105 Toronto Street South, Markdale Transportation Impact Study. Paradigm Transportation Solutions Limited

Transcription

1 105 Toronto Street South, Markdale Transportation Impact Study Paradigm Transportation Solutions Limited December 2016

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3 Project Summary Project Number December 2016 Client Zelinka Priamo Ltd 318 Wellington Road London ON N6C 4P4 Client Contact Michelle Doornbosch, BA 105 Toronto Street South, Markdale Transportation Impact Study List of Revisions Version Date Author Description 1 October 2016 JM/AE Client Draft 2 December 2016 JM/AE Revised Site Plan Signatures and Seals Consultant Project Team Jim Mallett, M.A.Sc., P.Eng., PTOE Andrew Evans, M.Sc. Signature Engineer s Seal Disclaimer Paradigm Transportation Solutions Limited 22 King Street South, Suite 300 Waterloo ON N2J 1N8 p: This document has been prepared for the titled project or named part thereof and should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authorization of Paradigm Transportation Solutions Limited being obtained. Paradigm Transportation Solutions Limited accepts no responsibility or liability for the consequence of this document being used for a purpose other than the purposes for which it was commissioned. Any person using or relying on the document for such other purpose agrees, and will by such use or reliance be taken to confirm their agreement to indemnify Paradigm Transportation Solutions Limited for all loss or damage resulting there from. Paradigm Transportation Solutions Limited accepts no responsibility or liability for this document to any party other than the person by whom it was commissioned. To the extent that this report is based on information supplied by other parties, Paradigm Transportation Solutions Limited accepts no liability for any loss or damage suffered by the client, whether through contract or tort, stemming from any conclusions based on data supplied by parties other than Paradigm Transportation Solutions Limited and used by Paradigm Transportation Solutions Limited in preparing this report. Paradigm Transportation Solutions Limited

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5 105 Toronto Street South, Markdale Transportation Impact Study December 2016 Executive Summary Content Maverick Developments c/o Zelinka Priamo Ltd retained Paradigm Transportation Solutions Limited (Paradigm) to undertake this Transportation Impact Study for a proposed commercial development to be located at the southwest corner of the intersection of Toronto Street South and Victoria Street in the community of Markdale in the Municipality of Grey Highlands, Ontario. The proposed development is located on a 3.42-acre parcel land on the east side of Toronto Street South. The development consists of a supermarket in a single building containing a gross floor area of 3,104 m 2 (33,415 ft 2 ) and a smaller commercial building with a gross floor area of 343 m 2 (3,690 ft 2 ). The development will be accessed by three driveways, two all move driveways connected to a proposed access road and a single right-in-right-out (RIRO) driveway to Toronto Street South. Conclusions Based on the investigations carried out, it is concluded that: under current weekday AM and PM peak hour traffic volumes the study are intersections operate at acceptable levels of service with the current roadway geometry and traffic control; the proposed commercial development is forecast to generate approximately 139 net new trips during the weekday AM peak hour and 203 net new trips during the weekday PM peak hour; under 2020 (build-out year) background traffic conditions, all intersections in the study area are forecast to operate at acceptable levels of service during the weekday AM and PM peak hours; under 2020 total traffic conditions, all intersections in the study area are forecast to operate at acceptable levels of service during the weekday AM and PM peak hours; under 2025 (five-year horizon) background traffic conditions, all intersections in the study area are forecast to operate at acceptable levels of service during the weekday AM and PM peak hours; under 2025 total traffic conditions, all intersections in the study area are forecast to operate at acceptable levels of service during the weekday AM and PM peak hours; under 2030 (ten-year horizon) background traffic conditions, all intersections in the study area are forecast to operate at acceptable levels of service during the weekday AM and PM peak hours; Paradigm Transportation Solutions Limited Page i

6 105 Toronto Street South, Markdale Transportation Impact Study December 2016 under 2030 total traffic conditions, all intersections in the study area are forecast to operate at acceptable levels of service during the weekday AM and PM peak hours; at the 2030 horizon under full development and occupancy of the site, traffic control signals are not forecast to be justified at the intersection of Toronto Street South and Victoria Street; for all scenarios studied, a northbound left-turn lane at the intersection of Toronto Street South and Victoria Street is not forecast to be warranted; by 2020, with full development and occupancy of the site, a southbound left-turn lane with 15 metres of storage is warranted at the intersection of Toronto Street South and Victoria Street; and the required storage length for the warranted SBLT at Toronto Street South and Victoria Street does not change through to the 2030 planning horizon. Recommendations Based on the findings of this study, it is recommended that the planning applications be approved as proposed with the following conditions related to the transportation system improvements: prior to 2020, a southbound left-turn lane with 15 metres of storage be installed at the intersection of Toronto Street South and Victoria Street. Paradigm Transportation Solutions Limited Page ii

7 105 Toronto Street South, Markdale Transportation Impact Study December 2016 Contents 1 Introduction Purpose and Scope Study Area Existing Conditions Road Network Traffic Volumes Traffic Operations Development Concept Development Description Development Trip Generation Development Trip Distribution and Assignment Evaluation of Future Traffic Conditions Opening Year Horizon Background Traffic Growth Background Traffic Operations Total Traffic Operations Five-Year Horizon Background Traffic Growth Background Traffic Operations Total Traffic Operations Ten-Year Horizon Background Traffic Growth Background Traffic Operations Total Traffic Operations Remedial Measures Traffic Control Signals Auxiliary Turn Lanes Conclusions and Recommendations Conclusions Recommendations Paradigm Transportation Solutions Limited Page iii

8 105 Toronto Street South, Markdale Transportation Impact Study December 2016 Appendices Appendix A Appendix B Appendix C Appendix D Appendix E Appendix F Existing Turning Movement Counts Existing Traffic Operations Reports Background Traffic Operations Reports Total Traffic Operations Reports Signal Warrant Justification Worksheets Left Turn Lane Warrant Nomographs Figures Figure 1.1: Study Area and Development Location... 2 Figure 2.1: Existing Lane Configuration and Traffic Control... 4 Figure 2.2: Existing Traffic Volumes... 8 Figure 3.1: Conceptual Site Plan Figure 3.2: Development Generated Traffic Volumes Figure 4.1: 2020 Background Traffic Volumes Figure 4.2: 2020 Total Traffic Volumes Figure 4.3: 2025 Background Traffic Volumes Figure 4.4: 2025 Total Traffic Volumes Figure 4.5: 2030 Background Traffic Volumes Figure 4.6: 2030 Total Traffic Volumes Tables Table 2.1: Existing Intersection Operations... 7 Table 3.1: Development Trip Generation Table 3.2: Trip Distribution Table 4.1: 2020 Background Intersection Operations Table 4.2: 2020 Total Intersection Operations Table 4.3: 2025 Background Intersection Operations Table 4.4: 2025 Total Intersection Operations Table 4.5: 2030 Background Intersection Operations Table 4.6: 2030 Total Intersection Operations Paradigm Transportation Solutions Limited Page iv

9 105 Toronto Street South, Markdale Transportation Impact Study December Introduction Maverick Developments c/o Zelinka Priamo Ltd retained Paradigm Transportation Solutions Limited (Paradigm) to undertake this Transportation Impact Study for a proposed commercial development to be located at the southwest corner of the intersection of Toronto Street South and Victoria Street in the community of Markdale in the Municipality of Grey Highlands, Ontario. 1.1 Purpose and Scope The purpose of the study is to provide the owner and the review agencies sufficient information to understand the operation of the area transportation network today and in the future with, and without, the proposed development. More specifically, the scope of this report includes: 1.2 Study Area assessing the existing and future traffic within the study area to identify any operational or safety concerns, as well as to identify any mitigation measures that may be required to improve operations; forecasting traffic generated by the proposed development using either published trip generation rates or from observed trip generation from similar developments and assignment to the surrounding road network based on the existing traffic patterns; and in accordance with Ministry of Transportation, Ontario Guidelines 1 assessing the impact of the proposed development for the opening year (2020), five-year after opening (2025), and ten-year after opening (2030) horizons, recommend any improvements required to alleviate any operational or safety concerns. The following intersections have been analyzed in this report to examine the impacts of the additional traffic due to the proposed development of the subject site: Toronto Street at Main Street (signalized); Toronto Street South at Victoria Street (two-way stop control); and The proposed site driveways onto Toronto Street South and Victoria Street Figure 1.1 illustrates the development location and study area intersections. 1 Ministry of Transportation, Ontario Traffic Impact Study Guideline, September 2014 Paradigm Transportation Solutions Limited Page 1

10 105 Toronto Street South, Markdale Transportation Impact Study December 2016 Figure 1.1: Study Area and Development Location Subject Site NTS Image Source: OpenStreet Map 105 Toronto Street South, Markdale TIS Study Area & Development Location Figure 1.1 Paradigm Transportation Solutions Limited Page 2

11 105 Toronto Street South, Markdale Transportation Impact Study December Existing Conditions This section documents current traffic conditions, operational deficiencies, and constraints experienced by the public travelling at the intersections within the study area. The operational deficiencies and constraints identified at this stage will be fundamental to the process of defining the required remedial measures. 2.1 Road Network Toronto Street South and Victoria Street are the roadways in the study area that will be most impacted by the proposed development: Toronto Street South is the main north-south arterial road through the community of Markdale. Toronto Street is the Province of Ontario connecting link in Markdale for King s Highway. It is a paved, two-lane roadway with an urban cross-section. Sidewalks provided on both sides of the road through the study area. At its signalized intersection with Main Street, Toronto Street has shared leftthrough-right turn lanes in both the northbound and southbound directions. At its intersection with Victoria Street, Toronto Street has a shared left-through turn lane in the northbound direction and a shared through-right turn lane in the southbound direction. It has a posted speed limit of 50 km/h through the study area. Victoria Street is an east-west local road in the community of Markdale. The east end of Victoria Street ends at a T-intersection with Toronto Street South. Victoria Street is stop controlled with a shared left-right turn movement. There is a sidewalk on the north side of Victoria Street. No posted speed limit signs were observed on Victoria Street, therefore it is assumed at 50 km/h. Figure 2.1 illustrates the existing lane configuration and traffic control for the study area. Paradigm Transportation Solutions Limited Page 3

12 105 Toronto Street South, Markdale Transportation Impact Study December 2016 Figure 2.1: Existing Lane Configuration and Traffic Control 1 Subject Site 2 NTS Image Source: OpenStreet Map 105 Toronto Street South, Markdale TIS Existing Lane Configuration & Traffic Control Figure 2.1 Paradigm Transportation Solutions Limited Page 4

13 105 Toronto Street South, Markdale Transportation Impact Study December Traffic Volumes The weekday (October 5, 2016) AM and PM peak hour traffic volumes used to establish existing traffic conditions have been derived from turning movement counts obtained by Paradigm at the intersections of Toronto Street at Main Street and Toronto Street South at Victoria Street. Figure 2.2 illustrates the existing weekday AM and PM peak hour traffic volumes. Note that these volumes are not balanced due to the nature of the study area with numerous local roads and driveways intersecting the main roadways and the likelihood that vehicles are arriving and departing during the peak hours which contributes to the inconsistencies between intersections. Appendix A contains the complete surveyed traffic data set. 2.3 Traffic Operations Intersection level of service (LOS) is a recognized method of quantifying the average delay experienced by drivers at intersections. It is based on the delay experienced by individual vehicles executing the various movements. The delay is related to the number of vehicles desiring to make a particular movement, compared to the estimated capacity for that movement. The capacity is based on a number of criteria related to the opposing traffic flows and intersection geometry. The highest possible rating is LOS A, under which the average total delay is equal or less than 10.0 seconds per vehicle. When the average delay exceeds 80 seconds for signalized intersections, 50 seconds for signalized intersections or when the volume to capacity ratio is greater than 1.0, the movement is classed as LOS F and remedial measures are usually implemented, if they are feasible. LOS E is usually used as a guideline for the determination of road improvement needs on through lanes, while LOS F may be acceptable for left-turn movements at peak times, depending on delays. The operations of intersections in the study area were evaluated with the existing turning movement volumes using Synchro 9. The intersection analysis considered two separate measures of performance: The volume to capacity ratio for each intersection; and The LOS for each turning movement. LOS is based on the average control delay per vehicle. The existing intersection operations, summarized in Table 2.1, indicate the existing levels of service (LOS), volume to capacity ratios (V/C) and 95th percentile queues experienced within the study area, for the weekday AM and PM peak hours. The following is noted: Paradigm Transportation Solutions Limited Page 5

14 105 Toronto Street South, Markdale Transportation Impact Study December 2016 Toronto Street at Main Street during the weekday AM and PM peak hours, the intersection operates with overall LOS B. All individual turning movements operate with LOS B or better and v/c ratios of 0.53, or lower; and Toronto Street South at Victoria Street during the weekday AM and PM peak hours, the intersection operates with overall LOS A. All individual turning movements operate with LOS B or better and v/c ratios of 0.20, or lower. Paradigm Transportation Solutions Limited Page 6

15 105 Toronto Street South, Markdale Transportation Impact Study December 2016 TABLE 2.1: EXISTING INTERSECTION OPERATIONS Analysis Period AM Peak Hour PM Peak Hour Intersection Toronto Street (Highway 10) at Main Street Toronto Street (Highway 10) at Victoria Street Toronto Street (Highway 10) at Main Street Toronto Street (Highway 10) at Victoria Street Control Type TCS TWSC TCS TWSC MOE Left Through Right Approach Left Through Direction / Movement / Approach Eastbound Westbound Northbound Southbound Right Approach LOS B B B B B B B B B Delay V/C Q LOS B B A A A A Delay V/C Q LOS B B B B B B B B B Delay V/C Q LOS B B A A A A Delay V/C Q MOE - Measure of Effectiveness Q - 95th Percentile Queue Length TCS - Traffic Control Signal RBT - Roundabout LOS - Level of Service Ex. - Existing Available Storage TWSC - Two-Way Stop Control Delay - Average Delay per Vehicle in Seconds Avail. - Available Storage AWSC - All-Way Stop Control Left Through Right Approach Left Through Right Approach Overall Paradigm Transportation Solutions Limited Page 7

16 105 Toronto Street South, Markdale Transportation Impact Study December 2016 AM Peak Hour PM Peak Hour 320 Toronto St (Hwy 10) Toronto St (Hwy 10) Figure 2.2: Main St Main St Existing Traffic Volumes Victoria St Victoria St Existing Traffic Volumes Figure Toronto Street South, Markdale TIS Paradigm Transportation Solutions Limited Page 8

17 105 Toronto Street South, Markdale Transportation Impact Study December Development Concept 3.1 Development Description The proposed 3.42-acre development is located on the east side of Toronto Street South. The development proposal consists of a 3,104 m 2 (33,415 ft 2 ) supermarket building and a second building with a gross floor area of 343 m 2 (3,690 ft 2 ). The development will be accessed by three driveways, two all-move driveways connected to a proposed access road and one right-in / right-out only driveway to/from Toronto Street South. The proposed access road intersects with Toronto Street at an offset intersection of Toronto Street and Victoria Street The second driveway connection to the extended Victoria Street to the rear of the property is a truck-only service access. Figure 3.1 illustrates the conceptual site plan. 3.2 Development Trip Generation The Institute of Transportation Engineers (ITE) Trip Generation 9 th Edition provides rate and equations to estimate the peak hour traffic volumes that are forecast to be generated by this development. The following land use code was used for the supermarket component of the development: LUC 850 (Supermarket): Free-standing retail stores selling a complete assortment of food, food preparation and wrapping materials, and household cleaning items. As the current use for the second smaller building is unknown, the developer had indicated that the use could be anything from personal service to general retail. For the trip generation assessment, the following land use code was used as it best captures the potential commercial land uses: LUC 826 (Specialty Retail Center): Generally small strip shopping centres that contain a variety of retail shops and specialize in quality apparel, hard goods and services, such as real estate offices, dance studios, florists, and small restaurants. Table 3.1 contains the forecast total trip generation for the development and indicates that a net total of 139 trips are forecast to be generated during the AM peak hour and 203 trips are forecast to be generated during the PM peak hour. Paradigm Transportation Solutions Limited Page 9

18 105 Toronto Street South, Markdale Transportation Impact Study December 2016 TABLE 3.1: DEVELOPMENT TRIP GENERATION Land Use Code GFA / AM Peak Hour PM Peak Hour 1,000ft 2 Rate In Out Total Rate In Out Total Supermarket (850) Equation Specialty Retail Center (826) Equation Total Trip Generation Pass-By Trips: Supermarket 36% Pass-By Trips: Specialy Retail 34% Net Trip Generation Ln(T) = 0.74Ln(X) T = 2.40 (X) Development Trip Distribution and Assignment The site-generated trips were assigned to the road network based on the existing distribution of traffic in the study area. Pass-by trips were distributed based on the existing northbound/southbound volume proportions on Toronto Street South. The trip distribution is summarized in Table 3.2 and the resulting trip assignment is shown in Figure 3.2. TABLE 3.2: TRIP DISTRIBUTION Route Direction AM Peak Hour PM Peak Hour In Out In Out Toronto Street (Hwy 10) North 36% 31% 31% 34% South 27% 34% 35% 31% Main Street West 20% 17% 18% 21% Victoria Street West 2% 4% 3% 2% Main Street East 15% 15% 15% 12% Total 100% 100% 100% 100% Paradigm Transportation Solutions Limited Page 10

19 105 Toronto Street South, Markdale Transportation Impact Study December 2016 Figure 3.1: Conceptual Site Plan NTS Conceptual Site Plan Figure Toronto Street South, Markdale TIS Paradigm Transportation Solutions Limited Page 11

20 105 Toronto Street South, Markdale Transportation Impact Study December 2016 AM Peak Hour PM Peak Hour 32 Toronto St (Hwy 10) Toronto St (Hwy 10) Main St 0 Main St Figure 3.2: Development Generated Traffic Volumes Victoria St 0 1 Victoria St Driveway Driveway Driveway 61 Driveway Toronto St (Hwy 10) 31 Toronto St (Hwy 10) Development Generated Traffic Volumes Figure Toronto Street South, Markdale TIS Paradigm Transportation Solutions Limited Page 12

21 105 Toronto Street South, Markdale Transportation Impact Study December Evaluation of Future Traffic Conditions The assessment of future traffic conditions contained in this section includes estimates of future background and total traffic and analysis for the 2020, 2025 and 2030 horizons. The future traffic volumes in the vicinity of the development will likely consist of increased non-site traffic volumes (background traffic), traffic generated by other developments, and the traffic forecast to be generated by the proposed development Opening Year Horizon Background Traffic Growth The non-site traffic increase represents generalized traffic growth in the study area. The background traffic volumes were determined by applying a growth rate of 1.0% per annum to the existing traffic volumes at the study area intersections. The growth rate was derived based on historic traffic volumes for Highway 10. No additional background developments were identified in the vicinity of the study area. It was assumed that any background development would be captured in the 1.0% annual growth rate. Figure 4.1 illustrates the 2020 background traffic volumes for the weekday AM and PM hours Background Traffic Operations Based on the forecast 2020 background traffic volumes, operational analyses have been conducted using Synchro 9 to determine the peak hour conditions for the intersections within the study area. Table 4.1 summarizes the 2020 background traffic operations and based on the analyses, the following is noted: Toronto Street at Main Street: during the weekday AM and PM peak hours, the intersection is forecast to operate at overall LOS B. All individual turning movements are forecast to operate at LOS B or better with v/c ratios of 0.55, or lower; and Toronto Street South at Victoria Street: during the weekday AM and PM peak hours, the intersection is forecast to operate at overall LOS A. All individual turning movements are forecast to operate at LOS B or better with v/c ratios of 0.20, or lower. Appendix C contains the supporting detailed Synchro 9 reports. Paradigm Transportation Solutions Limited Page 13

22 105 Toronto Street South, Markdale Transportation Impact Study December 2016 TABLE 4.1: 2020 BACKGROUND INTERSECTION OPERATIONS Analysis Period AM Peak Hour PM Peak Hour Intersection Toronto Street (Highway 10) at Main Street Toronto Street (Highway 10) at Victoria Street Toronto Street (Highway 10) at Main Street Toronto Street (Highway 10) at Victoria Street Control Type TCS TWSC TCS TWSC MOE Left Direction / Movement / Approach Eastbound Westbound Northbound Southbound Through Right Approach Left Through Right Approach LOS B B B B B B B B B Delay V/C Q LOS B B A A A A Delay V/C Q LOS B B B B B B B B B Delay V/C Q LOS B B A A A A Delay V/C Q MOE - Measure of Effectiveness Q - 95th Percentile Queue Length TCS - Traffic Control Signal RBT - Roundabout LOS - Level of Service Ex. - Existing Available Storage TWSC - Two-Way Stop Control Delay - Average Delay per Vehicle in Seconds Avail. - Available Storage AWSC - All-Way Stop Control Left Through Right Approach Left Through Right Approach Overall Paradigm Transportation Solutions Limited Page 14

23 105 Toronto Street South, Markdale Transportation Impact Study December 2016 AM Peak Hour PM Peak Hour 332 Toronto St (Hwy 10) Toronto St (Hwy 10) Figure 4.1: Main St 78 Main St Background Traffic Volumes Victoria St Victoria St Background Traffic Volumes Figure Toronto Street South, Markdale TIS Paradigm Transportation Solutions Limited Page 15

24 105 Toronto Street South, Markdale Transportation Impact Study December Total Traffic Operations Figure 4.2 illustrates the total trips (background + site) forecast to occur at 2020 horizon. Based on the forecast 2020 total traffic volumes and operational analyses using Synchro 9, determined the peak hour conditions for the intersections within the study area. Table 4.2 summarizes the 2020 background traffic operations and based on the analyses, the following is noted: Toronto Street at Main Street: during the weekday AM and PM peak hours, the intersection is forecast to operate at LOS B. All individual turning movements are forecast to operate at LOS C or better with v/c ratios of 0.69, or lower; Toronto Street South at Victoria Street: during the weekday AM and PM peak hours, the intersection is forecast to operate at LOS A. All individual turning movements are forecast to operate at LOS D or better with v/c ratios of 0.38, or lower; Victoria Street at Site Driveway: during the weekday AM and PM peak hours, the intersection is forecast to operate at LOS A. All individual turning movements are forecast to operate at LOS A with v/c ratios of 0.11, or lower; and Toronto Street South at Site Driveway: during the weekday AM and PM peak hours, the intersection is forecast to operate at LOS A. All individual turning movements are forecast to operate at LOS B or better with v/c ratios of 0.26, or lower. Appendix D contains the supporting detailed Synchro 9 reports. Paradigm Transportation Solutions Limited Page 16

25 105 Toronto Street South, Markdale Transportation Impact Study December 2016 TABLE 4.2: 2020 TOTAL INTERSECTION OPERATIONS Analysis Period AM Peak Hour PM Peak Hour Intersection Toronto Street (Highway 10) at Main Street Toronto Street (Highway 10) at Victoria Street Victoria Street at Site Driveway Toronto Street (Highway 10) at Site Driveway Toronto Street (Highway 10) at Main Street Toronto Street (Highway 10) at Victoria Street Victoria Street at Site Driveway Toronto Street (Highway 10) at Site Driveway Control Type TCS TWSC TWSC TWSC TCS TWSC TWSC TWSC MOE Left Through Right Approach Left Through Direction / Movement / Approach Eastbound Westbound Northbound Southbound Right Approach LOS B B B B B B B B B Delay V/C Q LOS B B B B A A A A Delay V/C Q LOS A A A A A A Delay V/C Q LOS A A A A A A Delay V/C Q LOS B B B B C C B B B Delay V/C Q LOS C C D D A A A A Delay V/C Q LOS A A A A A A Delay V/C Q LOS B B A A A A Delay V/C Q MOE - Measure of Effectiveness Q - 95th Percentile Queue Length TCS - Traffic Control Signal RBT - Roundabout LOS - Level of Service Ex. - Existing Available Storage TWSC - Two-Way Stop Control Delay - Average Delay per Vehicle in Seconds Avail. - Available Storage AWSC - All-Way Stop Control Left Through Right Approach Left Through Right Approach Overall Paradigm Transportation Solutions Limited Page 17

26 105 Toronto Street South, Markdale Transportation Impact Study December 2016 AM Peak Hour PM Peak Hour 364 Toronto St (Hwy 10) Toronto St (Hwy 10) Main St 78 Main St Figure 4.2: Total Traffic Volumes Victoria St 1 Victoria St Driveway Driveway Driveway 61 Driveway Toronto St (Hwy 10) 367 Toronto St (Hwy 10) Total Traffic Volumes Figure Toronto Street South, Markdale TIS Paradigm Transportation Solutions Limited Page 18

27 105 Toronto Street South, Markdale Transportation Impact Study December Five-Year Horizon Background Traffic Growth The background traffic volumes were determined by applying a growth rate of 1.0% per annum to the existing traffic volumes at the study area intersections. Figure 4.3 shows the 2025 background traffic volumes for the weekday AM and PM peak hours Background Traffic Operations Based on the forecast 2025 background traffic volumes, operational analyses have been conducted using Synchro 9 to determine the peak hour conditions for the intersections within the study area. Table 4.3 summarizes the 2025 background traffic operations and based on the analyses, the following is noted: Toronto Street at Main Street: during the weekday AM and PM peak hours, the intersection is forecast to operate at LOS B. All individual turning movements are forecast to operate at LOS B or better with v/c ratios of 0.59, or lower; and Toronto Street South at Victoria Street: during the weekday AM and PM peak hours, the intersection is forecast to operate at LOS A. All individual turning movements are forecast to operate at LOS B or better with v/c ratios of 0.21, or lower. Appendix C contains the supporting detailed Synchro 9 reports. Paradigm Transportation Solutions Limited Page 19

28 105 Toronto Street South, Markdale Transportation Impact Study December 2016 TABLE 4.3: 2025 BACKGROUND INTERSECTION OPERATIONS Analysis Period AM Peak Hour PM Peak Hour Intersection Toronto Street (Highway 10) at Main Street Toronto Street (Highway 10) at Victoria Street Toronto Street (Highway 10) at Main Street Toronto Street (Highway 10) at Victoria Street Control Type TCS TWSC TCS TWSC MOE Left Through Right Approach Left Through Direction / Movement / Approach Eastbound Westbound Northbound Southbound Right Approach LOS B B B B B B B B B Delay V/C Q LOS B B A A A A Delay V/C Q LOS B B B B B B B B B Delay V/C Q LOS B B A A A A Delay V/C Q MOE - Measure of Effectiveness Q - 95th Percentile Queue Length TCS - Traffic Control Signal RBT - Roundabout LOS - Level of Service Ex. - Existing Available Storage TWSC - Two-Way Stop Control Delay - Average Delay per Vehicle in Seconds Avail. - Available Storage AWSC - All-Way Stop Control Left Through Right Approach Left Through Right Approach Overall Paradigm Transportation Solutions Limited Page 20

29 105 Toronto Street South, Markdale Transportation Impact Study December 2016 AM Peak Hour PM Peak Hour 349 Toronto St (Hwy 10) Toronto St (Hwy 10) Figure 4.3: Main St 82 Main St Background Traffic Volumes Victoria St Victoria St Background Traffic Volumes Figure Toronto Street South, Markdale TIS Paradigm Transportation Solutions Limited Page 21

30 105 Toronto Street South, Markdale Transportation Impact Study December Total Traffic Operations Figure 4.4 illustrates the total (background + site) trips forecast for the 2025 horizon. Based on the forecast 2025 total traffic volumes and operational analyses using Synchro 9, determined the peak hour conditions for the intersections within the study area. Table 4.4 summarizes the 2020 background traffic operations and based on the analyses, the following is noted: Toronto Street at Main Street: during the weekday AM and PM peak hours, the intersection is forecast to operate at LOS B. All individual turning movements are forecast to operate at LOS C or better with v/c ratios of 0.73, or lower; Toronto Street South at Victoria Street: during the weekday AM and PM peak hours, the intersection is forecast to operate at LOS A. All individual turning movements are forecast to operate at LOS D or better with v/c ratios of 0.41, or lower; Victoria Street at Site Driveway: during the weekday AM and PM peak hours, the intersection is forecast to operate at LOS A. All individual turning movements are forecast to operate at LOS A with v/c ratios of 0.11, or lower; and Toronto Street South at Site Driveway: during the weekday AM and PM peak hours, the intersection is forecast to operate at LOS A. All individual turning movements are forecast to operate at LOS B, or better with v/c ratios of 0.27, or lower. Appendix D contains the supporting detailed Synchro 9 reports. Paradigm Transportation Solutions Limited Page 22

31 105 Toronto Street South, Markdale Transportation Impact Study December 2016 TABLE 4.4: 2025 TOTAL INTERSECTION OPERATIONS Analysis Period AM Peak Hour PM Peak Hour Intersection Toronto Street (Highway 10) at Main Street Toronto Street (Highway 10) at Victoria Street Victoria Street at Site Driveway Toronto Street (Highway 10) at Site Driveway Toronto Street (Highway 10) at Main Street Toronto Street (Highway 10) at Victoria Street Victoria Street at Site Driveway Toronto Street (Highway 10) at Site Driveway Control Type TCS TWSC TWSC TWSC TCS TWSC TWSC TWSC MOE Left Through Right Approach Left Through Direction / Movement / Approach Eastbound Westbound Northbound Southbound Right Approach LOS B B B B B B B B B Delay V/C Q LOS B B B B A A A A Delay V/C Q LOS A A A A A A Delay V/C Q LOS A A A A A A Delay V/C Q LOS B B B B C C B B B Delay V/C Q LOS C C D D A A A A Delay V/C Q LOS A A A A A A Delay V/C Q LOS B B A A A A Delay V/C Q MOE - Measure of Effectiveness Q - 95th Percentile Queue Length TCS - Traffic Control Signal RBT - Roundabout LOS - Level of Service Ex. - Existing Available Storage TWSC - Two-Way Stop Control Delay - Average Delay per Vehicle in Seconds Avail. - Available Storage AWSC - All-Way Stop Control Left Through Right Approach Left Through Right Approach Overall Paradigm Transportation Solutions Limited Page 23

32 105 Toronto Street South, Markdale Transportation Impact Study December 2016 AM Peak Hour PM Peak Hour 381 Toronto St (Hwy 10) Toronto St (Hwy 10) Main St 82 Main St Figure 4.4: Total Traffic Volumes Victoria St 1 Victoria St Driveway Driveway Driveway 61 Driveway Toronto St (Hwy 10) 384 Toronto St (Hwy 10) Total Traffic Volumes Figure Toronto Street South, Markdale TIS Paradigm Transportation Solutions Limited Page 24

33 105 Toronto Street South, Markdale Transportation Impact Study December Ten-Year Horizon Background Traffic Growth The background traffic volumes were determined by applying a growth rate of 1.0% per annum to the existing traffic volumes at the study area intersections. Figure 4.5 shows the 2030 background traffic volumes for the weekday AM and PM peak hours Background Traffic Operations Based on the forecast 2030 background traffic volumes, operational analyses have been conducted using Synchro 9 to determine the peak hour conditions for the intersections within the study area. Table 4.5 summarizes the 2030 background traffic operations are summarized in with. Based on the analysis, the following is noted: Toronto Street at Main Street: during the weekday AM and PM peak hours, the intersection is forecast to operate at LOS B. All individual turning movements are forecast to operate at LOS B, or better, with v/c ratios of 0.62, or lower; and Toronto Street South at Victoria Street: during the weekday AM and PM peak hours, the intersection is forecast to operate at LOS A. All individual turning movements are forecast to operate at LOS B, or better, with v/c ratios of 0.22, or lower. Appendix C contains the detailed supporting Synchro 9 reports. Paradigm Transportation Solutions Limited Page 25

34 105 Toronto Street South, Markdale Transportation Impact Study December 2016 TABLE 4.5: 2030 BACKGROUND INTERSECTION OPERATIONS Analysis Period AM Peak Hour PM Peak Hour Intersection Toronto Street (Highway 10) at Main Street Toronto Street (Highway 10) at Victoria Street Toronto Street (Highway 10) at Main Street Toronto Street (Highway 10) at Victoria Street Control Type TCS TWSC TCS TWSC MOE Left Through Right Approach Left Through Direction / Movement / Approach Eastbound Westbound Northbound Southbound Right Approach LOS B B B B B B B B B Delay V/C Q LOS B B A A A A Delay V/C Q LOS B B B B B B B B B Delay V/C Q LOS B B A A A A Delay V/C Q MOE - Measure of Effectiveness Q - 95th Percentile Queue Length TCS - Traffic Control Signal RBT - Roundabout LOS - Level of Service Ex. - Existing Available Storage TWSC - Two-Way Stop Control Delay - Average Delay per Vehicle in Seconds Avail. - Available Storage AWSC - All-Way Stop Control Left Through Right Approach Left Through Right Approach Overall Paradigm Transportation Solutions Limited Page 26

35 105 Toronto Street South, Markdale Transportation Impact Study December 2016 AM Peak Hour PM Peak Hour 368 Toronto St (Hwy 10) Toronto St (Hwy 10) Figure 4.5: Main St 86 Main St Background Traffic Volumes Victoria St Victoria St Background Traffic Volumes Figure Toronto Street South, Markdale TIS Paradigm Transportation Solutions Limited Page 27

36 105 Toronto Street South, Markdale Transportation Impact Study December Total Traffic Operations Figure 4.6 illustrates the total (background + site) trips forecast for the 2030 horizon. Based on the forecast 2030 total traffic volumes and operational analyses using Synchro 9, determined the peak hour conditions for the intersections within the study area. Table 4.6 summarizes the 2020 background traffic operations and based on the analyses, the following is noted: Toronto Street at Main Street: during the weekday AM and PM peak hours, the intersection is forecast to operate at LOS B. All individual turning movements are forecast to operate at LOS C, or better, with v/c ratios of 0.77, or lower; Toronto Street South at Victoria Street: during the weekday AM and PM peak hours, the intersection is forecast to operate at LOS A. All individual turning movements are forecast to operate at LOS D, or better, with v/c ratios of 0.43, or lower; Victoria Street at Site Driveway: during the weekday AM and PM peak hours, the intersection is forecast to operate at LOS A. All individual turning movements are forecast to operate at LOS A with v/c ratios of 0.11, or lower; and Toronto Street South at Site Driveway: during the weekday AM and PM peak hours, the intersection is forecast to operate at LOS A. All individual turning movements are forecast to operate at LOS B, or better, with v/c ratios of 0.27, or lower. Paradigm Transportation Solutions Limited Page 28

37 105 Toronto Street South, Markdale Transportation Impact Study December 2016 TABLE 4.6: 2030 TOTAL INTERSECTION OPERATIONS Analysis Period AM Peak Hour PM Peak Hour Intersection Toronto Street (Highway 10) at Main Street Toronto Street (Highway 10) at Victoria Street Victoria Street at Site Driveway Toronto Street (Highway 10) at Site Driveway Toronto Street (Highway 10) at Main Street Toronto Street (Highway 10) at Victoria Street Victoria Street at Site Driveway Toronto Street (Highway 10) at Site Driveway Control Type TCS TWSC TWSC TWSC TCS TWSC TWSC TWSC MOE Left Through Right Approach Left Through Direction / Movement / Approach Eastbound Westbound Northbound Southbound Right Approach LOS B B B B B B B B B Delay V/C Q LOS B B B B A A A A Delay V/C Q LOS A A A A A A Delay V/C Q LOS A A A A A A Delay V/C Q LOS B B B B C C B B B Delay V/C Q LOS C C D D A A A A Delay V/C Q LOS A A A A A A Delay V/C Q LOS B B A A A A Delay V/C Q MOE - Measure of Effectiveness Q - 95th Percentile Queue Length TCS - Traffic Control Signal RBT - Roundabout LOS - Level of Service Ex. - Existing Available Storage TWSC - Two-Way Stop Control Delay - Average Delay per Vehicle in Seconds Avail. - Available Storage AWSC - All-Way Stop Control Left Through Right Approach Left Through Right Approach Overall Paradigm Transportation Solutions Limited Page 29

38 105 Toronto Street South, Markdale Transportation Impact Study December 2016 AM Peak Hour PM Peak Hour 400 Toronto St (Hwy 10) Toronto St (Hwy 10) Main St 86 Main St Figure 4.6: Total Traffic Volumes Victoria St 1 Victoria St Driveway Driveway Driveway 61 Driveway Toronto St (Hwy 10) 402 Toronto St (Hwy 10) Total Traffic Volumes Figure Toronto Street South, Markdale TIS Paradigm Transportation Solutions Limited Page 30

39 105 Toronto Street South, Markdale Transportation Impact Study December Remedial Measures The following sections review what, if any, measures should be implemented to mitigate the increases in delay resulting from the development of the site. 5.1 Traffic Control Signals The traffic analysis in Section 4 of the report indicates that no improvement is required at the Toronto Street South and Victoria Street intersection to accommodate the additional traffic at satisfactory level of service conditions. However, the intersection was assessed using the Ontario Traffic Manual (OTM Book 12) signal warrant 2 procedures. The projected 2030 ten-year future total traffic volumes have been used in the warrant analysis. The warrant for traffic control signals was assesses for the future total traffic volumes at this intersection. The analysis is contained in Appendix E shows: For the forecast total traffic volumes, the minimum vehicle volume is met at 59% (Warrant 1A) and 18% (Warrant 1B), and the delay to cross traffic warrant is met at 53% (Warrant 2A) and 31% (Warrant 2B). To warrant the installation of a traffic control signal at an existing intersection with forecast traffic volumes, the minimum vehicular warrant or the delay to cross traffic warrant must be 120% fulfilled in order to merit the installation of a traffic control signal. The minimum vehicular volume at 59% and the delay to cross traffic warrant at 53% do not meet the 120% requirement and indicate that traffic control signals are not warranted. 5.2 Auxiliary Turn Lanes The traffic analysis in Section 4 of the report indicates that the study area intersections can accommodate the additional traffic related to the subject development at satisfactory Level-of-Service conditions. However, there are specific areas where roadway improvements warrant consideration. At the intersection of Toronto Street South and Victoria Street, the need for an auxiliary left-turn lanes has been considered using MTO left-turn warrants. The warrants for left-turn lanes are based on the Ministry of Transportation of Ontario left-turn lane warrants 3. General traffic engineering practice is to provide for a design speed that is 10 km/h over the posted speed limit in urban conditions. The posted speed limit of 50 km/h on Toronto Street South results in a design speed of 60 km/h. The percentages of left-turning vehicles in the approaching volume were rounded to the nearest 5%, as nomographs are only provided for 5% increments. The left turn lane warrant nomographs for the intersection of 2 Ontario Traffic Manual Book 12, Ministry of Transportation of Ontario, July Geometric Design Manual for Ontario Highways, Queen s Printer for Ontario, 1986 Paradigm Transportation Solutions Limited Page 31

40 105 Toronto Street South, Markdale Transportation Impact Study December 2016 Toronto Street South and Victoria Street under 2020, 2025, and 2030 total traffic conditions are included in Appendix F. At the intersection of Toronto Street South and Victoria Street, a northbound left-turn lane is not warranted for the weekday AM and PM peak hours under 2020, 2025, and 2030 total traffic conditions. At the intersection of Toronto Street South and Victoria Street, a southbound left-turn lane with 15 metres of storage is warranted for the weekday PM peak hour under 2020, 2025, and 2030 total traffic conditions. Synchro analysis of the intersection of Toronto Street South and Victoria Street with an exclusive southbound left-turn lane indicates that the critical level of service at the side streets of the intersection remain the same. However, the provision of left-turn lane at this intersection improves the overall safety of the intersection. Paradigm Transportation Solutions Limited Page 32

41 105 Toronto Street South, Markdale Transportation Impact Study December Conclusions and Recommendations 6.1 Conclusions Based on the investigations carried out, it is concluded that: under current weekday AM and PM peak hour traffic volumes the study are intersections operate at acceptable levels of service with the current roadway geometry and traffic control; the proposed commercial development is forecast to generate approximately 139 net new trips during the weekday AM peak hour and 203 net new trips during the weekday PM peak hour; under 2020 (build-out year) background traffic conditions, all intersections in the study area are forecast to operate at acceptable levels of service during the weekday AM and PM peak hours; under 2020 total traffic conditions, all intersections in the study area are forecast to operate at acceptable levels of service during the weekday AM and PM peak hours; under 2025 (five-year horizon) background traffic conditions, all intersections in the study area are forecast to operate at acceptable levels of service during the weekday AM and PM peak hours; under 2025 total traffic conditions, all intersections in the study area are expected to operate at acceptable levels of service during the weekday AM and PM peak hours; under 2030 (ten-year horizon) background traffic conditions, all intersections in the study area are forecast to operate at acceptable levels of service during the weekday AM and PM peak hours; under 2030 total traffic conditions, all intersections in the study area are forecast to operate at acceptable levels of service during the weekday AM and PM peak hours; at the 2030 horizon under full development and occupancy of the site, traffic control signals are not forecast to be justified at the intersection of Toronto Street South and Victoria Street; for all scenarios studied, a northbound left-turn lane at the intersection of Toronto Street South and Victoria Street is not forecast to be warranted; by 2020, with full development and occupancy of the site, a southbound left-turn lane with 15 metres of storage is warranted at the intersection of Toronto Street South and Victoria Street; and the required storage length for the warranted SBLT at Toronto Street South and Victoria Street does not change through to the 2030 planning horizon. Paradigm Transportation Solutions Limited Page 33

42 105 Toronto Street South, Markdale Transportation Impact Study December Recommendations Based on the findings of this study, it is recommended that the planning applications be approved as proposed with the following conditions related to the transportation system improvements: prior to 2020, a southbound left-turn lane with 15 metres of storage be installed at the intersection of Toronto Street South and Victoria Street. Paradigm Transportation Solutions Limited Page 34

43 105 Toronto Street South, Markdale Transportation Impact Study December 2016 Appendix A Existing Turning Movement Counts Paradigm Transportation Solutions Limited Appendices

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45 Toronto Street (Hwy 10) & Main Street Morning Peak Diagram Specified Period From: 6:00:00 To: 10:00:00 One Hour Peak From: 8:15:00 To: 9:15:00 Municipality: Site #: Intersection: TFR File #: Count date: Markdale Toronto Street (Hwy 10) & Main Stre 1 5-Oct-2016 Weather conditions: Clear Person(s) who counted: ** Signalized Intersection ** Major Road: Toronto Street (Hwy 10) runs N/S North Leg Total: 542 Heavys Heavys 12 East Leg Total: 241 North Entering: 303 Trucks Trucks 10 East Entering: 125 North Peds: 12 Cars Cars 217 East Peds: 2 Peds Cross: Totals Totals 239 Peds Cross: Heavys Trucks Cars Totals Main Street Heavys Trucks Cars Totals Toronto Street (Hwy 10) N W E S Toronto Street (Hwy 10) Cars Trucks Heavys Totals Main Street Cars Trucks Heavys Totals Peds Cross: Cars 278 Cars Peds Cross: West Peds: 7 Trucks 21 Trucks South Peds: 16 West Entering: 170 Heavys 15 Heavys South Entering: 202 West Leg Total: 301 Totals 314 Totals South Leg Total: 516 Comments

46 Toronto Street (Hwy 10) & Main Street Afternoon Peak Diagram Specified Period From: 15:00:00 To: 19:00:00 One Hour Peak From: 16:30:00 To: 17:30:00 Municipality: Site #: Intersection: TFR File #: Count date: Markdale Toronto Street (Hwy 10) & Main Stre 1 5-Oct-2016 Weather conditions: Clear Person(s) who counted: ** Signalized Intersection ** Major Road: Toronto Street (Hwy 10) runs N/S North Leg Total: 672 Heavys Heavys 5 East Leg Total: 280 North Entering: 320 Trucks Trucks 8 East Entering: 152 North Peds: 13 Cars Cars 339 East Peds: 9 Peds Cross: Totals Totals 352 Peds Cross: Heavys Trucks Cars Totals Main Street Heavys Trucks Cars Totals Toronto Street (Hwy 10) N W E S Toronto Street (Hwy 10) Cars Trucks Heavys Totals Main Street Cars Trucks Heavys Totals Peds Cross: Cars 273 Cars Peds Cross: West Peds: 8 Trucks 6 Trucks South Peds: 18 West Entering: 182 Heavys 16 Heavys South Entering: 336 West Leg Total: 397 Totals 295 Totals South Leg Total: 631 Comments

47 Toronto Street (Hwy 10) & Main Street Total Count Diagram Municipality: Site #: Intersection: TFR File #: Count date: Markdale Toronto Street (Hwy 10) & Main Stre 1 5-Oct-2016 Weather conditions: Clear Person(s) who counted: ** Signalized Intersection ** Major Road: Toronto Street (Hwy 10) runs N/S North Leg Total: 3886 Heavys Heavys 77 East Leg Total: 1590 North Entering: 1927 Trucks Trucks 73 East Entering: 844 North Peds: 102 Cars Cars 1809 East Peds: 51 Peds Cross: Totals Totals 1959 Peds Cross: Heavys Trucks Cars Totals Main Street Heavys Trucks Cars Totals Toronto Street (Hwy 10) N W E S Toronto Street (Hwy 10) Cars Trucks Heavys Totals Main Street Cars Trucks Heavys Totals Peds Cross: Cars 1731 Cars Peds Cross: West Peds: 70 Trucks 86 Trucks South Peds: 125 West Entering: 1084 Heavys 104 Heavys South Entering: 1825 West Leg Total: 2138 Totals 1921 Totals South Leg Total: 3746 Comments

48 Toronto Street (Hwy 10) & Main Street Traffic Count Summary Intersection: Toronto Street (Hwy 10) & Main Str Count Date: 5-Oct-2016 Hour Ending North Approach Totals Includes Cars, Trucks, & Heavys Grand Left Thru Right Total Total Peds North/South Total Approaches Hour Ending Municipality: Markdale South Approach Totals Includes Cars, Trucks, & Heavys Grand Left Thru Right Total 6:00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: Total Peds Totals: Hour Ending East Approach Totals West Approach Totals Includes Cars, Trucks, & Heavys Grand Left Thru Right Total Total Peds East/West Total Approaches Hour Ending Includes Cars, Trucks, & Heavys Grand Left Thru Right Total 6:00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: Total Peds Totals: Calculated Values for Traffic Crossing Major Street Hours Ending: Crossing Values: 7: : : : : : : :00 114

49 Toronto Street (Hwy 10) & Victoria Street Morning Peak Diagram Specified Period From: 6:00:00 To: 10:00:00 One Hour Peak From: 8:15:00 To: 9:15:00 Municipality: Site #: Intersection: TFR File #: Count date: Markdale Toronto Street (Hwy 10) & Victoria S 1 5-Oct-2016 Weather conditions: Clear Person(s) who counted: ** Non-Signalized Intersection ** Major Road: Toronto Street (Hwy 10) runs N/S North Leg Total: 530 Heavys Heavys 14 North Entering: 308 Trucks Trucks 11 North Peds: 0 Cars Cars 197 Peds Cross: Totals Totals 222 Heavys Trucks Cars Totals Toronto Street (Hwy 10) N Victoria Street W E Heavys Trucks Cars Totals S Toronto Street (Hwy 10) Peds Cross: Cars 268 Cars Peds Cross: West Peds: 2 Trucks 18 Trucks South Peds: 1 West Entering: 17 Heavys 18 Heavys South Entering: 231 West Leg Total: 47 Totals 304 Totals South Leg Total: 535 Comments

50 Toronto Street (Hwy 10) & Victoria Street Afternoon Peak Diagram Specified Period From: 15:00:00 To: 19:00:00 One Hour Peak From: 15:15:00 To: 16:15:00 Municipality: Site #: Intersection: TFR File #: Count date: Markdale Toronto Street (Hwy 10) & Victoria S 1 5-Oct-2016 Weather conditions: Clear Person(s) who counted: ** Non-Signalized Intersection ** Major Road: Toronto Street (Hwy 10) runs N/S North Leg Total: 657 Heavys Heavys 13 North Entering: 306 Trucks Trucks 14 North Peds: 0 Cars Cars 324 Peds Cross: Totals Totals 351 Heavys Trucks Cars Totals Toronto Street (Hwy 10) N Victoria Street W E Heavys Trucks Cars Totals S Toronto Street (Hwy 10) Peds Cross: Cars 287 Cars Peds Cross: West Peds: 5 Trucks 16 Trucks South Peds: 0 West Entering: 27 Heavys 20 Heavys South Entering: 359 West Leg Total: 45 Totals 323 Totals South Leg Total: 682 Comments

51 Toronto Street (Hwy 10) & Victoria Street Total Count Diagram Municipality: Site #: Intersection: TFR File #: Count date: Markdale Toronto Street (Hwy 10) & Victoria S 1 5-Oct-2016 Weather conditions: Clear Person(s) who counted: ** Non-Signalized Intersection ** Major Road: Toronto Street (Hwy 10) runs N/S North Leg Total: 3908 Heavys Heavys 89 North Entering: 1940 Trucks Trucks 77 North Peds: 3 Cars Cars 1802 Peds Cross: Totals Totals 1968 Heavys Trucks Cars Totals Toronto Street (Hwy 10) N Victoria Street W E Heavys Trucks Cars Totals S Toronto Street (Hwy 10) Peds Cross: Cars 1784 Cars Peds Cross: West Peds: 23 Trucks 85 Trucks South Peds: 3 West Entering: 128 Heavys 103 Heavys South Entering: 1996 West Leg Total: 252 Totals 1972 Totals South Leg Total: 3968 Comments

52 Toronto Street (Hwy 10) & Victoria Street Traffic Count Summary Intersection: Toronto Street (Hwy 10) & Victoria Count Date: 5-Oct-2016 Hour Ending North Approach Totals Includes Cars, Trucks, & Heavys Grand Left Thru Right Total Total Peds North/South Total Approaches Hour Ending Municipality: Markdale South Approach Totals Includes Cars, Trucks, & Heavys Grand Left Thru Right Total 6:00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: Total Peds Totals: Hour Ending East Approach Totals West Approach Totals Includes Cars, Trucks, & Heavys Grand Left Thru Right Total Total Peds East/West Total Approaches Hour Ending Includes Cars, Trucks, & Heavys Grand Left Thru Right Total 6:00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: Total Peds Totals: Calculated Values for Traffic Crossing Major Street Hours Ending: Crossing Values: 7:00 0 8:00 5 9: : : : : :00 4

53 105 Toronto Street South, Markdale Transportation Impact Study December 2016 Appendix B Existing Traffic Operation Reports Paradigm Transportation Solutions Limited Appendices

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55 Existing (2016) Existing (2016) Lane Group EBT WBT NBT SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Heavy Vehicles (%) 4% 9% 13% 14% 6% 0% 11% 13% 16% 0% 11% 6% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm c c0.20 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B B Approach Delay (s) Approach LOS B B B B HCM 2000 Control Delay 14.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.36 Actuated Cycle Length (s) 71.0 Sum of lost time (s) 11.0 Intersection Capacity Utilization 59.2% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Timing Plan: AM Peak Hour PTSL Page 1 Timing Plan: AM Peak Hour PTSL Page 2

56 Existing (2016) Existing (2016) Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians 2 1 Lane Width (m) Walking Speed (m/s) Percent Blockage 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 263 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay 0.5 Intersection Capacity Utilization 32.4% ICU Level of Service A Analysis Period (min) 15 Lane Group EBT WBT NBT SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Timing Plan: AM Peak Hour PTSL Page 3 Timing Plan: PM Peak Hour PTSL Page 1

57 Existing (2016) Existing (2016) Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Heavy Vehicles (%) 24% 2% 4% 0% 3% 2% 5% 4% 0% 0% 10% 3% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm c c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B B Approach Delay (s) Approach LOS B B B B HCM 2000 Control Delay 15.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.41 Actuated Cycle Length (s) 71.1 Sum of lost time (s) 11.0 Intersection Capacity Utilization 63.8% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians 5 Lane Width (m) 3.7 Walking Speed (m/s) 1.1 Percent Blockage 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 263 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay 0.7 Intersection Capacity Utilization 41.1% ICU Level of Service A Analysis Period (min) 15 Timing Plan: PM Peak Hour PTSL Page 2 Timing Plan: PM Peak Hour PTSL Page 3

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59 105 Toronto Street South, Markdale Transportation Impact Study December 2016 Appendix C Background Traffic Operations Reports Paradigm Transportation Solutions Limited Appendices

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61 Background (2020) Background (2020) Lane Group EBT WBT NBT SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Heavy Vehicles (%) 4% 9% 13% 14% 6% 0% 11% 13% 16% 0% 11% 6% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm c c0.21 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B B Approach Delay (s) Approach LOS B B B B HCM 2000 Control Delay 14.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.38 Actuated Cycle Length (s) 71.0 Sum of lost time (s) 11.0 Intersection Capacity Utilization 59.2% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Timing Plan: AM Peak Hour PTSL Page 1 Timing Plan: AM Peak Hour PTSL Page 2

62 Background (2020) Background (2020) Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians 2 1 Lane Width (m) Walking Speed (m/s) Percent Blockage 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 263 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay 0.5 Intersection Capacity Utilization 33.7% ICU Level of Service A Analysis Period (min) 15 Lane Group EBT WBT NBT SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Timing Plan: AM Peak Hour PTSL Page 3 Timing Plan: PM Peak Hour PTSL Page 1

63 Background (2020) Background (2020) Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Heavy Vehicles (%) 24% 2% 4% 0% 3% 2% 5% 4% 0% 0% 10% 3% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm c c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B B Approach Delay (s) Approach LOS B B B B HCM 2000 Control Delay 15.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.43 Actuated Cycle Length (s) 71.2 Sum of lost time (s) 11.0 Intersection Capacity Utilization 64.9% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians 5 Lane Width (m) 3.7 Walking Speed (m/s) 1.1 Percent Blockage 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 263 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay 0.7 Intersection Capacity Utilization 42.6% ICU Level of Service A Analysis Period (min) 15 Timing Plan: PM Peak Hour PTSL Page 2 Timing Plan: PM Peak Hour PTSL Page 3

64 Background (2025) Background (2025) Lane Group EBT WBT NBT SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Heavy Vehicles (%) 4% 9% 13% 14% 6% 0% 11% 13% 16% 0% 11% 6% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm c c0.22 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B B Approach Delay (s) Approach LOS B B B B HCM 2000 Control Delay 14.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.40 Actuated Cycle Length (s) 71.0 Sum of lost time (s) 11.0 Intersection Capacity Utilization 59.2% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Timing Plan: AM Peak Hour PTSL Page 1 Timing Plan: AM Peak Hour PTSL Page 2

65 Background (2025) Background (2025) Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians 2 1 Lane Width (m) Walking Speed (m/s) Percent Blockage 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 263 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay 0.5 Intersection Capacity Utilization 34.3% ICU Level of Service A Analysis Period (min) 15 Lane Group EBT WBT NBT SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Timing Plan: AM Peak Hour PTSL Page 3 Timing Plan: PM Peak Hour PTSL Page 1

66 Background (2025) Background (2025) Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Heavy Vehicles (%) 24% 2% 4% 0% 3% 2% 5% 4% 0% 0% 10% 3% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm c c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B B Approach Delay (s) Approach LOS B B B B HCM 2000 Control Delay 16.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.46 Actuated Cycle Length (s) 71.2 Sum of lost time (s) 11.0 Intersection Capacity Utilization 66.6% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians 5 Lane Width (m) 3.7 Walking Speed (m/s) 1.1 Percent Blockage 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 263 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay 0.8 Intersection Capacity Utilization 43.6% ICU Level of Service A Analysis Period (min) 15 Timing Plan: PM Peak Hour PTSL Page 2 Timing Plan: PM Peak Hour PTSL Page 3

67 Background (2030) Background (2030) Lane Group EBT WBT NBT SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Heavy Vehicles (%) 4% 9% 13% 14% 6% 0% 11% 13% 16% 0% 11% 6% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm c c0.23 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B B Approach Delay (s) Approach LOS B B B B HCM 2000 Control Delay 15.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.42 Actuated Cycle Length (s) 71.2 Sum of lost time (s) 11.0 Intersection Capacity Utilization 59.2% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Timing Plan: AM Peak Hour PTSL Page 1 Timing Plan: AM Peak Hour PTSL Page 2

68 Background (2030) Background (2030) Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians 2 1 Lane Width (m) Walking Speed (m/s) Percent Blockage 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 263 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay 0.6 Intersection Capacity Utilization 35.8% ICU Level of Service A Analysis Period (min) 15 Lane Group EBT WBT NBT SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Timing Plan: AM Peak Hour PTSL Page 3 Timing Plan: PM Peak Hour PTSL Page 1

69 Background (2030) Background (2030) Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Heavy Vehicles (%) 24% 2% 4% 0% 3% 2% 5% 4% 0% 0% 10% 3% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm c c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B B Approach Delay (s) Approach LOS B B B B HCM 2000 Control Delay 16.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length (s) 71.2 Sum of lost time (s) 11.0 Intersection Capacity Utilization 68.1% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians 5 Lane Width (m) 3.7 Walking Speed (m/s) 1.1 Percent Blockage 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 263 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B A Approach Delay (s) Approach LOS B Average Delay 0.8 Intersection Capacity Utilization 45.4% ICU Level of Service A Analysis Period (min) 15 Timing Plan: PM Peak Hour PTSL Page 2 Timing Plan: PM Peak Hour PTSL Page 3

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71 105 Toronto Street South, Markdale Transportation Impact Study December 2016 Appendix D Total Traffic Operations Reports Paradigm Transportation Solutions Limited Appendices

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73 Total (2020) Total (2020) Lane Group EBT WBT NBT SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Heavy Vehicles (%) 4% 9% 13% 14% 6% 0% 11% 13% 16% 0% 11% 6% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm c c0.23 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B B Approach Delay (s) Approach LOS B B B B HCM 2000 Control Delay 15.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.42 Actuated Cycle Length (s) 71.2 Sum of lost time (s) 11.0 Intersection Capacity Utilization 59.2% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Timing Plan: AM Peak Hour PTSL Page 1 Timing Plan: AM Peak Hour PTSL Page 2

74 Total (2020) Total (2020) Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians 2 1 Lane Width (m) Walking Speed (m/s) Percent Blockage 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 263 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B B A A Approach Delay (s) Approach LOS B B Average Delay 2.3 Intersection Capacity Utilization 45.9% ICU Level of Service A Analysis Period (min) 15 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A Approach Delay (s) Approach LOS A Average Delay 3.3 Intersection Capacity Utilization 13.9% ICU Level of Service A Analysis Period (min) 15 Timing Plan: AM Peak Hour PTSL Page 3 Timing Plan: AM Peak Hour PTSL Page 4

75 Total (2020) Total (2020) Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 341 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A Approach Delay (s) Approach LOS A Average Delay 0.3 Intersection Capacity Utilization 24.1% ICU Level of Service A Analysis Period (min) 15 Lane Group EBT WBT NBT SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Timing Plan: AM Peak Hour PTSL Page 5 Timing Plan: PM Peak Hour PTSL Page 1

76 Total (2020) Total (2020) Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Heavy Vehicles (%) 24% 2% 4% 0% 3% 2% 5% 4% 0% 0% 10% 3% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm c c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B C B Approach Delay (s) Approach LOS B B C B HCM 2000 Control Delay 17.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.51 Actuated Cycle Length (s) 71.4 Sum of lost time (s) 11.0 Intersection Capacity Utilization 74.4% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians 5 Lane Width (m) 3.7 Walking Speed (m/s) 1.1 Percent Blockage 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 263 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS C D A A Approach Delay (s) Approach LOS C D Average Delay 4.7 Intersection Capacity Utilization 63.1% ICU Level of Service B Analysis Period (min) 15 Timing Plan: PM Peak Hour PTSL Page 2 Timing Plan: PM Peak Hour PTSL Page 3

77 Total (2020) Total (2020) Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A Approach Delay (s) Approach LOS A Average Delay 4.6 Intersection Capacity Utilization 17.8% ICU Level of Service A Analysis Period (min) 15 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 340 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B Approach Delay (s) Approach LOS B Average Delay 0.8 Intersection Capacity Utilization 32.5% ICU Level of Service A Analysis Period (min) 15 Timing Plan: PM Peak Hour PTSL Page 4 Timing Plan: PM Peak Hour PTSL Page 5

78 Total (2025) Total (2025) Lane Group EBT WBT NBT SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Heavy Vehicles (%) 4% 9% 13% 14% 6% 0% 11% 13% 16% 0% 11% 6% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm c c0.24 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B B Approach Delay (s) Approach LOS B B B B HCM 2000 Control Delay 15.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.44 Actuated Cycle Length (s) 71.2 Sum of lost time (s) 11.0 Intersection Capacity Utilization 59.2% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Timing Plan: AM Peak Hour PTSL Page 1 Timing Plan: AM Peak Hour PTSL Page 2

79 Total (2025) Total (2025) Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians 2 1 Lane Width (m) Walking Speed (m/s) Percent Blockage 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 263 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B B A A Approach Delay (s) Approach LOS B B Average Delay 2.3 Intersection Capacity Utilization 47.4% ICU Level of Service A Analysis Period (min) 15 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A Approach Delay (s) Approach LOS A Average Delay 3.3 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15 Timing Plan: AM Peak Hour PTSL Page 3 Timing Plan: AM Peak Hour PTSL Page 4

80 Total (2025) Total (2025) Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 341 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A Approach Delay (s) Approach LOS A Average Delay 0.3 Intersection Capacity Utilization 24.7% ICU Level of Service A Analysis Period (min) 15 Lane Group EBT WBT NBT SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (m) Queue Length 95th (m) # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Timing Plan: AM Peak Hour PTSL Page 5 Timing Plan: PM Peak Hour PTSL Page 1

81 Total (2025) Total (2025) Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Heavy Vehicles (%) 24% 2% 4% 0% 3% 2% 5% 4% 0% 0% 10% 3% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm c c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B C B Approach Delay (s) Approach LOS B B C B HCM 2000 Control Delay 18.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 71.6 Sum of lost time (s) 11.0 Intersection Capacity Utilization 76.1% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians 5 Lane Width (m) 3.7 Walking Speed (m/s) 1.1 Percent Blockage 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 263 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS C D A A Approach Delay (s) Approach LOS C D Average Delay 4.8 Intersection Capacity Utilization 64.5% ICU Level of Service C Analysis Period (min) 15 Timing Plan: PM Peak Hour PTSL Page 2 Timing Plan: PM Peak Hour PTSL Page 3

82 Total (2025) Total (2025) Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A Approach Delay (s) Approach LOS A Average Delay 4.6 Intersection Capacity Utilization 17.8% ICU Level of Service A Analysis Period (min) 15 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 340 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B Approach Delay (s) Approach LOS B Average Delay 0.8 Intersection Capacity Utilization 33.5% ICU Level of Service A Analysis Period (min) 15 Timing Plan: PM Peak Hour PTSL Page 4 Timing Plan: PM Peak Hour PTSL Page 5

83 Total (2030) Total (2030) Lane Group EBT WBT NBT SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Heavy Vehicles (%) 4% 9% 13% 14% 6% 0% 11% 13% 16% 0% 11% 6% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm c c0.25 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B B Approach Delay (s) Approach LOS B B B B HCM 2000 Control Delay 15.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.46 Actuated Cycle Length (s) 71.2 Sum of lost time (s) 11.0 Intersection Capacity Utilization 59.2% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Timing Plan: AM Peak Hour PTSL Page 1 Timing Plan: AM Peak Hour PTSL Page 2

84 Total (2030) Total (2030) Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians 2 1 Lane Width (m) Walking Speed (m/s) Percent Blockage 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 263 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B B A A Approach Delay (s) Approach LOS B B Average Delay 2.3 Intersection Capacity Utilization 48.6% ICU Level of Service A Analysis Period (min) 15 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A Approach Delay (s) Approach LOS A Average Delay 3.3 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15 Timing Plan: AM Peak Hour PTSL Page 3 Timing Plan: AM Peak Hour PTSL Page 4

85 Total (2030) Total (2030) Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 341 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A Approach Delay (s) Approach LOS A Average Delay 0.2 Intersection Capacity Utilization 25.5% ICU Level of Service A Analysis Period (min) 15 Lane Group EBT WBT NBT SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (m) Queue Length 95th (m) # Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Timing Plan: AM Peak Hour PTSL Page 5 Timing Plan: PM Peak Hour PTSL Page 1

86 Total (2030) Total (2030) Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Heavy Vehicles (%) 24% 2% 4% 0% 3% 2% 5% 4% 0% 0% 10% 3% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm c c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B C B Approach Delay (s) Approach LOS B B C B HCM 2000 Control Delay 19.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.58 Actuated Cycle Length (s) 71.8 Sum of lost time (s) 11.0 Intersection Capacity Utilization 77.6% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians 5 Lane Width (m) 3.7 Walking Speed (m/s) 1.1 Percent Blockage 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 263 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS C D A A Approach Delay (s) Approach LOS C D Average Delay 5.0 Intersection Capacity Utilization 66.7% ICU Level of Service C Analysis Period (min) 15 Timing Plan: PM Peak Hour PTSL Page 2 Timing Plan: PM Peak Hour PTSL Page 3

87 Total (2030) Total (2030) Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A Approach Delay (s) Approach LOS A Average Delay 4.6 Intersection Capacity Utilization 17.8% ICU Level of Service A Analysis Period (min) 15 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 340 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B Approach Delay (s) Approach LOS B Average Delay 0.8 Intersection Capacity Utilization 33.5% ICU Level of Service A Analysis Period (min) 15 Timing Plan: PM Peak Hour PTSL Page 4 Timing Plan: PM Peak Hour PTSL Page 5

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89 105 Toronto Street South, Markdale Transportation Impact Study December 2016 Appendix E Signal Warrant Justification Worksheets Paradigm Transportation Solutions Limited Appendices

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91 Signal Warrant Calculation (OTM Book 12) Horizon Year: Total (2030) Region/City/Township: Markdale, Ontario Major Street: Toronto Street South North / South (Y/N): Minor Street: Victoria Street Y Number of Approach Lanes (1/2): Tee Intersection Configuration (Y/N): Flow Conditions (R/F): 1 Y R 150% Satisfied: 120% Satisfied: NO NO Overall Warrant Warrant for new intersections with forecast traffic Warrant for existing intersections with forecast traffic Land Use West Side (I/C/R): R 100% Satisfied: NO Warrant for existing intersections with existing traffic Land Use East Side (I/C/R): PM Forecast Only (Y/N): R N Time Period AM Peak Hour PM Peak Hour MAJOR STREET MINOR STREET Toronto Street South Victoria Street NORTHBOUND SOUTHBOUND WESTBOUND EASTBOUND Left Thru Right Left Thru Right Left Thru Right Left Thru Right Average Hourly Volumes VOLUME PM SAT AHV 1A - All B - Minor A - Major B - Cross WARRANT 1 - MINIMUM VEHICULAR VOLUME 1A APPROACH LANES 1 2 OR MORE AVERAGE FLOW CONDITION ALL APPROACHES FREE REST. FREE REST. FLOW FLOW FLOW FLOW X HOUR PERIOD 425 % FULFILLED 59% 150 % SATISFIED: 120 % SATISFIED: 100% SATISFIED: 80% SATISFIED: 1B APPROACH LANES 1 2 OR MORE AVERAGE FLOW CONDITION MINOR STREET APPROACHES FREE REST. FREE REST. FLOW FLOW FLOW FLOW X % FULFILLED HOUR PERIOD 46 18% 150 % SATISFIED: 120 % SATISFIED: 100% SATISFIED: 80% SATISFIED: WARRANT 2 - DELAY TO CROSS TRAFFIC 2A APPROACH LANES 1 2 OR MORE AVERAGE FLOW CONDITION MAJOR STREET APPROACHES FREE REST. FREE REST. FLOW FLOW FLOW FLOW X HOUR PERIOD 379 % FULFILLED 53% 150 % SATISFIED: 120 % SATISFIED: 100% SATISFIED: 80% SATISFIED: 2B APPROACH LANES 1 2 OR MORE AVERAGE FLOW CONDITION TRAFFIC CROSSING MAJOR STREET FREE REST. FREE REST. FLOW FLOW FLOW FLOW X HOUR PERIOD 23 % FULFILLED 31% 150 % SATISFIED: 120 % SATISFIED: 100% SATISFIED: 80% SATISFIED: 1A - MINIMUM VEHICULAR VOLUME: Total vehicle volume on all approaches for average day 1B - MINIMUM VEHICULAR VOLUME: Total vehicle volume on minor streets 2A - DELAY TO CROSS TRAFFIC: Total vehicle volume on major street for average day 2B - DELAY TO CROSS TRAFFIC: Total vehicle and pedestrian volume crossing major street: comprising: (1) lefts from both minor street, (2) heaviest through from minor street, (3) 50% of heavier left turn from major street when following criteria met: (a)

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93 105 Toronto Street South, Markdale Transportation Impact Study December 2016 Appendix F Left Turn Lane Warrant Nomographs Paradigm Transportation Solutions Limited Appendices

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95 105 Toronto Street South, Markdale TIS Left Turn Lane Warrant Nomograph Toronto Street South at Victoria Street - Northbound 2020 Total Traffic Figure F.1

96 105 Toronto Street South, Markdale TIS Left Turn Lane Warrant Nomograph Toronto Street South at Victoria Street - Southbound 2020 Total Traffic Figure F.2

97 105 Toronto Street South, Markdale TIS Left Turn Lane Warrant Nomograph Toronto Street South at Victoria Street - Northbound 2025 Total Traffic Figure F.3

98 105 Toronto Street South, Markdale TIS Left Turn Lane Warrant Nomograph Toronto Street South at Victoria Street - Southbound 2025 Total Traffic Figure F.4

99 105 Toronto Street South, Markdale TIS Left Turn Lane Warrant Nomograph Toronto Street South at Victoria Street - Northbound 2030 Total Traffic Figure F.5

100 105 Toronto Street South, Markdale TIS Left Turn Lane Warrant Nomograph Toronto Street South at Victoria Street - Southbound 2030 Total Traffic Figure F.6