employment and commercial lands located to the north and west of the road and the residential and place of worship lands located to the south and east of the road. Given the adjacent planned land uses and the potential for truck traffic being generated by the employment uses, a m right-of-way has been proposed for this road. 0 th Line at Dundas Street East is extended to the northern property limits of the subject lands where it terminates as a T-intersection, connecting to the internal east-west local road network. The 0 th Line extension would provide a separation between Phase (to the west) and Phase (to the east). n Solmar Erin Transportation Study, October 0 9/00

10 Solmar Development Corp. Page 5 additional north-south collector road (Road ) approximately 800 m in length is provided connecting to Erinville Drive-0 th Line Extension from the north and Dundas Street East from the south. The road serves the residential lands to the east and west quadrants and provides easy access to a central traffic square. To incorporate a planted centre median, a 6m right-of-way has been proposed for this road. Under Phase, primary external connection to and from the subject lands will be provided via 0 th Line extension and a local road (Road B) connecting to Sideroad 5. Road B is approximately 85 m in length and terminates as a T-intersection and connects to the internal east-west local road network Section 8.0 further discusses in detail the proposed road network including turning lanes and traffic control..0 EXISTING TRFFIC CONDITIONS. EXISTING ROD NETWORK The subject lands are generally bounded by Road to the north, Dundas Street East to the south, Winston Churchill Boulevard to the east, and Erin Park Drive and farmland to the west. The roadways within the study area are within the jurisdiction of the Town of Erin, County and Peel Region. Table. summarizes the municipal and regional road system within the study area. Figure. illustrates the existing road network and lane configuration within the study area. Road Jurisdiction Classification OP Right-of-Way No. of Existing Lanes* Winston Churchill Boulevard (Regional Road 5) Peel Regional Road 0 m Road (Main Street) County Road 0 m 9 th Line Erin Local Road 0 m 0 th Line Erin Local Road 0 m Dundas Street East Erin Local Road 0 m Sideroad 5 Erin Local Road 0 m Erinville Drive Erin Local Road 0 m Shamrock Road Erin Local Road 0 m Erin Park Drive Erin Local Road 0 m *Number of existing lanes includes two-way traffic Source: Town of Erin Official Plan Schedule C Road Plan Table.: Existing Road Classification Winston Churchill Boulevard (Regional Road 5) is a northbound-southbound regional road. North of Road 5, it is under the jurisdiction of the Region of Peel and has a posted speed limit of 70 km/h. South of Road 5, Winston Churchill Boulevard is skewed to the east and becomes Highway 9 and is under the jurisdiction of the County of. Within the vicinity of the study area it provides a rural cross-section with one-lane in each direction. Road (Main Street) is an eastbound-westbound/northbound-southbound county road under the jurisdiction of the County of. To the east it terminates at Winston Churchill Boulevard where it becomes Charleston Side Road (Highway ) and to the west provides connection to the City of Guelph. From Winston Churchill Boulevard to just east of Erin Park Drive, it has a posted Solmar Erin Transportation Study, October 0 9/00

11 Solmar Development Corp. Page 6 speed limit of 80 km/h. From west of Erin Park Drive to Erinvllle Drive, it has a posted speed limit of 0 km/h. From Erinvllle Drive to Road 5, it has a posted speed limit of 0 km/h. Road 5 is an eastbound-westbound county road under the jurisdiction of the County of. To the east it terminates at Winston Churchill Boulevard where it becomes Bush Street (Highway ) and to the west it terminates at Road 5/9 th Line. It provides a rural crosssection with one-lane in each direction and has a posted speed limit of 50 km/h. 9 th Line is a northbound-southbound local road under the jurisdiction of the Town of Erin. It is a continuation of Road 5 south of Road 5. It provides a rural cross-section with one-lane in each direction and has a posted speed limit of 50 km/h. 0 th Line is a northbound-southbound local road under the jurisdiction of the Town of Erin. This road originates in the south just north of Georgetown and provides a connection to Dundas Street East where it terminates. It then remerges to the north from Road northwards. Within the study area 0 th Line has a posted speed limit of 0km/h. Dundas Street East is an eastbound-westbound local road under the jurisdiction of the Town of Erin. This road formally begins in the east at 0 th line and continues west until 8 th Line where it terminates. It has an urban cross-section with one-lane in each direction and has a posted speed limit of 0km/h. Sideroad 5 is an eastbound-westbound local road under the jurisdiction of the Town of Erin. It is a continuation of Dundas Street East to the east of 0 th Line. This road then terminates at Winston Churchill Boulevard. It provides a rural cross-section with one-lane in each direction and has a posted speed limit of 50km/h. Erinville Drive is an eastbound-westbound local road under the jurisdiction of the Town of Erin. To the east it currently originates at Erin Park Drive and terminates in the west at Main St ( Road ). It provides a rural cross-section with one-lane in each direction with no posted speed limit. Shamrock Road is a northbound-southbound local road under the jurisdiction of the Town of Erin. This road provides a connection for Sideroad 7 and Main St ( Road ). It provides a rural cross-section with one-lane in each direction with no posted speed limit. Erin Park Drive is a northbound-southbound local road under the jurisdiction of the Town of Erin. It currently begins just south of Erinville Drive and terminates at Road to the north. It provides a rural cross-section with one-lane in each direction with no posted speed limit. Solmar Erin Transportation Study, October 0 9/00

12 LEGEND Signalized Intersection NOT TO SCLE Stop Control

13 Solmar Development Corp. Page 8. DT COLLECTION The existing weekday a.m. and p.m. peak traffic volumes were collected from turning movement counts conducted by LE. Turning movement counts were performed at signalized and unsignalized intersections on Tuesday, July st, 0 and Wednesday, ugust st, 0 between the hours of 7:00 a.m. to 9:00 a.m. and :00 p.m. to 6:00 p.m. These times were chosen as they captured the typical peak hours for the study area. Peak hours used in this study were identified to be between 7:0 a.m. to 8:0 a.m. during the weekday a.m. peak period and :5 p.m. to 5:5 p.m. during the weekday p.m. peak period. Table. summarizes the survey dates and source for analysis utilized in this Study. Turning Movement Counts Location Date Source Signalized Intersections Road (Main Street)/Shamrock Road Tuesday, July, 0 Road (Main Street)/Dundas Street East Wednesday, ugust, 0 LE Road (Main Street)/ Road 5 Tuesday, July, 0 Unsignalized Intersections Road /Winston Churchill Boulevard (RR 5) Road /0 th Line Road / Erin Park Drive Road (Main Street)/Shamrock Road Road (Main Street)/Erinville Drive Tuesday, July, 0 Road 5/9 th Line Road 5/0 th Line Road 5-Bush Street/Winston Churchill Boulevard (Hwy 9) Winston Churchill Boulevard (RR 5)/Sideroad 5 Dundas Street East-Sideroad 5/0 th Line Erinville Drive/Erin Park Drive Wednesday, ugust, 0 LE Table.: Inventory of Existing Traffic Data seasonal adjustment factor was applied to the existing traffic volume counts conducted by LE in order to account for reductions in the summer peak traffic volume. The adjustment factor was derived from the Ministry of Transportation 008 Seasonal Variation Curves. Given the location of the proposed community within a suburban surrounding, a seasonal variation rate of. was applied to the traffic volume within the study area and is based on the classification of Suburban Commuters curve. Figure. and. illustrate the existing traffic volume with the seasonal adjustment factor for the weekday a.m. and p.m. peak hour, respectively. Ministry of Transportation Provincial Highway Traffic Volumes , 008 Seasonal Variation Curves. Seasonal djustment Rate Suburban Commuter Solmar Erin Transportation Study, October 0 9/00

14 5 Road th Line Road Road Shamrock Road Erin Park Drive Road (Main Street) Erinville Drive PHSE PHSE 89 (Regional Road 5) Dundas Street 57East Sideroad Dundas Street West Road th Line (Regional Road 5) Road th Line 68 Road Road Proposed Residential, Commerical, Employment Development at Solmar Erin, County 0 0 th Line Winston Churchill Blvd (Hwy 9) Bush Street FIGURE:. EXISTING BLNCED TRFFIC VOLUME - (Phase - Year 0) Weekday M Peak Hour F:\9\Traffic\Turn\[9_TMD_0-0-0.xls]V_EX-FB -Oct- Column 8

15 9 Road th Line 8 55 Road Road Shamrock Road Erin Park Drive Road (Main Street) Erinville Drive PHSE PHSE (Regional Road 5) Dundas Street 57East Sideroad Dundas Street West Road th Line (Regional Road 5) Road th Line 6 Road Road Proposed Residential, Commerical, Employment Development at Solmar Erin, County 0 th Line Winston Churchill Blvd (Hwy 9) Bush Street FIGURE:. EXISTING BLNCED TRFFIC VOLUME - (Phase - Year 0) Weekday PM Peak Hour F:\9\Traffic\Turn\[9_TMD_0-0-0.xls]V_EX-FB -Oct- Column 9

16 Solmar Development Corp. Page. EXISTING CPCITY NLYSIS Level of service analysis for signalized intersections was undertaken using Synchro Version 8 software, Build 80, which applies both signalized and unsignalized capacity analysis methodology and inputs outlined in the Region of Peel Guidelines for Using Synchro Version The Peak Hour Factor (PHF) was calculated for each intersection based on the observed traffic volumes. The guidelines indentify movements of interest at signalized intersections as those through movements which are operating with a volume to capacity (V/C) ratio of 0.90 or above and exceeding.00 for exclusive turning movements and individual movements which exceeds the available queue storage length. The breakdown of the observed peak hour traffic volumes is provided in ppendix. Existing signal timing information for the signalized intersections of: Road /Shamrock Road, Road /Dundas Street East and Road / Road 5 were obtained through site observations of the existing traffic control signals. Table. and.5 summarizes the levels of service at the signalized and unsignalized intersections under existing traffic conditions, respectively. The detailed output summaries are provided in ppendix B. Intersection Rd. / Shamrock Rd. Rd. / Dundas Street East Rd. / Rd. 5 Delay (s) *Weekday M Peak Hour LOS Movement V/C Delay (s) LOS 50 th Queue (m) 95 th Queue (m) Delay (s) *Weekday PM Peak Hour LOS Movement V/C Delay (s) LOS 50 th Queue (m). B B B B th Queue (m) * Movements of interest were defined as movements operating at a v/c ratio over 0.90 for through/shared through lanes or.0 or greater for exclusive turn lanes Table.: Existing Traffic Levels of Service Signalized Intersections Under existing traffic conditions, the signalized intersection of Road /Shamrock Road, Road /Dundas Street East and Road / Road 5 are operating at good levels of service B or better during the weekday a.m. and p.m. peak hour. The aforementioned movements are operating with residual capacity and minimal delay time. Further, all unsignalized intersections within the study area are operating at levels of service C or better during the weekday a.m. and p.m. peak hour. 5 Regional Guidelines for Using Synchro Version 7.7 Rev 8, Region of Peel, December 00 Solmar Erin Transportation Study, October 0 9/00

17 Solmar Development Corp. Page Intersection Rd. / Winston Churchill Blvd. Movement EBL WBL NBLTR SBLTR *Volume Weekday M Peak Hour Capacity Delay (s) LOS B C 95 th Queue (m) *Volume Weekday PM Peak Hour Capacity 9 8 Delay (s) LOS C C 95 th Queue (m) Rd. / 0 th Line EBL SBLR B Rd. / Erin Park Drive WBL NBLR B B Rd. / Erinville Drive WBLR SBL B C Rd. 5/ 9 th Line Rd. 5/ 0 th Line Rd. 5/ Winston Churchill Blvd. Winston Churchill Blvd./ Sideroad 5 Dundas Street East/ 0 th Line Erinville Drive/ Erin Park Drive WBLR NBR SBL EBL WBL NBLTR SBLTR EBL SBLR EBLR NBL EBR WBL NBLTR SBR EBLR NBR B B B B B Highway 9/ Bush St. (WR5) WBL NBLR B *Volume - natural flow volume calculated based on PHF Table.5: Existing Traffic Levels of Service Unsignalized Intersections.0 FUTURE BCKGROUND TRFFIC CONDITIONS The following sections outline the assumptions for the future background traffic conditions. The future background condition accounts for existing traffic plus growth in traffic related to new developments within the immediate area and general traffic growth as a result of developments in the broader region. Future background traffic for the Interim Phase is based on a 0-year horizon to year 0 and the Full Buildout Phase and is based on a 0-year horizon to year 0.. CORRIDOR TRFFIC GROWTH RTE To determine the general corridor growth rate along the adjacent Regional/County road network, historical nnual verage Daily Traffic (DT) count data was reviewed. Specifically traffic volumes along Winston Churchill Boulevard at.6 km north of Bush Street and.5 km north of Highway were Solmar Erin Transportation Study, October 0 9/00

18 Solmar Development Corp. Page reviewed. DT volumes along Winston Churchill Boulevard indicate an average traffic growth of 0% over the last 0-years. Considering the growth over the last 0 years, a corridor growth rate of % per/annum has been applied to existing through traffic volume along Winston Churchill Boulevard, Road and Road 5. The detailed corridor traffic growth rate review is provided in ppendix C. To determine the traffic growth along local roads, the County Official Plan was reviewed. The OP indicates that during the year 0 employment rate for the Town of Erin was,590 employees and is projected to increase to 5,60 employees by the year 0, this correlates to a growth rate of approximately % over a 0-year horizon. To be conservative, a corridor growth rate of % per/annum has been applied to the existing through traffic volume along Dundas Street East, Sideroad 5 and Shamrock Road.. DJCENT DEVELOPMENT SITE TRFFIC review of the adjacent area suggest that no additional background development projects are planned, approved or under construction within the study horizon years at the time of writing this report. s such, no site specific background development traffic has been taken into consideration.. PLNNED TRNSPORTTION IMPROVEMENTS In consultation of County Staff, no planned transportation improvements are expected to be implemented in advance of the planning horizon years. That being said, according to the County of Development Charge Background Study 6, traffic projections along Road are expected to approach the need for widening between the City of Guelph and the Town of Erin. Within the Town of Erin between Road 5 and Road, the provision of providing either two passing lanes, or a truck by-pass, was also identified as a means to help accommodate projected traffic growth. The validation of this alternative solution would require the completion of an Environmental ssessment. s such, it is assumed that no future transportation improvements are expected within the identified planning horizons. Detailed background traffic assumption, calculation and figures can be found in ppendix C. 6 County of Development Charge Background Study, Watson & ssociates Economists Ltd., pril, 0 Solmar Erin Transportation Study, October 0 9/00

19 Solmar Development Corp. Page 5.0 SITE TRFFIC TRIP GENERTION, TRIP DISTRIBUTION ND TRIP SSIGNMENT The following sections outline the trip generation projection based on the Institute of Transportation Engineer s (ITE) Trip Generation Manual 8 th Edition. Trip distribution and trip assignment is based on the Transportation Tomorrow Survey (TTS) 006 survey data. 5. TRIP GENERTION Phase of the development will provide a total of approximately 805 residential units (including 00 units of senior housing), 7,6 sq. m. (8,90 sq. ft.) of commercial uses, 59,90 sq. m. (65,89 sq. ft.) of employment uses and 5 sq. m. (5,50 sq. ft.) of place of worship land use. While Phase Year 0 of the development will provide an additional 5 residential units,,95 sq. m. (, sq. ft.) of commercial uses and a secondary school that is expected to accommodate approximately,000 students. The full buildout of the development will provide a total of,0 residential units. In consultation with County Staff, trip generation rates were based on the Institute of Transportation Engineer s (ITE) Trip Generation Manual 8 th Edition. The following provides details of the trip generation projection. Phase Year 0 s previously noted, under Phase of the development, 805 residential units including, 5 detached units, 5 semi-detached units, 98 units of medium density housing and 00 senior housing units are proposed along side 7,6 sq. m. (8,90 sq. ft.) of commercial uses, 59,90 sq. m. (65,89 sq. ft.) of employment uses and 5 sq. m. (5,50 sq. ft.) place of worship. The trip generation rate selected for the proposed detached residential units was derived from ITE Land Use Code 0 Single-Family Detached; Land Use Code 0 Residential Condominium/Townhouse for the semi-detached and medium detached units; Land Use Code 5 Senior dult Housing ttached for the senior housing units; Land Use Code 80 Shopping Centre for the commercial use; Land Use Code 0 Industrial Park for the employment use and Land Use Code 560 Church for the place of worship land. Given the mixed use nature and size of the development, it would be expected that some trips generated by the development will also be destined for the development (i.e. internal to the development). For Phase, this is particularly evident for home-to-work trips. To forecast the proportion of residential trips generated by the proposed development that would be destined for the employment uses within the development, survey data was extracted from the Transportation Tomorrow Survey TTS (006) and Statistics Canada s 0 Census. Particularly, it considered the number of home-based work trips that are currently originating and destined for Erin (57 trips) as a proportion of the current labour force living in Erin (6,680 people). The existing proportion of locally generated home-based work trips (8%) was then applied to the proposed development. The number of internal captured trips was calculated based on the methodology outlined in the ITE Trip Generation Handbook nd Edition. However, rather than reducing the forecasted volume for the residential and employment uses respectively, the trips were assigned through the local road network of the proposed development. It is anticipated that the commercial uses will attract motorist travelling along Road. s such, pass-by traffic is used to account for vehicular traffic attracted to the proposed development as an intermediate stop without a route diversion from their original course of travel. These trips are added to Solmar Erin Transportation Study, October 0 9/00

20 Solmar Development Corp. Page 5 the volume of traffic turning into the site but are subtracted from those trips simply passing by. Based on ITE Trip Generation Handbook nd Edition, Pass-by traffic percentage of 0% and % were applied to the commercial component during the weekday a.m. and p.m. peak hour, respectively. Table 5. summarizes the trip generation projection for Phase of the development. Land Use Weekday M Peak Hour Weekday PM Peak Hour In Out Total In Out Total Commercial LU Employment LU Residential - Detached LU Residential - Semi-Detached LU Residential - Medium Density LU Sub-Total - Residential Place of Worship LU Senior Housing LU Total Gross Trips Internal Capture (Res. to Emp.) Total External Trips Commercial Pass-By (0% M; % PM) Total Primary Trips Table 5.: Site Traffic Trip Generation, Interim Phase Year 0 Phase of the development will generate a total of 87 and,9 two-way external trips during the weekday a.m. and p.m. peak hour, respectively. Taking into account pass-by traffic the subject site will generate 87 and,0 two-way primary trips during the weekday a.m. and p.m. peak hour, respectively. Full Buildout Phase and - Year 0 The full buildout of the development is anticipated to occur within a 0-year horizon (to 0). The remaining 5% of the residential land, % of the commercial land along with 00% of the school lands will be developed. The trip generation rate selected for the proposed detached residential unit was derived from ITE Land Use Code 0 Single-Family Detached; Land Use Code 0 Residential Condominium/Townhouse for the semi-detached and medium detached units; Land Use Code 80 Shopping Centre for the commercial land and Land Use Code 50 High School for the school land use. s was the case during for traffic forecast for Phase, it is expected that some trips generated by the Phase of the development will also be destined for the development. For Phase, in addition to homebased work trips, this is expected to include home-based school trips. The forecasting of the home-based work trips was conducted using the same methodology outlined for Phase. However, to forecast the number of home-based school trips within the development, additional survey data was extracted from the Transportation Tomorrow Survey TTS (006) and Statistics Canada s 0 Census. Particularly, it considered the number of home-based school trips (8% of total home-based trips, refer to ppendix D) that are currently originating and destined for Erin as a proportion of the secondary school aged children in Erin (% of school-aged children). The existing proportion of locally generated home-based secondary school trips (6%) was then applied to the proposed development. Similarly to Phase, the number of internal captured trips was calculated based on the methodology outlined in the ITE Trip Solmar Erin Transportation Study, October 0 9/00

21 Solmar Development Corp. Page 6 Generation Handbook nd Edition, but the trips were assigned through the local road network of the proposed development, instead of reducing the forecasted trip volume. Pass-by traffic percentage of 0% and % were also applied to the commercial component during the weekday a.m. and p.m. peak hour, respectively. The full buildout of the development will generate a total of,5 and,6 two-way external trips during the weekday a.m. and p.m. peak hour, respectively. Taking into account pass-by traffic the subject site will generate,5 and,9 two-way primary trips during the weekday a.m. and p.m. peak hour, respectively. Table 5. summarizes the trip generation projection for full buildout of the development and includes Phase and Phase. Land Use Weekday M Peak Hour Weekday PM Peak Hour In Out Total In Out Total Commercial LU Employment LU Residential - Detached LU Residential - Semi-Detached LU Residential - Medium Density LU Sub-Total - Residential Place of Worship LU Senior Housing LU School LU Total Gross Trips Internal Capture (Res. to Emp.) Internal Capture (Res. to School.) Total External Trips Commercial Pass-By (0% M; % PM) Total Primary Trips Table 5.: Site Traffic Trip Generation, Full Buildout Phase and Year 0 5. TRIP DISTRIBUTION ND TRIP SSIGNMENT The general inbound and outbound trip distribution for the proposed development was derived from Transportation Tomorrow Survey (TTS) 006 survey data. Trip assignments for the proposed development were derived based on the distribution, observation of existing travel patterns, logical routing for vehicles to and from the subject lands and traffic turning prohibitions within the study area. The general inbound/outbound trip distribution for the weekday a.m. and p.m. trip distribution is summarized in Table 5.. The detailed trip distribution data is provided in ppendix D. Solmar Erin Transportation Study, October 0 9/00

22 Solmar Development Corp. Page 7 Direction (To/From) North East South Inbound / Outbound Trip Distribution Via Employment Residential Place of Wors hip Commercial School M PM M PM M PM M PM M PM Road % 8% % 8% 5% 0% 5% 0% % 8% Winston Churchill Boulevard % 7% % 7% 5% 0% 5% 0% % 7% Sub-Total 5% 5% 5% 5% 0% 0% 0% 0% 5% 5% Road (East) % 9% % 9% % 9% % 9% % 9% Bush Street 5% % 5% % 5% % 5% % 5% % Welling Road (West) / Hwy 0 % 7% % 7% % 7% % 7% % 7% Sub-Total 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Road (West) to Erinville Drive 5% 6% 5% 6% % % % % 5% 6% Road (West) to Dundas Street East 5% 9% 5% 9% % 7% % 7% 5% 9% Sub-Total 0% 5% 0% 5% 5% 0% 5% 0% 0% 5% Road (West) to Erinville Drive 7% % 7% % 7% % 7% % 7% % Road (West) to Dundas Street East 9% % 9% % 9% % 9% % 9% % We st Shamrock Road to Road to 0 th Line (North) 9% % 9% % 9% % 9% % 9% % Sub-Total 5% 0% 5% 0% 5% 0% 5% 0% 5% 0% TOTL Total 00% 00% 00% 00% 00% 00% 00% 00% 00% 00% Table 5.: Site Traffic Trip Distribution Figure 5.- and 5.-B illustrates the Phase Year 0 total external and internal road network site traffic generated by the proposed development during the weekday a.m. peak hour, respectively. Figure 5.- and 5.-B illustrates the Phase Year 0 total external and internal road network site traffic generated by the proposed development during the weekday p.m. peak hour, respectively. Figure 5.- and 5.-B illustrates the Phase Year 0 total external and internal road network site traffic generated by the proposed development during the weekday a.m. peak hour, respectively. Figure 5.- and 5.-B illustrates the Phase Year 0 total external and internal road network site traffic generated by the proposed development during the weekday p.m. peak hour, respectively. The detailed trip generation figures are provided in ppendix D. Solmar Erin Transportation Study, October 0 9/00

23 Road ## Road 0 th Line Road Shamrock Road Erin Park Drive Road (Main Street) Erinville Drive PHSE PHSE (Regional Road 5) Road '' Road 'B' Dundas Street West Dundas Street East Sideroad 5 Road Road th Line 6 Road Road Proposed Residential, Commerical, Employment Development at Solmar Erin, County FIGURE: 5.- SITE TRFFIC VOLUME - TOTL (Interim Phase - Year 0) External Road Network Weekday M Peak Hour 0 th Line 0 th Line 0 0 (Regional Road 5) Winston Churchill Blvd (Hwy 9) Bush Street F:\9\Traffic\Turn\[9_TMD_0-0-0.xls]V_FT-P -Oct- Column 58

24 0 th Line 0 5 Road Erinv Park Drive PHSE 78 Erinville Drive Road 'C' Road 'D' 09 PHSE Road '' 09 PHSE Road 'E' PHSE Dundas Street East Sideroad PHSE 0 th Line Road 'B' Proposed Residential, Commerical, Employment Development at Solmar Erin, County FIGURE: 5.-B SITE TRFFIC VOLUME - TOTL (Interim Phase - Year 0) Internal Road Network Weekday M Peak Hour F:\9\Traffic\Turn\[9_TMD_0-0-0.xls]V_Site-P -Oct- Column 58

25 Road Erinville Drive Dundas Street East Sideroad Road Road Shamrock Road Road (Main Street) Erin Park Drive 0 th Line PHSE PHSE (Regional Road 5) Road '' Road 'B' Dundas Street West Road Road Road 5 97 Road th Line Proposed Residential, Commerical, Employment Development at Solmar Erin, County FIGURE: 5.- SITE TRFFIC VOLUME - TOTL (Interim Phase - Year 0) External Road Network Weekday PM Peak Hour F:\9\Traffic\Turn\[9_TMD_0-0-0.xls]V_FT-P -Oct- Column 59 0 th Line 0 th Line 7 (Regional Road 5) 7 8 Winston Churchill Blvd (Hwy 9) Bush Street

26 0 th Line Road Erinv Park Drive PHSE 7 Erinville Drive Road 'C' Road 'D' PHSE Road '' PHSE Road 'E' PHSE Dundas Street East Sideroad PHSE 0 th Line Road 'B' Proposed Residential, Commerical, Employment Development at Solmar Erin, County FIGURE: 5.-B SITE TRFFIC VOLUME - TOTL (Interim Phase - Year 0) Internal Road Network Weekday PM Peak Hour F:\9\Traffic\Turn\[9_TMD_0-0-0.xls]V_Site-P -Oct- Column 59

27 Road Dundas Street East 6 Sideroad Road 0 th Line Road Shamrock Road Erin Park Drive Erinville Drive Road (Main Street) PHSE PHSE (Regional Road 5) Road '' Road 'B' Dundas Street West Road Road th Line 0 0 (Regional Road 5) 9 th Line 6 Road Road Proposed Residential, Commerical, Employment Development at Solmar Erin, County 0 th Line 0 0 Winston Churchill Blvd (Hwy 9) Bush Street FIGURE: 5.- SITE TRFFIC VOLUME - TOTL (Full Buildout Phase & - Year 0) External Road Network Weekday M Peak Hour F:\9\Traffic\Turn\[9_TMD_0-0-0.xls]V_FT-P -Oct-

28 0 th Line Road Erinv Park Drive PHSE 78 Erinville Drive Road 'C' Road 'D' PHSE Road '' PHSE Road 'E' PHSE Dundas Street East Sideroad PHSE 0 th Line Road 'B' Proposed Residential, Commerical, Employment Development at Solmar Erin, County FIGURE: 5.-B SITE TRFFIC VOLUME - TOTL (Full Buildout Phase & - Year 0) Internal Road Network Weekday M Peak Hour F:\9\Traffic\Turn\[9_TMD_0-0-0.xls]V_Site-P -Oct- Column

29 8 Road Erinville Drive Dundas Street East Sideroad Road 0 th Line Road Shamrock Road Road (Main Street) Erin Park Drive PHSE PHSE (Regional Road 5) Road '' Road 'B' Dundas Street West Road Road th Line 9 (Regional Road 5) th Line 8 Road Road Bush Street Proposed Residential, Commerical, Employment Development at Solmar Erin, County 0 th Line 9 7 Winston Churchill Blvd (Hwy 9) FIGURE: 5.- SITE TRFFIC VOLUME - TOTL (Full Buildout Phase & - Year 0) External Road Network Weekday PM Peak Hour F:\9\Traffic\Turn\[9_TMD_0-0-0.xls]V_FT-P -Oct- 5

30 0 th Line Road Erinv Park Drive PHSE 7 Erinville Drive Road 'C' Road 'D' PHSE Road '' PHSE Road 'E' PHSE Dundas Street East Sideroad PHSE 0 th Line Road 'B' Proposed Residential, Commerical, Employment Development at Solmar Erin, County FIGURE: 5.-B SITE TRFFIC VOLUME - TOTL (Full Buildout Phase & - Year 0) Internal Road Network Weekday PM Peak Hour F:\9\Traffic\Turn\[9_TMD_0-0-0.xls]V_Site-P -Oct- Column 5

31 Solmar Development Corp. Page FUTURE TOTL TRFFIC SSESSMENT Future total traffic volume was determined by adding site generated traffic volume to the future background traffic volume. Traffic analysis of the future total traffic condition remains consistent with the methods described under the existing traffic conditions. Interim Phase Year 0 The Interim Phase future total external and internal road network traffic volume during the weekday a.m. peak hour are illustrated in Figure 6.- and 6.-B, respectively. The future total external and internal road network traffic volume during the weekday p.m. peak hour are illustrated in Figure 6.- and 6.-B, respectively. Future total traffic capacity analysis of the signalized and unsignalized intersections are summarized in Table 6. and 6., respectively. Detailed output summaries can be found in ppendix E. Intersection Rd. / Shamrock Rd. Rd. / Dundas Street East Rd. / Rd. 5 Delay (s) *Weekday M Peak Hour LOS Movement V/C Delay (s) LOS 50 th Queue (m) 95 th Queue (m) Delay (s) *Weekday PM Peak Hour LOS Movement V/C Delay (s) LOS 50 th Queue (m) 5.8 B B B th Queue (m) 7.7 C EBL E F EBL.6 >50 F * Movements of interest were defined as movements operating at a v/c ratio over 0.90 for through/shared through lanes or.0 or greater for exclusive turn lanes Table 6.: Future Total Traffic Levels of Service Signalized Intersections (Interim Phase Year 0) Under future total conditions, the eastbound left-turn movement at the signalized intersection of Road / Road 5 will operate near capacity during the weekday a.m. peak hour, and over capacity during the weekday p.m. peak hour. This is attributed to heavy site traffic volume from the east (i.e. via eastbound Road ) and south directions (i.e. via northbound Road, Road 5, etc. to eastbound Road ). The southbound shared left-turn/through/right-turn movement at the unsignalized intersection of Road /Winston Churchill Boulevard will operate near capacity during the weekday a.m. peak hour. While during the weekday p.m. peak hour, the northbound shared left-turn/through/right-turn movement will operate with noticeable delays (opposite to the weekday a.m. peak hour), as this traffic is returning to its original destination. It is noted that, the northbound and southbound directions currently provide one lane in each direction and are under stop-control with free flow movement in eastbound and westbound directions. s such, heavy traffic volume travelling along Road limits the available gaps for the southbound turning and through traffic. During the weekday p.m. peak hour the westbound shared left-turn/right-turn movement at the intersection of Road /Erinville Drive will operate over capacity and experience noticeable delays. Currently the aforementioned movement is assessed as the existing unsignalized intersection. s such, the increase in traffic due to site traffic volume further constrains the operation as it is under stopcontrol with free flow movement in the northbound and southbound directions. Solmar Erin Transportation Study, October 0 9/00

32 Solmar Development Corp. Page 7 Intersection Rd. / Winston Churchill Blvd. Rd. / 0 th Line Movement EBL WBL NBLTR SBLTR EBL WBR NBL NBTR SBLR Volume Weekday M Peak Hour Capacity Delay (s) LOS D F C B C 95 th Queue (m) Volume Weekday PM Peak Hour Capacity Delay (s) LOS F D E B B 95 th Queue (m) Rd. / Erin Park Drive WBL NBLR B B 0..6 Rd. / Erinville Drive Rd. 5/ 9 th Line Rd. 5/ 0 th Line Rd. 5/ Winston Churchill Blvd. Winston Churchill Blvd./ Sideroad 5 Dundas Street East/ 0 th Line Winston Churchill Blvd./ Bush St. (WR5) Dundas Street East/ Road Erinville Drive/ Erin Park Drive Erinville Drive/ Road C Erinville Drive/Road Road /Road D 0 th Line/ Road D WBLR SBLT WBLR NBTR SBLT EBL WBL NBLTR SBLTR EBLT SBLR EBLR NBLT EBLTR WBLTR NBLTR SBLTR WBLT NBLR EBLT SBLR EBLTR WBLTR SBLTR D B B B B B B B NBLR B B.6 EBLTR WBLTR NBL NBTR SBL SBTR WBLTR SBLTR WBLT NBLR B B C F - B B B B B B B B C C B Road /Road E NBLR th Line/Road E EBLTR NBLTR Table 6.: Future Total Traffic Levels of Service Unsignalized Intersections (Interim Phase Year 0) Solmar Erin Transportation Study, October 0 9/00

33 Solmar Development Corp. Page 8 Recommended Improvements To accommodate the increase of traffic due to site traffic volume, the signal timing plan at the signalized intersection of Road / Road 5 was optimized during the weekday a.m. and p.m. peak hour. It is noted that the existing 78-seconds cycle length has been maintained, while the green time has been split between the north-south and east-west phase. Traffic control signals are proposed at the intersection of Road /Winston Churchill Boulevard as traffic signal justification has been met. The detailed traffic warrant analysis is provided in Section 7.0. Further, traffic control signals have also been proposed at the existing unsignalized intersection of Road /Erinville Drive. It is noted that traffic signal justification has not been met for the aforementioned intersection under the interim scenario but it would be met under the full buildout scenario. Prior to recommendation of traffic control signals, an assessment of the aforementioned intersection with separate westbound left-turn and right-turn lanes, but without a traffic signal was reviewed. The analysis indicated that capacity constraints will still be experienced, particularly during the weekday p.m. peak hour. s such, the traffic signals have been recommended as they address the identified capacity constraints and are warranted under the full buildout scenario. The recommended improvements are summarized in Table 6.- and 6.-B below. Detailed output summaries can be found in ppendix E. Table 6. summarizes the capacity analysis results with the recommended signal improvements and optimization. Intersection Rd. / Rd. 5 Rd. / Winston Churchill Blvd. Rd. / Erinville Drive Signal Timing Plan Scenario Weekday M Peak Hour Weekday PM Peak Hour N-S E-W Total N-S E-W Total Existing Interim Existing Unsignalized Unsignalized Interim Existing Unsignalized Unsignalized Interim Table 6.-: Recommended Improvements (Interim Phase Year 0) Solmar Erin Transportation Study, October 0 9/00

34 Solmar Development Corp. Page 9 Intersection Scenario Recommended Intersection Configuration Existing Road / Erinville Drive Interim Existing Dundas Street East/ Road Interim Existing Erinville Drive/ Erin Park Drive Interim Existing Does not exist Erinville Drive/ Road C Interim Existing intersection approach (paved) Existing intersection approach (unpaved) Proposed intersection approach Existing turning movement Proposed turning movement Table 6.-B: Recommended Improvements (Interim Phase Year 0) Proposed Signalized Intersection Existing Stop Control Proposed Stop Control Solmar Erin Transportation Study, October 0 9/00

35 Solmar Development Corp. Page 0 Intersection Scenario Recommended Intersection Configuration Existing Does not exist Erinville Drive/ Road Interim Existing Does not exist Road D/ Road Interim Existing Rd. /0 th Line Interim Existing Dundas Street East/ 0 th Line Interim Existing intersection approach (paved) Existing intersection approach (unpaved) Proposed intersection approach Existing turning movement Proposed turning movement Proposed Signalized Intersection Existing Stop Control Proposed Stop Control Table 6.-B (Continued): Recommended Improvements (Interim Phase Year 0) Solmar Erin Transportation Study, October 0 9/00

36 Solmar Development Corp. Page Intersection Scenario Recommended Intersection Configuration Existing Does not exist 0 th Line/ Road D Interim Existing Does not exist Road / Road E Interim Existing Does not exist 0 th Line/ Road E Interim Existing intersection approach (paved) Existing intersection approach (unpaved) Proposed intersection approach Existing turning movement Proposed turning movement Proposed Signalized Intersection Existing Stop Control Proposed Stop Control Table 6.-B (Continued): Recommended Improvements (Interim Phase Year 0) Intersection Rd. / Rd. 5 Rd. / Winston Churchill Blvd. Rd. / Erinville Drive Delay (s) *Weekday M Peak Hour LOS Movement V/C Delay (s) LOS 50 th Queue (m) 95 th Queue (m) Delay (s) *Weekday PM Peak Hour LOS Movement V/C Delay (s) LOS 50 th Queue (m) 0.9 B B B B C * Movements of interest were defined as movements operating at a v/c ratio over 0.90 for through/shared through lanes or.0 or greater for exclusive turn lanes Table 6.: Future Total Traffic Levels of Service Optimized Signalized Intersections (Interim Phase Year 0) With optimization of the signal timing planning, the intersection of Road / Road 5 will continue to operate at good levels of service during the weekday a.m. and p.m. peak hour. In particular, the eastbound left-turn movement will operate with residual capacity and minimal delays. The intersection of Road /Erinville Drive will also continue to operate with good levels of service and residual capacity due to the implementation of the traffic control signals. Delays are significantly reduced at the aforementioned intersection. Overall the proposed lane configuration and signal timing plans are sufficient to accommodate the increase in site traffic volume. 95 th Queue (m) Solmar Erin Transportation Study, October 0 9/00

37 Solmar Development Corp. Page Full Buildout Phase and Year 0 The Full Buildout Phase and future total external and internal road network traffic volume during the weekday a.m. peak hour is illustrated in Figure 6.- and 6.-B, respectively. The future total external and internal road network traffic volume during the weekday p.m. peak hour is illustrated in Figure 6.- and 6.-B, respectively. Future total traffic capacity analysis of the signalized and unsignalized intersections is summarized in Table 6.5 and 6.6, respectively. Detailed output summaries can be found in ppendix E. Intersection Rd. / Winston Churchill Blvd Rd. / Shamrock Rd. Delay (s) *Weekday M Peak Hour LOS Movement V/C Delay (s) LOS 50 th Queue (m) 95 th Queue (m) Delay (s) *Weekday PM Peak Hour LOS Movement V/C Delay (s) LOS 50 th Queue (m) 95 th Queue (m) 5. B C EBLTR C B B Rd. / Dundas Street East.8 B E NBTR SBTL F C Rd. / Rd. 5 Rd. / Erinville Drive.5 C D EBL E B B * Movements of interest were defined as movements operating at a v/c ratio over 0.90 for through/shared through lanes or.0 or greater for exclusive turn lanes Table 6.5: Future Total Traffic Levels of Service Signalized Intersections (Full Buildout Phase and Year 0) Under the full buildout of the development, the signalized intersection of Road /Winston Churchill Boulevard, Road /Shamrock Road and Road /Erinville Drive will continue to operate at acceptable levels of service during the weekday a.m. and p.m. peak hour. The northbound through/right-turn at the intersection of Road /Dundas Street East will operate with capacity constraints and noticeable delays. Further, the eastbound left-turn movement at the intersection of Road / Road 5 will also operate at capacity. The unsignalized capacity analysis indicates that the northbound left-turn movement at the intersection of Road /0 th Line will operate at unsatisfactory levels of service during the weekday a.m. and p.m. peak hour. In particular, the expected traffic demand is forecasted to exceed the available capacity and result in significant delays during the weekday p.m. peak hour. The southbound and northbound left-turn movements at the intersection of Erinville Drive/Road will operate at unsatisfactory levels of service during the weekday p.m. peak hour. However, the capacity analysis indicates that there is residual capacity to accommodate the site traffic volume. Solmar Erin Transportation Study, October 0 9/00

38 Solmar Development Corp. Page Intersection Rd. / 0 th Line Movement EBLT WBLTR NBL NBTR SBLR Volume Weekday M Peak Hour Capacity Delay (s) LOS F B E 95 th Queue (m) Volume Weekday PM Peak Hour Capacity Delay (s) > LOS F C C 95 th Queue (m) Rd. / Erin Park Drive WBLT NBLR B B 0..8 Rd. 5/ 9 th Line Rd. 5/ 0 th Line WBLR NBTR SBLT EBL WBL NBLTR SBLTR B B B B B Rd. 5/. EBLT SBLR B C 0..5./ Sideroad 5 EBLR NBLT Sideroad 5/ Road B EBLT SBLR Dundas Street East/ 0 th Line./ Bush St. (WR5) EBLTR WBLTR NBLTR SBLTR WBLT NBLR B B B B B C Dundas Street East/ Road Erinville Drive/ Erin Park Drive EBLT SBLR EBLTR WBLTR NBLTR SBLTR B B C C Erinville Drive/ Road C NBLR B C 5.9 Erinville Drive/Road Road /Road D EBLTR WBLTR NBL NBTR SBL SBLTR WBLTR SBLTR D B D B B F B E B th Line/ Road D WBLT NBLR Road /Road E NBLR 8.0 B B th Line/Road E EBLTR NBLTR Table 6.6: Future Total Traffic Levels of Service Unsignalized Intersections (Full Buildout Phase and Year 0) Solmar Erin Transportation Study, October 0 9/00

39 Solmar Development Corp. Page Recommended Improvements To accommodate the increase of traffic due to site traffic volume, the signal timing plan at the signalized intersection of Road / Road 5 and Road /Dundas Street East was optimized during the weekday a.m. and p.m. peak hour. Further, traffic control signals have been proposed at the existing unsignalized intersection of Road /0 th Line. Signal justification has been met for the aforementioned intersection and is detailed further in Section 7.0. The recommended improvements are summarized in Table 6.7 below and detailed output summaries can be found in ppendix E. Table 6.8 summarizes the capacity analysis results of the aforementioned intersections with the recommended signal improvements and optimization. Intersection Rd. / Road 5 Rd. / Dundas Street East Rd. / 0 th Line Scenario *Signal Timing Plan Weekday M Peak Hour Weekday PM Peak Hour N-S E-W Total N-S E-W Total Interim Full Buildout Interim Full Buildout Interim Unsignalized Unsignalized Full Buildout Table 6.7-: Recommended Improvements (Full Buildout Phase and Year 0) Intersection Scenario Road Improvements Sideroad 5/ Road B Interim Full Buildout Existing intersection approach (paved) Proposed intersection approach Existing turning movement Proposed turning movement Proposed Signalized Intersection Existing Stop Control Proposed Stop Control *Signal timing plan based on: cycle length yellow - red Table 6.7-B: Recommended Improvements (Full Buildout Phase and Year 0) Solmar Erin Transportation Study, October 0 9/00

40 Solmar Development Corp. Page 5 Intersection Rd. / Dundas Street East Rd. / 0 th Line Rd. / Rd. 5 Delay (s) *Weekday M Peak Hour LOS Movement V/C Delay (s) LOS 50 th Queue (m) 95 th Queue (m) Delay (s).9 B C *Weekday PM Peak Hour LOS Movement V/C WBLTR NBTR Delay (s) LOS E C 50 th Queue (m)... B B WBLTR C C C th Queue (m) * Movements of interest were defined as movements operating at a v/c ratio over 0.90 for through/shared through lanes or.0 or greater for exclusive turn lanes Table 6.8: Future Total Traffic Levels of Service Optimized Signalized Intersections (Full Buildout Phase and Year 0) With optimization of the signal timing plan, the intersection of Road /Dundas Street East, and Road / Road 5 will continue to operate at good levels of service during the weekday a.m. peak hour. During the weekday p.m. peak hour with increase in site traffic volume, the northbound shared through/right-turn and westbound left-turn/through/right-turn movement at the intersection of Road /Dundas Street East and westbound shared left-turn/through/rightturn movement at the intersection of Road /0 th Line will operate with some delay. However, the aforementioned movements will continue to operate with some residual capacity to accommodate the increase in site traffic volume. Overall the proposed lane configuration and signal timing plans are sufficient to accommodate the increase in site traffic volume. Solmar Erin Transportation Study, October 0 9/00

41 th Line Road Dundas Street East 7 Sideroad Road Road Shamrock Road Erin Park Drive Road (Main Street) Erinville Drive 0 69 PHSE PHSE (Regional Road 5) Road '' Road 'B' Dundas Street West Road Road Proposed Residential, Commerical, Employment Development at Solmar Erin, County FIGURE: 6.- FUTURE TOTL TRFFIC VOLUME - (Interim Phase - Year 0) External Road Network Weekday M Peak Hour F:\9\Traffic\Turn\[9_TMD_0-0-0.xls]V_FT-P -Oct- Column 60 0 th Line 0 0 th Line Road Road Bush Street th Line (Regional Road 5) Winston Churchill Blvd (Hwy 9)

42 8 0 th Line Road Erinv Park Drive PHSE 78 Erinville Drive Road 'C' Road 'D' 09 PHSE Road '' 09 PHSE Road 'E' PHSE Dundas Street East Sideroad PHSE 0 th Line Road 'B' Proposed Residential, Commerical, Employment Development at Solmar Erin, County FIGURE: 6.-B FUTURE TOTL TRFFIC VOLUME - (Interim Phase - Year 0) Internal Road Network Weekday M Peak Hour F:\9\Traffic\Turn\[9_TMD_0-0-0.xls]V_Site-P -Oct- Column 60

43 th Line Road Dundas Street East 9 Sideroad Road Road Shamrock Road Erin Park Drive Road (Main Street) Erinville Drive PHSE PHSE (Regional Road 5) Road '' 0 Road 'B' Dundas Street West Road Road Road Road Bush Street th Line 90 Proposed Residential, Commerical, Employment Development at Solmar Erin, County FIGURE: 6.- FUTURE TOTL TRFFIC VOLUME - (Interim Phase - Year 0) External Road Network Weekday PM Peak Hour F:\9\Traffic\Turn\[9_TMD_0-0-0.xls]V_FT-P -Oct- Column 6 0 th Line 0 th Line (Regional Road 5) 89 0 Winston Churchill Blvd (Hwy 9)

44 0 th Line Road Erinv Park Drive PHSE 7 Erinville Drive Road 'C' Road 'D' PHSE Road '' PHSE Road 'E' PHSE Dundas Street East Sideroad PHSE 0 th Line Road 'B' Proposed Residential, Commerical, Employment Development at Solmar Erin, County FIGURE: 6.-B FUTURE TOTL TRFFIC VOLUME - (Interim Phase - Year 0) Internal Road Network Weekday PM Peak Hour F:\9\Traffic\Turn\[9_TMD_0-0-0.xls]V_Site-P -Oct- Column 6

45 th Line Road Dundas Street East 7 Sideroad Road Road Shamrock Road Erin Park Drive Road (Main Street) Erinville Drive 0 69 PHSE PHSE (Regional Road 5) Road '' Road 'B' Dundas Street West Road Road Proposed Residential, Commerical, Employment Development at Solmar Erin, County FIGURE: 6.- FUTURE TOTL TRFFIC VOLUME - (Full Buildout Phase & - Year 0) External Road Network Weekday M Peak Hour F:\9\Traffic\Turn\[9_TMD_0-0-0.xls]V_FT-P -Oct- 6 0 th Line 0 0 th Line Road Road Bush Street th Line (Regional Road 5) Winston Churchill Blvd (Hwy 9)

46 0 th Line Road Erinv Park Drive PHSE 78 Erinville Drive Road 'C' Road 'D' PHSE Road '' PHSE Road 'E' PHSE Dundas Street East Sideroad PHSE 0 th Line Road 'B' Proposed Residential, Commerical, Employment Development at Solmar Erin, County FIGURE: 6.-B FUTURE TOTL TRFFIC VOLUME - (Full Buildout Phase & - Year 0) Internal Road Network Weekday M Peak Hour F:\9\Traffic\Turn\[9_TMD_0-0-0.xls]V_Site-P -Oct- Column 6

47 th Line Road Dundas Street East 9 Sideroad Road Road Shamrock Road Erin Park Drive Road (Main Street) Erinville Drive PHSE PHSE (Regional Road 5) Road '' Road 'B' Dundas Street West Road Road Road Road Bush Street th Line 90 Proposed Residential, Commerical, Employment Development at Solmar Erin, County FIGURE: 6.- FUTURE TOTL TRFFIC VOLUME - (Full Buildout Phase & - Year 0) External Road Network Weekday PM Peak Hour F:\9\Traffic\Turn\[9_TMD_0-0-0.xls]V_FT-P -Oct- 7 0 th Line 0 th Line (Regional Road 5) 89 0 Winston Churchill Blvd (Hwy 9)

48 0 th Line Road Erinv Park Drive PHSE 7 Erinville Drive Road 'C' Road 'D' PHSE Road '' PHSE Road 'E' PHSE Dundas Street East Sideroad PHSE 0 th Line Road 'B' Proposed Residential, Commerical, Employment Development at Solmar Erin, County FIGURE: 6.-B FUTURE TOTL TRFFIC VOLUME - (Full Buildout Phase & - Year 0) Internal Road Network Weekday PM Peak Hour F:\9\Traffic\Turn\[9_TMD_0-0-0.xls]V_Site-P -Oct- Column 7

49 Solmar Development Corp. Page 7.0 TRFFIC SIGNL WRRNT SSESSMENT traffic signal warrant assessment was conducted for intersection of Road /Winston Churchill Boulevard, Road /Erinville Drive and Road /0 th Line. The signal warrant analysis was conducted adhering to the methodologies outlined in the Ontario Ministry of Transportation Book Traffic Signals 7 based on the weekday a.m. and p.m. peak periods. The signal warrant analysis was performed for the Interim scenario (Phase ) and Full Buildout scenario (Phase and ) under future total traffic conditions. The warrant analysis was conducted based on the weekday a.m. and p.m. period peak hour traffic volume and which was projected to an eight hour average traffic volume. In accordance with MTO specifications, free flow conditions were applied where there was a speed limit greater than or equal to 70 km/h and located in a rural area. Under free flow conditions the threshold for warranting a signal is an average hourly volume of 80 vehicles across all approaches and 0 vehicles along the minor street for a four leg intersection. Likewise, under constraint conditions, roads with a speed limit less than 70 km/h, the threshold for warranting a signal is an average hourly volume of 70 vehicles across all approaches, and 70 vehicles along the minor street for a four leg intersection. Based on the analysis, signal justification has been met for the intersection of Road /Erinville Drive during the Interim Phase and the intersections of Road /Erinville Drive and Road /0 th Line during the full buildout of the development. The proposed signal timing plans are summarized in Table 6. and 6.7 of Section 6.0. The details of the signal warrant analysis are provided in ppendix F. 8.0 ROD NETWORK RECOMMENDTIONS The following sections provide detailed information regarding the external and internal road network classification and right-of-way requirements and future recommendations. 8. EXTERNL ROD NETWORK The additional recommended road system improvements with implementation/staging are summarized in Table 8. below. Figures 8. and 8. illustrate the recommended intersection configurations based on the analyses undertaken in Section Ontario Ministry of Transportation Book Section.0 Justification 7 Projected Volumes, November 007 Solmar Erin Transportation Study, October 0 9/00

50 Solmar Development Corp. Page 5 Intersection Recommended Intersection Improvements Interim Phase Year 0 Full Buildout Phase & Year 0 Road /. Same as Phase Road / Erinville Drive Same as Phase Road / 0 th Line Sideroad 5/ Road B Dundas Street E./0 th Line/ Same as Phase Dundas Street E./Road Same as Phase Erinville Drive/Erin Park Dr. Same as Phase Existing intersection approach (paved) Proposed intersection approach Existing turning movement Proposed turning movement Table 8.: Recommended Road System Improvements Proposed Signalized Intersection Existing Stop Control Proposed Stop Control Solmar Erin Transportation Study, October 0 9/00

51 Solmar Development Corp. Page 6 Intersection Recommended Intersection Improvements Interim Phase Year 0 Full Buildout Phase & Year 0 Erinville Drive/Road C Same as Phase Erinville Drive/Road Same as Phase Road D/ Road Same as Phase Road / Road E Same as Phase 0 th Line/ Road E Same as Phase Erinville Drive/Road C Same as Phase Existing intersection approach (paved) Proposed intersection approach Porposed Signalized Intersection Existing turning movement Existing Stop Control Proposed turning movement Proposed Stop Control Table 8. (Continued): Recommended Road System Improvements Solmar Erin Transportation Study, October 0 9/00

52 0th LINE WELLINGTON RD SHMROCK RD ERIN PRK DR ERINVILLE DRIVE WELLINGTON RD (MIN STREET) ROD C ROD ROD D ROD E WINSTON CHURCHILL BOULEVRD (Rr5) DUNDS STREET WEST DUNDS STREET EST SIDEROD 5 0th LINE FIGURE 8.: RECOMMENDED INTERSECTION CONFIGURTION (INTERIM PHSE - YER 0) NOT TO SCLE LEGEND Existing Signalized Intersection Existing Stop Control Existing Lane Configuration Proposed Signalized Intersection Proposed Stop Control Proposed Lane Configuration

53 0th LINE WELLINGTON RD SHMROCK RD ERIN PRK DR ERINVILLE DRIVE WELLINGTON RD (MIN STREET) ROD C ROD ROD D ROD E WINSTON CHURCHILL BOULEVRD (Rr5) DUNDS STREET WEST DUNDS STREET EST SIDEROD 5 0th LINE ROD B FIGURE 8.: RECOMMENDED INTERSECTION CONFIGURTION (FULL BUILDOUT PHSE &-YER 0) NOT TO SCLE LEGEND Existing Signalized Intersection Existing Stop Control Existing Lane Configuration Proposed Signalized Intersection Proposed Stop Control Proposed Lane Configuration

54 Solmar Development Corp. Page 9 8. INTERNL ROD NETWORK The internal road system will consist of a network of local and collector roads and some laneways. The program to implement the roads will be in accordance with a phasing plan, the details of which would be determined in subsequent studies. For the purpose of this report and assessment, two horizon years have been selected for an Interim Phase (0) and Full Buildout (0). The roads phasing plan is therefore based on these assumptions. The alignment of collector and local roads is illustrated in Figure 8. and is considered conceptual. More detailed definitions of the various road links, intersection improvements, and need for traffic signalization within the internal road network will be prepared during the subdivision application process. Collector roads should have a minimum ROW of 0 m and can go up to 6 m in width. dditional ROW may be required at intersections. It is expected that the Town of Erin will maintain jurisdiction over the collector and local road network. Similarly, local road ROW s typically vary from 7 m to 0 m throughout the GT. To encourage sustainable development and walkable streets, many municipalities have been implementing narrower than typical ROW s for local streets. The actual ROW requirement for local streets, depends on requirements for sidewalks, landscaping, lighting, other street furniture and underground services. Through the subdivision draft plan process, narrower local streets should be considered for the subject lands. Details of ROW width and lane configurations of intersections for both local and collector roads should be confirmed through traffic impact studies and functional design drawings when subdivision draft plans are filed. Table 8. below illustrates some typical cross-sections for the various classifications of roadway. Solmar Erin Transportation Study, October 0 9/00

55 Solmar Development Corp. Page 50 Figure 8.: Collector and Local Road lignment Solmar Erin Transportation Study, October 0 9/00

56 Solmar Development Corp. Page 5 Laneways Local Roads Collector Roads Table 8.: Typical Local and Collector Road Cross-sections Solmar Erin Transportation Study, October 0 9/00