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4 Ministry of Community Safety and Correctional Services August 2005 Ce document est aussi disponible en français

5 What Is A Community Safety Zone? C ommunity Safety Zones are sections of roadways where public safety is of special concern. These may include roadways near schools, day care centres, retirement facilities, and those with high collision rates. While traffic laws remain the same, fines for moving violations are increased or doubled within these zones. Municipalities may designate Community Safety Zones on roads that come under their jurisdiction by enacting by-laws. In areas where there is no municipality with jurisdiction over a particular road or a provincial highway, the Minister of Community Safety and Correctional Services 1 has the authority to designate a Community Safety Zone. Provincial highways those roadways that are signed as King s highways, patrolled by the Ontario Provincial Police and maintained by the Ministry of Transportation. Legislative authority for Community Safety Zones is set out in section of the Highway Traffic Act and the required signs are found in Regulation 615 of the Act. This document lays out the protocol that individuals, groups and municipalities must follow to apply for a Community Safety Zone designation on a provincial highway. 1 The Highway Traffic Amendment Act (Community Safety Zones), when passed and proclaimed in 1998, described the responsible minister as the Solicitor General and Minister of Correctional Services. By Order in Council number 1732/99 dated October 20, 1999, this responsibility was assigned to the Solicitor General. By Order in Council 1708/2003, dated November 23, 2003 the powers and duties of the Solicitor General were assigned and transferred to the Minister of Community Safety and Correctional Services. 1

6 What Is The process For Requesting A Community Safety Zone? A pplicants are asked to complete four basic steps in order to request a community safety zone. These consist of: Step 1 : Preparation of background information and a site proposal Step 2: Preparation of a report justifying the need for a Community Safety Zone for the selected site Step 3: Consultation with local and provincial authorities Step 4: Submission of the completed application for a Community Safety Zone STEP 1: Background Information & Site Proposal P repare a detailed written description of the proposed Community Safety Zone. You must ask local and provincial authorities to comment on the merits of your proposal. They will use the information you provide as a guide. The description should include: Information on the person or organization making the request and where a key contact can be reached (mailing address and telephone number during business hours). A description of the location of the proposed Community Safety Zone, including the highway number, name of the local municipality affected and suggested start / finish points. The hours, days of the week and months of the year during which the zone should be active (i.e., during which increased fines will be applied). 2

7 STEP 2: Site Justification A Community Safety Zone must address an identified safety need. The applicant(s) must demonstrate that public safety is of special concern in the area that is under consideration. Provide a detailed written description of the public safety issues that have prompted the request for a Community Safety Zone for the selected site. You must ask local and provincial authorities to comment on the merits of your proposal. They will use the information you provide as a guide. The description should include: knowledge of collisions and/or personal injuries presence of pedestrian traffic proximity to school(s) and/or related uses which expose vulnerable groups to traffic related hazards persistent concerns related to speeding and other traffic offences letters of support from local businesses / citizens concerned with road safety issues community surveys and/or summary of community meetings other supporting documentation which the applicant feels is relevant 3

8 STEP 3: Consultation D iscuss your Community Safety Zone proposal with local and provincial authorities, using the information from steps one and two as a guide. There are five sources within the community that you will be expected to consult: I. Local Service Agencies II. The Ministry of Transportation III. The Ontario Provincial Police IV. The Local Area Governance Body V. The Member of Provincial Parliament Contact local service agencies, the Ministry of Transportation (MTO), and the Ontario Provincial Police (OPP) first in order to identify any technical concerns with your proposal prior to seeking support from the local area governance body and Member of Provincial Parliament. I. Local Service Agencies Provide documentation reflecting the outcome of discussions with appropriate community agencies / organizations or committees such as: Local School Board Police Services Board Community Policing Committee Community Road Safety Coalition Local / Regional Municipal Services Road Services Board Roads / Traffic / Engineering Department Planning / By-law Department Ratepayer s Associations Other local groups / committees concerned with public / road safety issues [Please note that this is a suggested list of contacts: local service agencies/boards will vary by community. The applicant(s) makes the determination of appropriate contacts.] 4

9 II. Ministry of Transportation (MTO) Contact the Ministry of Transportation to discuss your proposal and provide a copy of your background information, site proposal and site justification package. Upon receiving this information, the Ministry of Transportation s Regional Traffic Office staff will review issues associated with the proposed provincial highway Community Safety Zone designation. A written summary from the Regional Traffic Head will be mailed to the address of the contact identified in your background information. Ministry of Transportation offices are located in Kingston, Toronto, London, North Bay and Thunder Bay (consult the local blue pages or contact MTO toll free at ). III. Ontario Provincial Police (OPP) Contact the local detachment of the Ontario Provincial Police to discuss your proposal and provide a copy of your background information, site proposal and site justification package. Upon receiving this information, the Ontario Provincial Police will review the issues associated with a Community Safety Zone designation and the successful application of the zone to traffic management plans in the detachment area. Detachments may also provide statistics on enforcement activity in the proposed area. 5

10 Once you have resolved any technical or enforcement concerns related to your Community Safety Zone proposal, you must seek the support of the local area governance body and Member of Provincial Parliament. IV. Local Area Governance Body Seek and obtain a resolution from the local area governance body supporting the proposed designation. The local area governance body may be a municipal council, a band council or a services board. V. Member of Provincial Parliament (MPP) Contact your local Member of Provincial Parliament and request a written response on the proposed designation. 6

11 STEP 4: Submission of a Community Safety Zone Request A fter all of the above information/documentation has been obtained, the entire package must be submitted to the Ministry of Community Safety and Correctional Services. Provide a copy of your information package to the local detachment of the Ontario Provincial Police. The local detachment of the Ontario Provincial Police will also verify that all information requirements have been met. If the package is incomplete, it will be returned to you for resubmission. Is your information package complete? Background Information and Site Proposal Key contact Detailed description of the proposed Community Safety Zone site Hours, days of the week, and months of the year during which the zone should be active Site Justification Detailed description of the public safety issues associated with the site Consultation Documented input from local service agencies MTO review of issues associated with the Community Safety Zone OPP review of issues associated with the Community Safety Zone A signed official copy of the local Municipal Council Resolution, where appropriate, supporting the Community Safety Zone designation request A letter of response from the local Member of Provincial Parliament Applications are then forwarded to the Head Office of the Ministry of Community Safety and Correctional Services for review and consideration. Applicant(s) will be notified once a determination has been made by the Minister. Community Safety Zones become active when an Ontario Regulation under the Highway Traffic Act is passed and the required signs are placed on the site. The minimum time required to prepare the regulation for approval and erect signs is approximately 3 months. 7

12 Requesting a Community Safety Zone on a Provincial Highway Persons, groups, or municipalities identify portion of a provincial highway where public safety is of special concern Local Service Agencies (i) Information Package prepared by Applicant Applicant submits Information Package to local OPP Detachment Information Request Report / Comments MTO Regional Traffic Office (ii) OPP Detachment (iii) Local Governance Bodies (iv) MPP(v) OPP Detachment verifies Information Package is complete Incomplete Package returned to Applicant Complete OPP forwards Information Package to the Head Office of the Ministry of Community Safety and Correctional Services Package returned to Applicant No Approval by the Minister of Community Safety and Correctional Services Yes Regulation drafted Applicant Notified Regulation signed by the Minister of Community Safety and Correctional Services Ministry of Transportation, Ontario Provincial Police, and Applicant notified. Signs erected. 8

13 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Operational Performance Review Report MTO Central Region Retainer Highway 12 from Mississaga Street to Atherley Road Orillia, Ontario August 8, 2018 hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

14 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Contents Contents... i 1.0 Introduction Study Purpose and Scope of Work Study Area Data Analysis Corridor Strategy Corridor Characteristics Project Data Operational Characteristics Traffic Volume Characteristics Operational Efficiency Existing traffic operations with Optimized Timing Plans Operating Speeds Signal Warrant at the Highway 12/High Street Intersection Illumination Warrants Pedestrians and Vehicle Clearances Passing Zone Review Collision Characteristics Collision Distribution Patterns Corridor Level Collision Analysis by LHRS Statistical Significance Testing Collision Diagrams Single Motor Vehicle Collisions Review Collisions Involving Vulnerable Users Summary of Collision Analysis Field Review Signage Regulatory and Warning Signs Guide Signs Pavement Condition and Pavement Markings Roadway Geometrics...44 hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289) i

15 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Alignment Stopping Sight Distance Turning Sight Distance Traffic Operations Passing Zone Roadside Safety Clear Zone Specific Concerns Pedestrian safety Recommendations of Countermeasures Signal Clearance Time Posted Speed Limit Signal Timing and Coordination Community Safety Zone Signage Geometry Pedestrian Safety Winter Road Surface Conditions Memorial Avenue Intersection Summary of Recommended Countermeasures...52 Table 1: Turning Movement Count Locations and Dates... 6 Table 2: Existing Intersection Operation... 8 Table 3: Existing Intersection Operations Proposed Optimized Signal Timing...12 Table 4: Summary table for Operating 85th Percentile and Average Speeds vs. Posted Speeds (AM Periods)...19 Table 5: Summary table for Operating 85th Percentile and Average Speeds vs. Posted Speeds (PM Periods)...19 Table 6: Segment / Continuous Illumination Warrant Results...20 Table 7: Pedestrian and Vehicle Clearance Time Comparison...21 Table 8: Existing Passing Zone Length and Required Minimum Length...23 Table 9: Existing Passing Zone Sight Distance and Required Minimum Length...23 Table 10: Number of Collisions by Impact Type...27 Table 11: SMV single vehicle collisions by Event and Environment Condition...40 Table 12: Summary of Improvement Strategy...52 hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289) ii

16 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Exhibit 1: Study Corridor - Highway 12 between Mississaga Street and Atherley Road... 2 Exhibit 2: Lane Configuration at Intersections... 4 Exhibit 3: 2017 Traffic Volumes... 7 Exhibit 4: Operating 85th Percentile and Average Speeds vs. Posted Speeds (AM Period)...16 Exhibit 5: Operating 85th Percentile and Average Speeds vs. Posted Speeds (PM Period)...17 Exhibit 6: Operating 85th Percentile and Average Speeds vs. Posted Speeds (OFF Period)...18 Exhibit 7: Approximate Passing Zone Locations...23 Exhibit 8: Existing Pass Zones 1 and Exhibit 9: Passing Zones 3 and Exhibit 10: Number of Collisions by Year and AADT on Highway Exhibit 11: Number of Collisions by Month on Highway Exhibit 12: Number of collisions by Time of Day and Type on Highway Exhibit 13: Collisions by Initial Impact Type...28 Exhibit 14: Total Number of Collisions by Location along Highway Exhibit 15: Average Collision Rates per 1 km Sections along Highway Exhibit 16: Observed, Predicted and Expected Collisions per year...30 Exhibit 17: Average number of single vehicle collisions ( ) per year along Highway Exhibit 18: Single Vehicle Collisions based on Driver Actions...38 Exhibit 19: Accident Event after initial impact for Single Vehicle Collisions...38 Exhibit 20: Average number of single vehicle collisions by light condition ( ) per year along Highway Exhibit 21: single vehicle collisions by environment condition...39 Exhibit 22: Single Vehicle collisions by lighting and environment condition...40 Exhibit 23: Faded No-Parking Sign with Debris At The Base Of The Sign Post...43 Exhibit 24: Signal Ahead Sign After the Vertical Crest East Of Memorial Avenue...43 Exhibit 25: Lakehead University Marker Sign...43 Exhibit 26: Looking Northbound at Highway 12 and Memorial Avenue...44 Exhibit 27: Looking at the East Leg of Highway 12 and West Street from the Southeast Corner...44 Exhibit 28: Looking Eastbound along Highway 12 approx. 350m East of Gill Street...44 Exhibit 29: Vertical Crest at the East Approach of Memorial Avenue...45 Exhibit 30: Insufficient Stopping Sight Distance to end of queue at Memorial Avenue...46 Exhibit 31: Required and Available Turning Sight Distance (Highway 12 and Gill St)...47 Exhibit 32: Required and Available Turning Sight Distance (Highway 12 and Forest Ave)...47 Exhibit 33: Interaction between Turning vehicles and Pedestrians at Gill St...49 hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289) iii

17 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report 1.0 Introduction The Ontario Ministry of Transportation (MTO) has retained HDR Corporation to undertake an Operational Performance Review (OPR) of Highway 12 between Mississaga Street (LHRS 19450, offset 1356) and Atherley Road (LHRS 19435, offset 0000) in the City of Orillia. The OPR process consists of gathering and reviewing available traffic operations and collision data, conducting field reviews, identifying roadway geometrics, illumination sections, collision patterns and contributing factors, and proposing countermeasures (if a problem exist). Highway 12 is a King s Highway that extends from Midland to Whitby and passes through the City of Orillia east of Highway 11. This segment of Highway 12 was originally designed as a bypass to divert through-traffic south around the busier sections of the City of Orillia. Over time, the urban boundary has expanded to Highway 12 and across it to the south. As a result of this population growth, along with an increase in through-traffic, the City and local residents have requested MTO to review the highway to identify potential safety and operational enhancements Study Purpose and Scope of Work The purpose of this assignment is to review the safety and operational performance of the study corridor, to identify safety and operational needs, and to provide short- and long-term recommendations for enhancing safety and operations. The key tasks of the safety and operations review are to: Review all available collision, operations and geometric data Benchmark the existing collision rates by comparing it to MTO Central Region collision statistics and MTO safety performance function equations Identify trends and clusters in collision occurrence within the study corridor Review posted speed limits and operating speeds Review warranting conditions for illumination Undertake a field investigation, reviewing the horizontal / vertical alignment, crosssection, roadside protection and safety, signs, pavement markings, traffic signals and human factors Develop short- and long-term treatment recommendations to address the identified operational issues and collision-prone locations The initial task of this study was to complete a preliminary analysis, documented in Section 3.0, of available collision data and traffic information. Potential issues related to collisions and traffic operations along the corridor were identified and a list of elements to be reviewed in the field was prepared. The field investigation, documented in Section 4.0, involved field observation of current traffic operations, road conditions, design compliance and other potential issues. Using the findings from the office and field investigations, a list of potential countermeasures was developed and proposed as documented in Section 5.0. hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

18 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report 2.0 Study Area The project limits include approximately 5.1 km of Hwy 12 which has seven signalized intersections. Mississaga Street (LHRS 19450, 1356) is the west end and Atherley Road (LHRS 19453, 0000) is the east end. Exhibit 1 shows the limits of the study corridor, the location of the signalized intersections and the general surrounding land uses. Exhibit 1: Study Corridor - Highway 12 between Mississaga Street and Atherley Road 3.0 Data Analysis Preliminary analysis was undertaken to better understand the study area, the traffic movements in the area, the collision history, and the potential causes of collisions. Collision patterns and related potential causes, analyzed in conjunction with traffic operations, road geometry and adjacent land use, were assessed to identify potential issues to be investigated further during the field investigation. The preliminary analysis results provide the background for identifying appropriate countermeasures. The following sections of the report document the overview of the study area, collision data analysis and operational analysis undertaken as part of the OPR Corridor Strategy This corridor is expected to continue to function as an arterial by-pass for the foreseeable future. A Preliminary Design and Environmental Assessment Study for improvements to Highway between Horseshoe Valley Road and Memorial Avenue was completed in The study recommends widening Highway 12 from the Highway 11/Highway 12 South Junction to Memorial Drive by 2031, although the improvements are not currently planned. hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

19 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report 3.2. Corridor Characteristics This segment of Highway 12 is a two-lane rural arterial road with controlled access. Although the corridor itself is rural, it is generally surrounded by residential and commercial land. Highway 12 is a provincially maintained highway with a 2 lane cross-section throughout the study limits with a posted speed limit of 80 km/h. The corridor has high proportion of truck traffic along Highway 12 (approximately 10% of the AADT based on latest ATR counts). The major pedestrian generators in the study area are four public schools located north of Highway 12 near Hurtubise Drive, High Street, Gill Street, and Forest Avenue as shown in Exhibit 1. As a result of these schools and new development south of Highway 12, there has been increased concern from the City and the public regarding vulnerable road users given the high speed and traffic volumes along the study corridor. Exhibit 2 shows the existing lane configuration. hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

20 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Exhibit 2: Lane Configuration at Intersections hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

21 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report 3.3. Project Data Data reviewed for this Operational Performance Review (OPR) fell into four broad groups: operations data, safety data, geometric data, and field data. The following data was provided by MTO. Field data was collected by the HDR project team. Operations Data Turning movement Counts (dated 2008, 2012, 2016) Signal timing plans AADT along Highway 12 Historical Speed surveys along Highway 12 Automated Traffic Recorded (ATR) counts Safety Data AIS data for entire study corridor ( ) Geometric Data PHM drawings New speed surveys were undertaken by Ontario Traffic Inc., as part of the scope of this assignment. The preliminary safety analysis documented in this report was based on the AIS database that was provided by MTO at the outset of the study Operational Characteristics Traffic Volume Characteristics Weekday turning movement counts (TMC) were obtained from the Ministry for AM and PM peak periods. The location and dates of the counts used in the study are summarized in Table 1. Most of the counts are from 2016, with the exception of the counts at Mississaga Rd (2017). In addition, the Ministry provided AADT data from 2000 to 2010 and ATR data (2011, 2012, and 2015) for two locations (0.4km west of Memorial Road and 2.5km south of west Road) within the study area. An annual compound growth rate of 2.5% was estimated based on historic AADT and ATR data and used to produce 2017 traffic volumes. Exhibit 3 shows the estimated 2017 traffic volumes based on 2.5% annual growth rate. There is also a high proportion of trucks along Highway 12, with an average truck percentage of approximately 10% based on the latest ATR data. hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

22 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Table 1: Turning Movement Count Locations and Dates Count Location Periods Date Highway 12 / Mississaga Street Weekday AM & PM March 7, 2017 Highway 12 / Hurtubise Drive Weekday AM & PM July 26, 2016 Highway 12/ Memorial Avenue Weekday AM & PM July 26, 2016 Highway 12/ West Street Weekday AM & PM July 26, 2016 Highway 12/ High Street Weekday AM & PM September 16, 2016 Highway 12 / Gill Street Weekday AM & PM July 26, 2016 Highway 12 / Forest Avenue Weekday AM & PM July 26, 2016 Highway 12/ Atherley Road Weekday AM & PM July 26, 2016 hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

23 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Exhibit 3: 2017 Traffic Volumes hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

24 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Operational Efficiency Intersection operations were assessed using the software program Synchro 9, Version 9.1, Build 911, using the Highway Capacity Manual (HCM2000) methodology published by the Transportation Research Board National Research Council. Synchro 9 can analyze both signalized and unsignalized intersections in a road corridor or network taking into account the spacing, interaction, queues and operations between intersections. Two separate measures of performance are considered in the signalized intersection analysis: Volume to capacity (v/c) ratio; and Level of Service for all intersection movements. Two separate measures of performance are considered in the two-way un-signalized intersection analysis: Volume to capacity (v/c) ratio; and The highest movement Level of Service. Level of service is based on the average control delay per vehicle for a given movement. Delay is an indicator of how long a vehicle must wait to complete a movement and is represented by a letter between A and F, with F being the longest delay. The volume to capacity (v/c) ratio is a measure of the degree of capacity expected at an intersection. Based on the existing traffic volumes as shown in Exhibit 3 and the signal timing plans provided by the Ministry, the resulting existing intersections operations are summarized in Table 2. Critical movements (defined as movements with LOS E or F, and/or with a v/c ratio of at least 0.85) are highlighted in red. Detailed HCM reports are provided in Appendix A. Table 2: Existing Intersection Operation Intersection & Critical Movement AM Peak Hour PM Peak Hour Storage/ Distance to Upstream Intersection AM PM Highway 12/Mississaga Street LOS v/c LOS v/c (m) Overall B 0.49 D th Queue (m) 95 th Queue (m) Eastbound Left-turn B 0.32 C Eastbound Through B 0.54 B Westbound Through C 0.67 E Westbound Right-turn B 0.04 B Northbound Left-turn C 0.02 C Northbound Through C 0.18 C hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

25 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Intersection & Critical Movement AM Peak Hour PM Peak Hour Storage/ Distance to Upstream Intersection AM PM LOS v/c LOS v/c (m) 95 th Queue (m) 95 th Queue (m) Northbound Right-turn A 0.16 A Southbound Left-turn C 0.16 C Southbound Right-turn C 0.16 C Highway 12/Hurtubise Drive Overall A 0.57 A 0.67 Eastbound Through A 0.6 A Eastbound Right-turn A 0.01 A Westbound Left-turn A 0.03 A Westbound Through A 0.47 A Northbound Left-turn C 0.05 C Northbound Right-turn C 0 C Highway 12/Memorial Avenue Overall C 0.51 C 0.74 Eastbound Left-turn B 0.42 D Eastbound Through C 0.59 B Eastbound Right-turn B 0.14 D Westbound Left-turn C 0.56 D Westbound Through C 0.71 B Westbound Right-turn B 0.04 C Northbound Left-turn C 0.21 C Northbound Through C 0.19 C Northbound Right-turn A 0.11 A Southbound Left-turn C 0.16 C Southbound Through C 0.32 C Southbound Right-turn A 0.06 A Highway 12/West Street Overall B 0.54 D 0.84 Eastbound Left-turn B 0.35 F Eastbound Through-Right B 0.56 C Westbound Left-turn B 0.05 B Westbound Through C 0.71 D Westbound Right-turn B 0.05 B Northbound Left-turn C 0.18 C Northbound Through C 0.21 C hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

26 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Intersection & Critical Movement AM Peak Hour PM Peak Hour Storage/ Distance to Upstream Intersection AM PM LOS v/c LOS v/c (m) 95 th Queue (m) 95 th Queue (m) Northbound Right-turn C 0.01 C Southbound Left-turn C 0.22 C Southbound Through C 0.17 C Southbound Right-turn C 0.08 C Highway 12/High Street Eastbound Left-Through A 0 A Eastbound Right-turn A 0.01 A Westbound Left-Through A 0 A Westbound Right A 0 A Northbound Left-Through-Right B 0.03 D Southbound Left-Through-Right C 0.02 D Highway 12/Gill Street Overall B 0.56 D 0.76 Eastbound Left-turn B 0.17 C Eastbound Through-Right B 0.58 C Westbound Left-turn B 0.02 B Westbound Through-Right C 0.76 D Northbound Left-Through-Right C 0.22 C Southbound Left-Through-Right C 0.13 C Highway 12/Forest Avenue Overall B 0.46 C 0.58 Eastbound Left-turn A 0.1 B Eastbound Through-Right B 0.52 B Westbound Left-turn B 0.03 B Westbound Through-Right C 0.67 C Northbound Left-Through-Right C 0.11 C Southbound Left-Through-Right C 0.11 C Highway 12/Atherley Road Overall C 0.38 C 0.77 Eastbound Left-turn B 0.15 C Eastbound Through-Right C 0.32 C hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

27 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Intersection & Critical Movement AM Peak Hour PM Peak Hour Storage/ Distance to Upstream Intersection AM PM LOS v/c LOS v/c (m) 95 th Queue (m) 95 th Queue (m) Westbound Left-turn B 0.38 B Westbound Through-Right B 0.32 B Northbound Left-Through C 0.11 C Northbound Right-turn (Channelized) A 0.35 A Southbound Left-Through-Right C 0.2 C As shown in Table 2, the following movements have v/c ratios greater than 1.0: Highway 12/West Street eastbound left-turn; and Highway 12/Mississaga Street westbound through. Theoretically, a maximum volume-capacity ratio for existing conditions cannot be greater than 1.0, since the observed volumes used in the analysis represent volumes that were served at the intersection and; therefore, must be at or below the capacity of the intersection. The high volume capacity ratio can be the result of default conservative parameters used in the Synchro analysis for the base conditions at the study intersections, which is only the best-fit representation based on the static volumes and signal timing plans, or short-term oversaturation caused by the peak hour factor. The queue analysis indicates that the 95 th percentile queues (in meters) for most of the movements can be accommodated except for the northbound right-turn lane at Highway 12/Atherley Road. Through movement queues extend beyond the start of turning lanes at the following locations during PM peak period: Highway 12/Forest Avenue eastbound left-turn and westbound left-turn; Highway 12/Gill Street eastbound left-turn and westbound left-turn; Highway 12/West Street eastbound left-turn, westbound left-turn and westbound rightturn; Highway 12/ Memorial Avenue eastbound left-turn, eastbound right-turn, and westbound left-turn; Highway 12/ Hurtubise Drive eastbound right-turn and westbound left-turn; and Highway 12/ Mississaga Street eastbound left-turn and westbound right-turn. At Gill Street, the eastbound queue extends to the upstream intersection during the PM peak period. hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

28 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Existing traffic operations with Optimized Timing Plans The existing conditions showed that there are a few critical movements at selected intersections experiencing high delays and poor v/c ratios (Table 2). In addition, from the project team s review of existing signal timing plans, signal coordination is not used in this corridor because no offset timings were provided in any of the plans. Therefore, a preliminary network optimization (cycle length) was conducted. The project team carried out the network optimization using the recommended signal clearance times (vehicle and pedestrian times) shown in Table 7 and the optimized cycle length function in Synchro. The proposed optimized cycle length for the corridor is 120 s in the AM peak period and 130 s in the PM peak period. The natural cycle at Hurtubise Drive is closer to 65 s in the PM peak period, therefore we propose a 65s cycle at Hurtubise to balance control delay while still coordinating with the rest of the corridor (every other cycle). The expected resulting intersections operations are summarized in Table 3. Detailed HCM reports are provided in Appendix A. Table 3: Existing Intersection Operations Proposed Optimized Signal Timing Intersection & Critical Movement AM Peak Hour PM Peak Hour LOS v/c LOS v/c (m) Highway 12/Mississaga Street Overall B 0.47 C 0.69 Storage AM PM 95 th Queue (m) 95 th Queue (m) Eastbound Left-turn B 0.27 C Eastbound Through B 0.49 A Westbound Through B 0.59 C Westbound Right-turn A 0.04 D Northbound Left-turn C 0.02 D Northbound Through D 0.21 D Northbound Right-turn A 0.16 A Southbound Left-turn D 0.19 D Southbound Right-turn C 0.16 D Highway 12/Hurtubise Drive Overall A 0.50 B 0.68 Eastbound Through A 0.52 B Eastbound Right-turn A 0.01 A Westbound Left-turn A 0.02 A Westbound Through A 0.41 B Northbound Left-turn E 0.09 C Northbound Right-turn E 0 C Highway 12/Memorial Avenue hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

29 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Intersection & Critical Movement AM Peak Hour PM Peak Hour LOS v/c LOS v/c (m) Overall B 0.49 C 0.67 Storage AM PM 95 th Queue (m) 95 th Queue (m) Eastbound Left-turn B 0.34 C Eastbound Through B 0.52 C Eastbound Right-turn A 0.14 B Westbound Left-turn B 0.45 C Westbound Through B 0.58 C Westbound Right-turn A 0.04 C Northbound Left-turn C 0.25 D Northbound Through C 0.22 D Northbound Right-turn A 0.11 A Southbound Left-turn D 0.19 E Southbound Through D 0.37 D Southbound Right-turn A 0.06 A Highway 12/West Street Overall B 0.49 C 0.76 Eastbound Left-turn A 0.28 E Eastbound Through-Right A 0.48 B Westbound Left-turn A 0.04 A Westbound Through A 0.57 B Westbound Right-turn A 0.05 A Northbound Left-turn D 0.23 D Northbound Through D 0.27 D Northbound Right-turn D 0.01 D Southbound Left-turn D 0.28 E Southbound Through D 0.22 D Southbound Right-turn D 0.15 D Highway 12/High Street Eastbound Left-Through A 0 A Eastbound Right-turn A 0 A Westbound Left-Through A 0.01 A Westbound Right A 0.01 A Northbound Left-Through-Right B 0.03 D Southbound Left-Through-Right C 0.02 C Highway 12/Gill Street Overall B 0.51 B 0.70 Eastbound Left-turn A 0.14 B Eastbound Through-Right A 0.49 B hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

30 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Intersection & Critical Movement AM Peak Hour PM Peak Hour LOS v/c LOS v/c (m) Storage AM PM 95 th Queue (m) 95 th Queue (m) Westbound Left-turn A 0.01 A Westbound Through-Right A 0.60 B Northbound Left-Through-Right D 0.28 D Southbound Left-Through-Right D 0.15 D Highway 12/Forest Avenue Overall B 0.43 B 0.50 Eastbound Left-turn A 0.08 A Eastbound Through-Right A 0.45 B Westbound Left-turn A 0.02 A Westbound Through-Right B 0.54 B Northbound Left-Through-Right D 0.14 D Southbound Left-Through-Right D 0.12 D Highway 12/Atherley Road Overall B 0.40 B 0.66 Eastbound Left-turn C 0.14 C Eastbound Through-Right C 0.31 D Westbound Left-turn B 0.37 B Westbound Through-Right B 0.31 B Northbound Left-Through C 0.11 D Northbound Right-turn A 0.35 A Southbound Left-Through-Right D 0.21 D The expected operations under the optimized cycle lengths indicates that all through movement v/c and LOS can be improved compared to existing condition. Although there are more critical movements, the overall delay can be reduced, particularly for Highway 12 through-traffic. Although a detail progression analysis was not part of this study, the preliminary analysis indicates potential improvements for the corridor Operating Speeds Speed data was collected between West Street and Atherley Road to assess the 85th percentile and average speeds compared to posted speed limits along the Highway near the schools. Plots of the 85th percentile and average speeds along the corridor against posted speeds for both AM and PM peak periods are shown in Exhibit 4 and Exhibit 5. The 85th percentile speed represents the speed at or below which 85 percent of vehicles traveled during the survey. The peak period speeds are not free flow and should be used for reference only, not for reviewing the speed limits within the study area. The OFF peak period speed radar survey was also conducted in order to reflect the free flow speed through the corridor. Exhibit 6 shows the 85th percentile and average speeds compared hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

31 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report to the speed limit. It can be observed that most vehicles are running within the speed limit and the corridor performs well under free flow condition. Details of the speed surveys are summarized in Appendix B. hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

32 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Exhibit 4: Operating 85th Percentile and Average Speeds vs. Posted Speeds (AM Period) hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

33 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Exhibit 5: Operating 85th Percentile and Average Speeds vs. Posted Speeds (PM Period) hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

34 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Exhibit 6: Operating 85th Percentile and Average Speeds vs. Posted Speeds (OFF Period) hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

35 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Table 4: Summary table for Operating 85th Percentile and Average Speeds vs. Posted Speeds (AM Periods) Intersection From To Eastbound Survey Period 85th Percentile Speed (km/h) Average Speed (km/h) Highway 12 West Street High Street 7:30-9: Highway 12 High Street Gill Street 6:00-7: Highway 12 Gill Street Forest Avenue 7:00-8: Highway 12 Forest Avenue Atherley Road 10:45-11: Intersection From To Westbound Survey Period 85th Percentile Speed (km/h) Average Speed (km/h) Highway 12 West Street High Street 9:00-10: Highway 12 High Street Gill Street 7:30-9: Highway 12 Gill Street Forest Avenue 6:00-7: Highway 12 Forest Avenue Atherley Road 7:30-9: Table 5: Summary table for Operating 85th Percentile and Average Speeds vs. Posted Speeds (PM Periods) Intersection From To Eastbound Survey Period 85th Percentile Speed (km/h) Average Speed (km/h) Highway 12 West Street High Street 15:30-17: Highway 12 High Street Gill Street 15:30-17: Highway 12 Gill Street Forest Avenue 15:30-17: Highway 12 Forest Avenue Atherley Road 15:30-17: Intersection From To Westbound Survey Period 85th Percentile Speed (km/h) Average Speed (km/h) Highway 12 West Street High Street 17:00-18: Highway 12 High Street Gill Street 14:00-15: Highway 12 Gill Street Forest Avenue 14:00-15: Highway 12 Forest Avenue Atherley Road 14:00-15: As shown in Table 4 and Table 5, the following observations can be made: During the AM peak period, the 85th percentile speed ranged from 5 km/h below the posted speed to 6km/h above the posted speed. This indicates that in most instances along the corridor drivers were traveling within the posted speed limit; During the PM peak period, the 85th percentile speed ranged from 11 km/h to 0 km/h below the posted limited in the westbound direction, indicating that drivers were travelling slightly below the posted speed limits, where as in the eastbound direction the hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

36 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report 85 th percentile speeds ranged from 10 km/h to 15 km/h (up to 70 km/h below the posted speed limit), indicating heavy congestion Signal Warrant at the Highway 12/High Street Intersection MTO completed a signal warrant analysis at the High Street intersection earlier in 2017 based the following criteria: Minimum Vehicular Volume Delay to Cross Traffic Accident Experience Combination Warrant Based on this analysis, traffic signals are not warranted for this intersection. Details of the analysis is included in Appendix C Illumination Warrants The Ministry s directive (PLNG-B-05) on Highway Illumination was applied to the entire corridor with the intention of identifying any locations that may warrant illumination. The directive has separate warrants for intersections and continuous segments. Regardless of warrant type (intersection or segment) there are four factors that are evaluated: Geometry; Operations; Environment; and Collision history. The warrant analysis assigns points to the various factors and how they apply to the corridor. For intersections, if the total points are greater than 62, illumination is warranted whereas for segment, the warrant threshold is 70 points. All the intersections in the study area all illuminated. Therefore, illumination warrants were only carried out for mid-block segments. The result of the analysis for segment are summarized in Table 6. Details of the warrant analyses are provided in Appendix C. Table 6: Segment / Continuous Illumination Warrant Results Section Points Warrant? (70/100) Mississaga Street to Memorial Avenue 31.7 No Memorial Avenue to West Street 32.5 No West Street to High Street 42.5 No High Street to Gill Street 75.5 Yes Gill Street to Forest Avenue 43.0 No Forest Avenue to Atherley Road 61.4 No As shown in Table 6, one segment within the study corridor is warranted for illumination, from High Street to Gill Street. The major contributing factor is the high percentage of night time hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

37 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report collisions during the recent 3-year period. However, only 2 collisions were observed during the recent 3-year period within the segment and one of them happened during night time. This segment is 5 points over the warranting condition threshold. The accident factor for this particular segment might not be the best indicator of illumination issues due to the low occurrence of night-time collisions. A benefit-cost analysis is required for all illumination warrant regardless of threshold based on MTO policy. If the Ministry is considering improving the illumination on Highway 12, a benefit-cost analysis should be carried out Pedestrians and Vehicle Clearances A detailed review of existing pedestrian and vehicle clearance-times at all signalized intersections within the corridor was completed as part of this study. They were compared to required pedestrian and vehicle clearance times for conformance as set out in the Traffic Control Signal Timing and Capacity Analysis at Signalized Intersections Manual (1989) and Traffic Signal Operating & Timing policy # A side-by-side comparison of existing clearance times and calculated clearance times (based on the Policy) for all signalized intersections are summarized in Table 7. Clearance times that are less than the required Policy times are highlighted in red. Amber clearance times that exceed the required Policy times are highlighted in orange. Detail calculations are provided in Appendix D. Table 7: Pedestrian and Vehicle Clearance Time Comparison Clearance Times E/W N/S Intersection Existing Policy Existing Policy Highway 12 / Mississaga Street Amber All Red Pedestrian Minimum Highway 12 / Hurtubise Drive Amber All Red Pedestrian Minimum Highway 12 / Memorial Avenue Amber All Red Pedestrian Minimum Highway 12 / West Street Amber All Red Pedestrian Minimum Highway 12 / Gill Street Amber hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

38 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Clearance Times E/W N/S Intersection Existing Policy Existing Policy All Red Pedestrian Minimum Highway 12 / Forest Street Amber All Red Pedestrian Minimum Highway 12 / Atherley Road Amber All Red Pedestrian Minimum Based on Table 7, the following observations can be made: The existing all red clearance times do not meet policy requirements at all intersections; There is insufficient amber time in the east/west direction at Highway 12/Mississaga Street and in the north/south direction at Highway 12/Atherley Road. Amber times are higher than the calculated times required by the policy except at Highway 12/Mississaga Street and in the east/west direction at Highway 12/Atherley Road; There is insufficient pedestrian clearance times in the east/west direction at Atherley Road. Note that at the intersections of Highway 12/Gill Street and Highway 12/Forest Street, the pedestrian clearance times are greater than the Policy minimum as a result of a request from the City of Orillia. Additional time was added in order to provide time for crossing guards to enter the roadway, check that it is safe before pedestrians proceed to cross, and exit the roadway after pedestrians have crossed. A walking speed of 0.8 m/s is assumed for the pedestrian calculations as specified in the Traffic Signal Operating & Timing policy # Passing Zone Review Existing passing zones along the corridor were reviewed to assess the length of passing zones and available passing sight distance. There are four passing zones within the corridor, two in each direction. The approximate locations of the passing zones and passing zone demonstration are illustrated in Exhibit 7, Exhibit 8 and Exhibit 9. The length of each passing zone was measured and compared against the minimum required length outlined by OTM Book 11 and are summarized in Table 8. The comparisons show that the two passing zones are shorter than the required minimum length of 320 metres. hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

39 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Table 8: Existing Passing Zone Length and Required Minimum Length Passing Length Zone 1 Zone 2 Zone 3 Zone 4 (WB) (EB) (EB) (WB) Existing Length (m) Required Minimum Length (m) - OTM The critical sight distance within each passing zone was measured and compared with the required minimum passing sight distance as outlined in the Ontario Geometric Design Standards of Ontario Highways. As shown in Table 9, the critical sight distance within passing zone 1 is below the minimum requirement of 700 m. All other passing zones have adequate passing sight distance. Table 9: Existing Passing Zone Sight Distance and Required Minimum Length Sight Distance Zone 1 Zone 2 Zone 3 Zone 4 Existing Length (m) >1km 800 Required Minimum Length (m) - MTO Exhibit 7: Approximate Passing Zone Locations hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

40 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Exhibit 8: Existing Pass Zones 1 and 2 hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

41 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Exhibit 9: Passing Zones 3 and Collision Characteristics The collision analysis involved a macro and micro approach where the macro analysis reviews the corridor as a whole to assess the safety performance of the corridor as a whole and identify collision-prone locations, then micro analysis is used to identify underlying factors at those locations, if any Collision Distribution Patterns The historical collision data ( ) from the AIS was reviewed to identify potential issues. Exhibit 10 provides the summary of the total number of reported collisions by severity. There were 240 collisions recorded during the analysis period with 183 (or 76%) Property- Damage-Only (PDO) and 57 (or 24%) injury collisions. No fatal collision was recorded. A review of the AADT showed a decreasing traffic demand from 2012 to 2014 with decreasing number of collisions. Similarly, traffic demand modestly increased from 2014 to 2015 while the number of collisions also slightly increased. In general, the total number of collisions appears to be trending with AADT. hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

42 NUmber of Collisions Number of Collision by Severity AADT MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Number of Collisions by Year on Highway 12 Corridor ( *) PDOnly Injury AADT Year Exhibit 10: Number of Collisions by Year and AADT on Highway 12 The number of collision are summarized by month in Exhibit 11. The seasonal variation in collisions appears to correlate with seasonal variation in traffic volumes along the study corridor PDOnly Injury Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Month Exhibit 11: Number of Collisions by Month on Highway 12 The number of collisions by hour is shown in Exhibit 12. There are generally more collisions during the PM period and into the evening. The most likely time of day for collisions to occur is between 5:00 PM and 7:00 PM. The high proportion of collisions that occurred during the PM hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

43 Unknown Number of Collisions MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report period could be attributed to higher levels of traffic congestion and/or glare from the setting sun Injury PDO Collisions by Time of Day and Type ( *) Time of Day (24-hour) Exhibit 12: Number of collisions by Time of Day and Type on Highway 12 Table 10 and Exhibit 13 provide the summary of the total number of reported collisions by impact type. As shown, rear-end collisions (60%) and turning collisions (14.6%) are predominant collision types along the study corridor. Table 10: Number of Collisions by Impact Type Initial Impact Type Total Percentage Angle % Approach % Rear End % Side Swipe % SMV % Turning % Other % Total hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

44 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Collisions by Initial Impact Type: Highway 12 (2012 to 2016) 1.3% 4.2% 1.7% 14.6% 10.4% 7.9% 60.0% Angle Approach RearEnd SideSwipe SMV Turning Other Exhibit 13: Collisions by Initial Impact Type The total collisions by location are presented in Exhibit 14. The intersections that experienced the highest number of collisions include Memorial Avenue followed by Atherley Road and West Street. The predominant impact type for these intersections is rear-end collisions in the eastbound and westbound directions. Exhibit 14: Total Number of Collisions by Location along Highway 12 hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

45 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Corridor Level Collision Analysis by LHRS Moving average collision rates (moving at 100 meter at a time based on LHRS + Offsets) for 1- km sections along Highway 12 were calculated and plotted for the entire length of the study limits. The results of the moving average collision rates are illustrated in Exhibit 15 along with the provincial average collision rate of 0.7 collisions per million vehicle-kilometres. Exhibit 15: Average Collision Rates per 1 km Sections along Highway 12 The predicted and expected number of collisions (Empirical Bayes estimation) were also plotted along the entire corridor and are illustrated Exhibit 16. The purpose of this plot is to gauge the macro-safety performance of the corridor and to identify locations where micro-analysis is warranted. The predicted collision frequency was calculated using Safety Performance Functions (SPFs) developed as part of the 2013 technical memorandum for MTO s Road Network. These predicted collisions are estimated based on what similar type of intersections are experiencing if they are experiencing similar traffic demand to the Highway 12 corridor. The safety performance function equation is based on the number of approaches/legs in the intersection (4 legs), the road class and the type of traffic control. The expected number of collisions is a weighted average of the observed collisions and predicted collisions, and is a more accurate measure of collision at a site, rather than the number of collisions or collision rates. The expected number of collisions accounts for bias related to Regression to the Mean in collision datasets. As such, locations where the observed number of collisions is higher than the expected number of collisions were identified for micro safety analysis. hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

46 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Detailed calculations are provided in Appendix F. Overall, the corridor is experiencing higher number of collision than expected, particularly at the following locations: 500 m west of Memorial Avenue Highway 12 and Memorial Avenue 270 m west of West Street Highway 12 and West Street Between West Street and High Street Highway 12 and High Street Highway 12 and Gill Street Highway 12 and Atherley Road Exhibit 16: Observed, Predicted and Expected Collisions per year The predominant impact type for these locations is rear-end collisions in the eastbound and westbound directions for both midblock segments and intersections. Statistical significance testing was also used to identify whether any collision types are overrepresented at the key intersections along the study corridor. This is discussed in the next section Statistical Significance Testing The Chi-Squared test was used to investigate if there is a statistical overrepresentation of certain impact type at one location compared with the corridor average. As such, the proportion of the collision type being investigated (observed value) and the average proportion of the same collision type for a large group of locations with similar characteristics (expected value) can be compared. The equation form is shown below: hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

47 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Based on the statistical tests indicated an overrepresentation of the following collision types and locations. Turning collisions at Memorial Avenue; Rear-end and single motor vehicle collisions at Atherley Road. The calculation summary for all intersections is provided in Appendix E. The turning collisions at Memorial Avenue are mainly attributed to drivers making improper turns or failing to yield (77% of 13 records) Collision Diagrams Collision diagrams for five intersections in the study corridor are shown in the following figures: Memorial Avenue, West Street, High Street, Gill Street, and Forest Avenue. hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

48 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

49 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

50 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

51 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

52 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

53 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Single Motor Vehicle Collisions Review As part of the roadside safety review that is further discussed in Section 4.5, single motor vehicle (SMV) collisions were analyzed in detail to identify any issues related to roadside hazards. The distribution of average collisions involving single vehicles along Highway 12 with approximated passing zone locations is shown in Exhibit 17. As shown in the plot, majority of single vehicle collisions happens within 0.5 km of West Street and Atherley Road. The rest of the collisions are evenly distributed between Mississaga Street and Memorial Avenue. There appears to be no correlation with passing areas and single vehicle collisions from the distribution shows in Exhibit 17. Exhibit 17: Average number of single vehicle collisions ( ) per year along Highway 12 As shown in Exhibit 17 and Exhibit 18, Fourteen (14) single vehicle collisions occurred in the eastbound direction and nine (9) occurred in the westbound direction. Ten (10) single vehicle collisions were related to losing control and eight (8) were related to speeding followed by following too closely to the other vehicles. For the 10 SMV collisions associated with vehicles losing control, 80% resulted in skidding/sliding or running off the road and 50% occurred in darklight condition. The majority of these collisions (70%) occurred during winter months, indicating potential issues related to lack of illumination and snow removal. hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

54 Number of Collisions Number of Collisions MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report SMV Collisions: Driver Action Eastbound Westbound Northbound Southbound Driving properly Following Close Lost control Oth-DrAct Speed Too Fast Driver Action Exhibit 18: Single Vehicle Collisions based on Driver Actions A review of single vehicle collisions after initial impact by direction of travel is shown in Exhibit 19. Ten single vehicle collisions (40% of the total) involved skidding/sliding and six (24%) single vehicle collisions involved a vehicle that went off the road as a result of the collision impact. There was one single vehicle collision involving a pedestrian at the Highway 12/High Street intersection, resulting in an injury. This collision occurred during the late evening (approximately 10:00 PM) under illumination. The vehicle was turning right from Highway 12 westbound to High Street northbound, striking the pedestrian who was crossing Highway 12 at an unmarked location SMV Collisions: Accident Event Eastbound Westbound Northbound Southbound Accident Event Exhibit 19: Accident Event after initial impact for Single Vehicle Collisions hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

55 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report The light condition for all single vehicle collisions is summarized by location in Exhibit 20. Fortyeight percent (48%) of single vehicle collisions occurred under dark conditions indicating the lack of illumination along midblock segments might be the contributing factors for SMV collisions, specifically for segments between West and High Streets as well as Forest Avenue and Atherley Road. Exhibit 20: Average number of single vehicle collisions by light condition ( ) per year along Highway 12 The SMV collisions are summarized by environment conditions and the resulting events in Exhibit 21 and Table 11. It can be seen that 48% of SMV collisions occurred when the road surface is slippery due to rain or snow. Approximately 60% of the SMV collisions occurred during the winter months. SMV Collision by Environment Conditions Snow, 9 (36%) Clear, 13 (52%) Rain 3 (12%) Exhibit 21: single vehicle collisions by environment condition hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

56 Number of Collisions MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Table 11: SMV single vehicle collisions by Event and Environment Condition Event Clear Rain Snow Total Animal-wild Cable guide rail Other Event Pedestrian Pole-utility Ran off road Skidding/Sliding Snow pile Unattended vehicle Total Exhibit 22 shows the SMV collisions categorized lighting condition and environmental condition. Of the 25 SMV collisions, 12 were in dark conditions and 13 were in daylight/artificial daylight conditions. There was rain or snow for slightly more than half of the collisions in the dark (seven of twelve) and slightly less than half of the collisions in daylight/artificial daylight conditions. All the SMV collisions in rainy conditions occurred in the dark. Poor environmental conditions appears to be a contributing factor to SMV collisions in daylight and dark conditions at roughly the same rate. This indicates that illumination is likely not the main factor in the night-time collisions SMV Collisions: Lighting Condition and Environmental Condition Clear Rain Snow Dark Daylight Daylight Artificial Lighting Condition Exhibit 22: Single Vehicle collisions by lighting and environment condition hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

57 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Collisions Involving Vulnerable Users There were four collisions involving vulnerable users within the analysis period, 1.6% of all recorded collisions. None were fatal, and one caused an injury. Unless otherwise noted, these collisions occurred in clear, dry, daylight conditions: A rear-end collision involved a school bus at Highway 12 and Forest Avenue in the westbound direction; A turning collision at the intersection of Highway 12 and Forest Avenue involving a school vehicle making a northbound left turn; An angle collision between a southbound cyclist and a westbound pick-up truck at Highway 12 and Memorial Avenue; and A collision involving a pedestrian struck and injured by an eastbound vehicle turning right at Highway 12 and High Street, at night under illumination Summary of Collision Analysis Based on the collision analysis of the latest five-year of AIS data, the identified collision trends are summarized below: The predominant collision impact type is rear end along the corridor. There are generally more collisions during the PM period and into the nights. Overall, the corridor is experiencing higher number of collision than expected based on MTO s SPF parameters. There is overrepresentation of turning collisions at Memorial Avenue and rear-end and SMV collisions at Atherley Road. The high proportion of turning collisions at Memorial Avenue is generally attributed to vehicles failing to yield or making improper turns. The causal factors for SMV collisions are mainly related to potential issues with light (dark condition) and environment conditions (snow or wet road surface). The four collisions involving vulnerable users comprised 1.6% of recorded collisions in the analysis period. Of these, none were fatal and one caused an injury. 4.0 Field Review The objective of the field investigation was to observe the operations and geometry of the entire corridor within the study limits and review the safety-related issues identified during the in-office data analysis. This section summarizes the findings of the field investigation. It should be noted that during the field investigation, there was re-surfacing at Atherley Road and signal timing reconfiguration at Mississaga Street. An inventory site visit was carried out on August 24, 2017 to collect data on site characteristics, lane configurations, road alignment, signage, road geometry and to confirm the function of signals. A second site visit was carried out on September 12, 2017 to observe the operations and safety of the study corridor during AM and PM peak periods between 7:00 9:00 AM and 3:00 PM 5:00 PM. The field investigation involved the following activities: hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

58 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Driving and videotaping the entire corridor (both directions) and all crossing roadway approaches during daylight conditions Reviewing pavement and shoulder condition and noting deficiencies in both Reviewing sight lines from all approaches to Highway 12 Reviewing roadside protection and fixed object hazards Reviewing signs (regulatory, warning, and guide) and pavement marking application, condition and conformance to OTM Book standards; Reviewing traffic signals (visibility, placement, and conspicuity) and conformance to OTM Book standards Reviewing specific concerns highlighted by the MTO within the study corridor such as interactions between vehicles and vulnerable road users at West St, High St, Gill St and Forest Ave Signage Regulatory and Warning Signs During the field investigation, an inventory of regulatory and warning signs was completed for the corridor. Most of the signs were found to be in good condition and the size and placement are appropriate for driver to detect, identify and react as they drive along Highway 12. There were two issues with sign condition and placement identified: No-parking sign is faded with debris at the bottom of the sign post (Exhibit 23). A signal ahead sign for the westbound approach of Highway 12 and Memorial is currently placed after the vertical crest on this approach. This sign is not visible to drivers until after they are past the peak of the vertical curve, approaching the signalized intersection (Exhibit 24). hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

59 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Exhibit 23: Faded No-Parking Sign with Debris At The Base Of The Sign Post Exhibit 24: Signal Ahead Sign After the Vertical Crest East Of Memorial Avenue Guide Signs The Highway 12 corridor has a consistent system of advance and turn-off signs for all intersecting roads that are in conformance with Ontario Traffic Manual Book 8: Guide and Information. Street names signs are clearly legible and placed sufficiently in advance of intersections. However, a Lakehead University Marker sign was found on the westbound curb lane at Mississaga Street, as shown in Exhibit 25. Exhibit 25: Lakehead University Marker Sign Other signs were clearly visible well in advance for drivers to process their intended message. Spacing of the signs also assured that that there were no locations where signs obscured each other. hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

60 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report 4.2. Pavement Condition and Pavement Markings The pavement condition throughout the corridor ranged from fair to good with several spots of cracking mainly at the approaches to the signalized intersections. In several locations the pavement markings of crosswalk are faded or completely non-existent. Exhibit 26: Looking Northbound at Highway 12 and Memorial Avenue Exhibit 27: Looking at the East Leg of Highway 12 and West Street from the Southeast Corner 4.3. Roadway Geometrics The corridor consists of a two-lane rural cross-section with gravel shoulders within the study limit. As per the Geometric Design Standards for Ontario Highways, the shoulder width requirement for undivided rural highways with design speed of 100 km/h and AADT of 20,000-30,000 is 2.5 m. The current lane widths and shoulder widths of Highway 12 are within acceptable range. A typical cross-section observed in the field from a driver s perspective is shown Exhibit 28. Partially paved shoulders are provided on both sides of the study corridor. The shoulder widths ranges from 2.5 m to 3.0 m with a 0.5 m paved surface. Exhibit 28: Looking Eastbound along Highway 12 approx. 350m East of Gill Street hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

61 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Alignment Highway 12 has a horizontal curve that begins 100 m east of West Street to 200 m west of Atherley Road. This section accounted for the majority of collisions in the study area, including approximately 48% (or 12/25) of SMV collisions as illustrated in Exhibit 16. There is a vertical crest east of Memorial Avenue, as indicated by a red arrow in Exhibit 29. Vertical curvature generally reduces visibility of the signal heads at this intersection. A signal ahead sign is currently provided after the vertical slope in the westbound direction. Exhibit 29: Vertical Crest at the East Approach of Memorial Avenue Stopping Sight Distance The principle for stopping sight distance is to allow sufficient time for a driver to see the control device to stop by the time it reaches the stop bar. Based on the GDSOH, the required stopping sight distance for a design speed of 100km/h (posted 80km/h) is 185 m. All sight lines for the signalized intersections on Highway 12 are have sufficient stopping sight distance except for Memorial Avenue. The 95 th percentile westbound queue at Memorial Avenue is 162 m. The stopping sight distance to the back of the queue is 90 m because of the vertical crest curve east of the intersection. This corresponds to a design speed less than 60 km/h. Exhibit 30 illustrates the resulting insufficient stopping sight distance at Memorial Avenue. hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

62 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Exhibit 30: Insufficient Stopping Sight Distance to end of queue at Memorial Avenue Turning Sight Distance The principle for turning sight distance is to allow sufficient time for a turning vehicle to attain the assumed operating speed of the highway from stopped position. Based on MTO s GDSOH, the required turning sight distance for design speed of 100 km/h (posted 80 km/h) is 380 m. As shown in Exhibit 31 and Exhibit 32, available sight lines are inadequate for vehicle making a southbound right turn at both Gill Street (250m) and Forest Avenue (230 m) due to the horizontal curvature along Highway 12. Furthermore, sight distance does not appear to be a contributing factor to collisions at these locations: there were no collisions involving southbound right-turning vehicles recorded in the 5-year collision history. The available sight lines for these two intersections are adequate for design speed of 70 km/h. hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

63 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Exhibit 31: Required and Available Turning Sight Distance (Highway 12 and Gill St) Exhibit 32: Required and Available Turning Sight Distance (Highway 12 and Forest Ave) hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

64 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report 4.4. Traffic Operations It was noted in the field observation that there is a high proportion of truck volumes along Highway 12. Queues were observed on Highway 12 during peak hours but typically cleared within one cycle length. No major operational issues were identified during the site visits Passing Zone As discussed in Section 3.4.8, there are 4 passing zone opportunities along the Highway 12 corridor. During the site visit, the traffic volume during the AM and PM peaks was heavy and provided little to no overtaking opportunities in the passing zones Roadside Safety Clear Zone The clear zone width is a requirement based on design speed and traffic demand (AADT) as outlined in the Ministry s Roadside Safety Manual. Using traffic information provided by the Ministry, the required clear zone width for this segment of Highway 12 is 7 m. Guiderail is currently installed on the east approach of Memorial Avenue at the overpass. In addition to reviewing the condition and design of the existing guiderail system, observations were made of roadside slope, depth of fill, and fixed objects including trees, utility poles, signage and exposed culvert ends located within clear zone. The conditions of guiderails were evaluated based on a review of mounting heights, post spacing, end treatments, connection to posts and placement (relative to roadside shoulder or slope). The current steel beam guiderail was found to be in good condition and providing sufficient protection to the roadside slope. In addition, roadside hazards not being protected were also reviewed. During the field review any fixed object or embankment/watercourse within the clear zone was observed. There was no such hazard that was unprotected that was identified during the field review. As stated in Section 3.5.5, there are potential illumination issues between West and High Streets as well as Forest Avenue and Atherley Road as identified by the overrepresentation of SMV collisions recorded in dark light conditions. The high proportion of SMV collisions occurring on road surface with snow condition also indicate that snow-clearing may be an issue during the winter months Specific Concerns Pedestrian safety There were high pedestrian crossing volumes at Gill Street and Forest Avenue between 8:00 AM and 9:00 AM and 3:00 AM and 4:00 PM, before and after school hours. Conflicting movements between autos entering Highway 12 from side streets and observed simultaneous movements between turning vehicles and pedestrians crossing the west approach at these intersections, as illustrated in Exhibit 33. The general crossing guard routine was as follows: hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

65 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report 1. Crossing guard presses the pedestrian signal button 2. Crossing guard walks to the center of the intersection and signal students to cross 3. Crossing guard leave the intersection once all pedestrians have completely crossed the approach Southbound right-turning vehicles often stop past the stop bar and make a sudden stop after noticing the presence of pedestrians crossing the intersection. This could be due to multiple factors, such as drivers attempting to make a southbound right-turn were focused on finding gaps in the on-coming westbound traffic on a red light while the pedestrians began to cross after light changed to green. However, the general visibility of pedestrian crossing the intersection does not appear to be an issue. Exhibit 33: Interaction between Turning vehicles and Pedestrians at Gill St 5.0 Recommendations of Countermeasures This section outlines potential countermeasures based on findings from both the data analysis and field investigation in conjunction with the recommendations provided in Council s reports Signal Clearance Time All seven intersections that were reviewed as part of this study had clearance times that do not conform with Traffic Signal Operating & Timing policy # All intersections do not have sufficient red clearance time in at least one direction. There is insufficient amber time in the east/west direction at Highway 12/Mississaga Street and in the north/south direction at Highway 12/Atherley Road, and amber times are higher than that required by policy in at least one direction at every intersection except for Highway 12/Mississaga Street. Long amber times could lead to more drivers being caught in the dilemma zone (not sure if they should stop or proceed through the intersection) and potentially contribute to collisions. There is also insufficient pedestrian clearance times at Atherley Road to accommodate a walking speed of 0.8 m/s. Clearance times should be updated to meet the Ministry s standard. hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

66 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report 5.2. Posted Speed Limit Based on our operational and safety analyses as well as site observations, it is not recommended to reduce the speed along Highway 12 due to the following reasons: The main conflicting movements with pedestrian crossings at Gill Street and Forest Avenue are between pedestrians and vehicles turning onto Highway 12 from minor Streets. Speed reduction along Highway 12 will not reduce potential conflicts at these locations. This corridor is expected to continue to function as a highway bypass and serve the needs of inter-regional trips around Orillia. This is also supported by the relatively low number of turning traffic at crossing roads (except for key arterials into Orillia). The highway has controlled access with a rural cross-section and a design speed of 100 km/h. Artificially reducing the posted speed limit without changing geometry and crosssection elements is likely to result in higher speed violations, especially when traffic volumes are low during off-peak hours. This may also create greater speed differentials as some users will drive at speeds that are consistent with the design of the highway while others will abide by the speed limit, potentially leading to higher collision rates. We also reviewed the applicability of installing a School Zone Maximum Speed When Flashing Sign (Rb-106A) along Highway 12 from near the schools within the study area (approximately from West Street to Atherley Road). OTM Book 5 states that The Rb-106A sign is used only on designated sections of a King s Highway adjacent to a school. The flashing amber signals on the sign must be activated at times when school buses are entering and leaving the school property on the days when regular school activities are taking place. This treatment is not appropriate at this location as per OTM Book 5 because the schools within the study area are on internal local roads, not directly adjacent to Highway Signal Timing and Coordination There is an opportunity to improve signal coordination along the corridor to improve the traffic operations in the eastbound and westbound directions. Preliminary signal optimization analysis carried out showed potential improvement for eastbound and westbound movements at all intersections along the corridor. Improving signal coordination along the corridor will help promote more efficient traffic progression, reduce the delays and long queues. It can potentially also help reduce rear-end collisions Community Safety Zone Ontario Highway Traffic Act (HTA) Section (1) states that The council of a municipality may by by-law designate a part of a highway under its jurisdiction as a community safety zone if, in the council s opinion, public safety is of special concern on that part of the highway. 1998, c. 6, s. 1 (Highway Traffic Act, R.S.O. 1990, c. H.8). If the City of Orillia decides to pursue installation of a Community Safety Zone along part of Highway 12, they may submit a request in accordance with the processes described in the document Community Safety Zones Application Guidelines for Provincial Highways (Ministry of Community Safety and Correctional hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

67 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Services, 2005). The Ministry of Transportation will review their submission as part of that process Signage In addressing one of the recommendations in the council s report dated June 6, 2017, the Ministry recently (in early 2017) added additional school crossing ahead warning signs (Wc- 102A) on Highway 12 at upstream locations approaching Gill Street and Forest Avenue intersections to direct motorists attention that crossing guards and school children may be present during school hours at these signalized intersections Geometry The project team examined the possibility of moving the crosswalks at Gill Street and Forest closer to the intersection to improve safety. The existing geometry at these locations provides sufficient visibility, although vehicles turning right onto Highway 12 tend to creep toward the crosswalk, potentially creating conflicts with pedestrians. Based on the observed interaction between turning vehicles and pedestrians, the current location of the crosswalk on the west approach of Gill Street and Forest Avenue provides space for turning vehicles to stop in time before entering the crosswalk if a pedestrian is present. Moving the crosswalk closer to the intersection would decrease this buffer space which may lead to unsafe situations between the turning vehicles and pedestrians Pedestrian Safety To address the specific safety concern for pedestrian crossings near schools where a crossing guard is present, it is recommended that the crossing guards use a whistle for school crossing activities as a means to alert drivers at Gill Street and Forest Avenue. The Ontario Traffic Council s School Crossing Guard Guide (latest version published in May 2017) identified whistle as an optional equipment to increase awareness and enhance protection. The Ministry should also consider the use of ladder pavement marking for crosswalk to enhance visibility at intersections with high pedestrian activities. Additionally, greater police enforcement should be considered because cars have been observed turning onto Highway 12 when a crossing guard is present. As of January 1, 2016, these actions are prohibited according to the new Rules of the Road at pedestrian crossovers, school crossings, and crosswalks where a crossing guard is present. Public education related to the new rules of the road can also help increase compliance Winter Road Surface Conditions To reduce the occurrence of collisions in snowy road conditions, it is recommended that the Ministry review winter maintenance procedures such as snow removal, de-icing and anti-icing to enhance surface conditions and response times. hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

68 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report 5.9. Memorial Avenue Intersection The Memorial Avenue intersection has experienced a high occurrence of turning and rearending collisions in both directions, most frequently in the late afternoon and evening. In the westbound direction, factors contributing to these collisions likely include: Glare from the sun near sunset Amber clearance intervals longer than required, encouraging drivers to treat the amber interval as an extension of the green interval Insufficient stopping sight distance to the back of the queue because of the vertical curve east of the intersection Insufficient sight distance to the Signal Ahead Warning sign for a driver to react appropriately because of the vertical curve east of the intersection Lack of a median adjacent to the left-turn lane at the intersection, given that there is a five-lane section at the east approach In the eastbound direction, there are similar factors, except that there is no sight distance issues as the signal heads are visible from the upstream intersection Summary of Recommended Countermeasures The list of countermeasure treatments proposed above is summarized in Table 12 and categorized as short, medium or long term improvement strategy. Table 12: Summary of Improvement Strategy Issue Treatment Location Improvement Strategy Short Medium Long Pedestrian Safety Pedestrian Safety Pedestrian Safety Pavement Markings Signage Signal Clearance Times Encourage school crossing guards to use of whistles to alert drivers of turning vehicles as needed. Ladder Pedestrian Crossings. Police Enforcement and Public education on the new rules of the road. Maintain pavement marking for centreline and crosswalks. Relocate the Signal Ahead warning sign to before the vertical crest in the east approach of Highway 12 and Memorial Avenue. Revise clearance times at signalized intersections to accommodate a pedestrian walk speed of 0.8 m/s, Highway 12 and Gill Street Highway 12 and Forest Avenue Highway 12 and Gill Street Highway 12 and Forest Avenue Highway 12 and Gill Street Highway 12 and Forest Avenue Highway 12 and Memorial Avenue Highway 12 and West Street Highway 12 and Memorial Avenue Signalized intersections along Highway 12 between Mississaga Street and Atherley Road hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

69 MInistry of Transportation (Ontario) Central Region Retainer Assignment Highway 12 Operational Performance Review Report Issue Treatment Location Improvement Strategy Short Medium Long Signal Progression Passing Zone: Insufficient passing length and sight distance for passing zones Winter Road Surface Condition Illumination Turning sightlines 5 lane intersection crosssection with no median provide required all red clearance times, and revise amber clearance times to ensure conformance with Ministry policy and standards. Signal coordination to improve operational condition for through movements on Highway 12. Remove passing zones 1 (WB) and 2 (EB). Identify areas with high winter related collisions to Maintenance personnel. Continue to monitor the need for illumination in the future. Reconstruct/realign the corridor to provide required sightlines Reconstruct the road with a median adjacent to left-turn lanes Highway 12 between Mississaga Street and Atherley Road Westbound and eastbound passing zones between Mississaga Street and Hurtubise Drive Highway 12 between Mississaga Street and Atherley Road Along Highway 12 between High Street to Gill Street Along Highway 12 between Gill Street and Atherley Road Memorial Road hdrinc.com 100 York Boulevard, Suite 300, Richmond Hill, ON, CA L4B 1J8 (289)

70 Appendix A

71 HCM Signalized Intersection Capacity Analysis 3: Hwy 11 Off Ramp/Mississaga St & Hwy 12 11/27/2017 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) 2 2 Heavy Vehicles (%) 5% 2% 0% 0% 3% 21% 0% 3% 6% 4% 0% 2% Turn Type pm+pt NA NA Perm Perm NA Free Perm Perm Protected Phases Permitted Phases Free 4 4 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot 0.03 c0.31 c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B C B C C A C C Approach Delay (s) Approach LOS B C A C Intersection Summary HCM 2000 Control Delay 17.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length (s) 95.2 Sum of lost time (s) 15.3 Intersection Capacity Utilization 73.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group AM peak period 09/01/2017 Synchro 9 Report Page 1

72 HCM Signalized Intersection Capacity Analysis 6: Hurtubise Dr & Hwy 12 11/27/2017 Movement EBT EBR WBL WBT NBL NBR 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) 1 Heavy Vehicles (%) 6% 0% 0% 7% 0% 0% Turn Type NA Perm Perm NA Prot Perm 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 c c0.00 v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A A A A C C Approach Delay (s) Approach LOS A A C Intersection Summary HCM 2000 Control Delay 4.6 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.57 Actuated Cycle Length (s) 61.7 Sum of lost time (s) 11.7 Intersection Capacity Utilization 58.1% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group AM peak period 09/01/2017 Synchro 9 Report Page 2

73 HCM Signalized Intersection Capacity Analysis 9: Memorial Ave & Hwy 12 11/27/2017 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% 1% 2% 8% 3% 7% 6% 11% 3% 3% 11% Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Free Perm NA Free Protected Phases Permitted Phases Free 4 Free Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot c0.05 c0.29 c c0.09 v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B C B C C B C C A C C A Approach Delay (s) Approach LOS C C B C Intersection Summary HCM 2000 Control Delay 22.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.51 Actuated Cycle Length (s) 96.4 Sum of lost time (s) 15.4 Intersection Capacity Utilization 100.0% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group AM peak period 09/01/2017 Synchro 9 Report Page 3

74 HCM Signalized Intersection Capacity Analysis 12: West St & Hwy 12 11/27/2017 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 (%) 7% 8% 0% 6% 6% 4% 10% 2% 5% 10% 3% 8% Turn Type pm+pt NA Perm NA Perm Perm NA Perm Perm NA Perm Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot 0.03 c0.34 c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B C B C C C C C C Approach Delay (s) Approach LOS B B C C Intersection Summary HCM 2000 Control Delay 17.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.54 Actuated Cycle Length (s) 82.8 Sum of lost time (s) 13.8 Intersection Capacity Utilization 98.4% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group AM peak period 09/01/2017 Synchro 9 Report Page 4

75 HCM Signalized Intersection Capacity Analysis 18: Gill St & Hwy 12 11/27/2017 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 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) Heavy Vehicles (%) 5% 9% 0% 0% 7% 0% 0% 0% 0% 14% 5% 2% Turn Type pm+pt 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) Lane Grp Cap (vph) v/s Ratio Prot 0.02 c0.34 c0.36 v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B C C C Approach Delay (s) Approach LOS B C C C Intersection Summary HCM 2000 Control Delay 19.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.56 Actuated Cycle Length (s) 85.7 Sum of lost time (s) 13.7 Intersection Capacity Utilization 68.7% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group AM peak period 09/01/2017 Synchro 9 Report Page 5

76 HCM Signalized Intersection Capacity Analysis 21: Forest Ave & Hwy 12 11/27/2017 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) 4 4 Heavy Vehicles (%) 3% 9% 0% 0% 7% 20% 0% 0% 0% 13% 5% 2% Turn Type pm+pt 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) Lane Grp Cap (vph) v/s Ratio Prot 0.01 c0.30 c0.32 v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A B B C C C Approach Delay (s) Approach LOS B C C C Intersection Summary HCM 2000 Control Delay 17.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.46 Actuated Cycle Length (s) 86.6 Sum of lost time (s) 13.6 Intersection Capacity Utilization 62.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group AM peak period 09/01/2017 Synchro 9 Report Page 6

77 HCM Signalized Intersection Capacity Analysis 24: Hwy 12 & Atherley Rd 11/27/2017 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 (%) 2% 3% 29% 7% 2% 0% 0% 0% 11% 0% 4% 5% Turn Type pm+pt NA pm+pt NA Perm NA Free Perm NA Protected Phases Permitted Phases Free 4 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B C B B C A C Approach Delay (s) Approach LOS C B A C Intersection Summary HCM 2000 Control Delay 14.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.41 Actuated Cycle Length (s) Sum of lost time (s) 16.5 Intersection Capacity Utilization 86.3% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group AM peak period 09/01/2017 Synchro 9 Report Page 7

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79 HCM Signalized Intersection Capacity Analysis 3: Hwy 11 Off Ramp/Mississaga St & Hwy 12 11/27/2017 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 (%) 2% 3% 0% 0% 3% 3% 0% 1% 7% 1% 0% 3% Turn Type pm+pt NA NA Perm Perm NA Free Perm Perm Protected Phases Permitted Phases Free 4 4 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot c c v/s Ratio Perm c0.13 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service C B E B C C A C C Approach Delay (s) Approach LOS B E B C Intersection Summary HCM 2000 Control Delay 35.8 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.77 Actuated Cycle Length (s) 95.2 Sum of lost time (s) 17.3 Intersection Capacity Utilization 89.6% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group PM peak period 09/01/2017 Synchro 9 Report Page 1

80 HCM Signalized Intersection Capacity Analysis 6: Hurtubise Dr & Hwy 12 11/27/2017 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor 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) Heavy Vehicles (%) 4% 0% 0% 5% 0% 0% Turn Type NA Perm Perm NA Prot Perm 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 c c0.01 v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A A A A C C Approach Delay (s) Approach LOS A A C Intersection Summary HCM 2000 Control Delay 8.6 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.68 Actuated Cycle Length (s) 61.7 Sum of lost time (s) 13.7 Intersection Capacity Utilization 66.4% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group PM peak period 09/01/2017 Synchro 9 Report Page 2

81 HCM Signalized Intersection Capacity Analysis 9: Memorial Ave & Hwy 12 11/27/2017 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 (%) 2% 6% 5% 0% 5% 2% 0% 2% 3% 0% 4% 9% Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Free Perm NA Free Protected Phases Permitted Phases Free 4 Free Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot 0.03 c0.36 c c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service C D B D D B C C A C C A Approach Delay (s) Approach LOS D C B C Intersection Summary HCM 2000 Control Delay 28.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.74 Actuated Cycle Length (s) 96.4 Sum of lost time (s) 23.4 Intersection Capacity Utilization 93.7% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group PM peak period 09/01/2017 Synchro 9 Report Page 3

82 HCM Signalized Intersection Capacity Analysis 12: West St & Hwy 12 11/27/2017 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 (%) 6% 4% 10% 10% 6% 3% 4% 6% 0% 2% 1% 4% Turn Type Prot NA Perm NA Perm Perm NA Perm Perm NA Perm Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot c0.08 c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service F C B D B C C C C C C Approach Delay (s) Approach LOS D C C C Intersection Summary HCM 2000 Control Delay 41.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.83 Actuated Cycle Length (s) 82.8 Sum of lost time (s) 18.8 Intersection Capacity Utilization 131.6% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group PM peak period 09/01/2017 Synchro 9 Report Page 4

83 HCM Signalized Intersection Capacity Analysis 18: Gill St & Hwy 12 11/27/2017 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 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) Heavy Vehicles (%) 0% 4% 0% 0% 6% 0% 0% 0% 0% 0% 2% 2% Turn Type pm+pt 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) Lane Grp Cap (vph) v/s Ratio Prot 0.02 c0.54 c0.47 v/s Ratio Perm c0.05 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service C C B D C C Approach Delay (s) Approach LOS C D C C Intersection Summary HCM 2000 Control Delay 39.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.76 Actuated Cycle Length (s) 85.7 Sum of lost time (s) 18.7 Intersection Capacity Utilization 80.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group PM peak period 09/01/2017 Synchro 9 Report Page 5

84 HCM Signalized Intersection Capacity Analysis 21: Forest Ave & Hwy 12 11/27/2017 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) 5 5 Heavy Vehicles (%) 0% 4% 0% 14% 8% 0% 7% 0% 0% 0% 5% 2% Turn Type pm+pt 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) Lane Grp Cap (vph) v/s Ratio Prot 0.01 c0.42 c0.38 v/s Ratio Perm c0.03 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B C C C Approach Delay (s) Approach LOS B C C C Intersection Summary HCM 2000 Control Delay 23.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.58 Actuated Cycle Length (s) 86.6 Sum of lost time (s) 16.6 Intersection Capacity Utilization 68.3% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group PM peak period 09/01/2017 Synchro 9 Report Page 6

85 HCM Signalized Intersection Capacity Analysis 24: Hwy 12 & Atherley Rd 11/27/2017 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 (%) 0% 1% 0% 0% 1% 0% 0% 0% 4% 0% 4% 0% Turn Type pm+pt NA pm+pt NA Perm NA Free Perm NA Protected Phases Permitted Phases Free 4 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot c v/s Ratio Perm 0.06 c c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service C C B B C A C Approach Delay (s) Approach LOS C B A C Intersection Summary HCM 2000 Control Delay 17.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.69 Actuated Cycle Length (s) Sum of lost time (s) 19.5 Intersection Capacity Utilization 88.8% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group PM peak period 09/01/2017 Synchro 9 Report Page 7

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87 HCM Signalized Intersection Capacity Analysis 3: Hwy 11 Off Ramp/Mississaga St & Hwy 12 02/08/2018 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) 2 2 Heavy Vehicles (%) 5% 2% 0% 0% 3% 21% 0% 3% 6% 4% 0% 2% Turn Type pm+pt NA NA Perm Perm NA Free Perm Perm Protected Phases Permitted Phases Free 4 4 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot 0.03 c0.31 c0.30 c0.06 v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B A C D A D C Approach Delay (s) Approach LOS B B B D Intersection Summary HCM 2000 Control Delay 15.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.47 Actuated Cycle Length (s) Sum of lost time (s) 15.0 Intersection Capacity Utilization 74.2% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group AM peak period - Optimization 09/01/2017 Synchro 9 Report Page 1

88 HCM Signalized Intersection Capacity Analysis 6: Hurtubise Dr & Hwy 12 02/08/2018 Movement EBT EBR WBL WBT NBL NBR 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) 1 Heavy Vehicles (%) 6% 0% 0% 7% 0% 0% Turn Type NA Perm Perm NA Prot Perm 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 c c0.00 v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A A A A E E Approach Delay (s) Approach LOS A A E Intersection Summary HCM 2000 Control Delay 2.6 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.50 Actuated Cycle Length (s) Sum of lost time (s) 10.9 Intersection Capacity Utilization 57.4% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group AM peak period - Optimization 09/01/2017 Synchro 9 Report Page 2

89 HCM Signalized Intersection Capacity Analysis 9: Memorial Ave & Hwy 12 02/08/2018 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% 1% 2% 8% 3% 7% 6% 11% 3% 3% 11% Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Free Perm NA Free Protected Phases Permitted Phases Free 4 Free Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot c0.05 c0.29 c c0.09 v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B A B B A C C A D D A Approach Delay (s) Approach LOS B B C C Intersection Summary HCM 2000 Control Delay 18.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length (s) Sum of lost time (s) 15.4 Intersection Capacity Utilization 100.2% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group AM peak period - Optimization 09/01/2017 Synchro 9 Report Page 3

90 HCM Signalized Intersection Capacity Analysis 12: West St & Hwy 12 02/08/2018 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 (%) 7% 8% 0% 6% 6% 4% 10% 2% 5% 10% 3% 8% Turn Type pm+pt NA Perm NA Perm Perm NA Perm Perm NA Perm Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot 0.02 c0.34 c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A A A A A D D D D D D Approach Delay (s) Approach LOS A A D D Intersection Summary HCM 2000 Control Delay 14.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length (s) Sum of lost time (s) 13.5 Intersection Capacity Utilization 97.9% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group AM peak period - Optimization 09/01/2017 Synchro 9 Report Page 4

91 HCM Signalized Intersection Capacity Analysis 18: Gill St & Hwy 12 02/08/2018 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 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) Heavy Vehicles (%) 5% 9% 0% 0% 7% 0% 0% 0% 0% 14% 5% 2% Turn Type pm+pt 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) Lane Grp Cap (vph) v/s Ratio Prot 0.01 c0.34 c0.36 v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A A A A D D Approach Delay (s) Approach LOS A A D D Intersection Summary HCM 2000 Control Delay 11.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.51 Actuated Cycle Length (s) Sum of lost time (s) 13.4 Intersection Capacity Utilization 68.4% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group AM peak period - Optimization 09/01/2017 Synchro 9 Report Page 5

92 HCM Signalized Intersection Capacity Analysis 21: Forest Ave & Hwy 12 02/08/2018 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) 4 4 Heavy Vehicles (%) 3% 9% 0% 0% 7% 20% 0% 0% 0% 13% 5% 2% Turn Type pm+pt 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) Lane Grp Cap (vph) v/s Ratio Prot 0.01 c0.30 c0.32 v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A A A B D D Approach Delay (s) Approach LOS A B D D Intersection Summary HCM 2000 Control Delay 13.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.42 Actuated Cycle Length (s) Sum of lost time (s) 13.3 Intersection Capacity Utilization 62.3% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group AM peak period - Optimization 09/01/2017 Synchro 9 Report Page 6

93 HCM Signalized Intersection Capacity Analysis 24: Hwy 12 & Atherley Rd 02/08/2018 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 (%) 2% 3% 29% 7% 2% 0% 0% 0% 11% 0% 4% 5% Turn Type pm+pt NA pm+pt NA Perm NA Free Perm NA Protected Phases Permitted Phases Free 4 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service C C B B C A D Approach Delay (s) Approach LOS C B A D Intersection Summary HCM 2000 Control Delay 14.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.40 Actuated Cycle Length (s) Sum of lost time (s) 16.9 Intersection Capacity Utilization 86.6% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group AM peak period - Optimization 09/01/2017 Synchro 9 Report Page 7

94

95 HCM Signalized Intersection Capacity Analysis 3: Hwy 11 Off Ramp/Mississaga St & Hwy 12 02/08/2018 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 (%) 2% 3% 0% 0% 3% 3% 0% 1% 7% 1% 0% 3% Turn Type pm+pt NA NA Perm Perm NA Free Perm Perm Protected Phases Permitted Phases Free 4 4 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot c c v/s Ratio Perm c0.11 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service C A B B D D A D D Approach Delay (s) Approach LOS B B B D Intersection Summary HCM 2000 Control Delay 22.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.69 Actuated Cycle Length (s) Sum of lost time (s) 17.0 Intersection Capacity Utilization 89.9% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group PM peak period - Optimization 09/01/2017 Synchro 9 Report Page 1

96 HCM Signalized Intersection Capacity Analysis 6: Hurtubise Dr & Hwy 12 02/08/2018 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor 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) Heavy Vehicles (%) 4% 0% 0% 5% 0% 0% Turn Type NA Perm Perm NA Prot Perm 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 c c0.01 v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A A A B C C Approach Delay (s) Approach LOS A B C Intersection Summary HCM 2000 Control Delay 11.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.68 Actuated Cycle Length (s) 65.0 Sum of lost time (s) 14.4 Intersection Capacity Utilization 67.0% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group PM peak period - Optimization 09/01/2017 Synchro 9 Report Page 2

97 HCM Signalized Intersection Capacity Analysis 9: Memorial Ave & Hwy 12 02/08/2018 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 (%) 2% 6% 5% 0% 5% 2% 0% 2% 3% 0% 4% 9% Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Free Perm NA Free Protected Phases Permitted Phases Free 4 Free Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot 0.03 c0.36 c c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B C D B C C D D A D D A Approach Delay (s) Approach LOS C C C D Intersection Summary HCM 2000 Control Delay 26.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.67 Actuated Cycle Length (s) Sum of lost time (s) 23.4 Intersection Capacity Utilization 93.9% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group PM peak period - Optimization 09/01/2017 Synchro 9 Report Page 3

98 HCM Signalized Intersection Capacity Analysis 12: West St & Hwy 12 02/08/2018 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 (%) 6% 4% 10% 10% 6% 3% 4% 6% 0% 2% 1% 4% Turn Type Prot NA Perm NA Perm Perm NA Perm Perm NA Perm Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot 0.08 c0.54 c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service E A A B A D D D E D D Approach Delay (s) Approach LOS B B D E Intersection Summary HCM 2000 Control Delay 23.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.76 Actuated Cycle Length (s) Sum of lost time (s) 18.5 Intersection Capacity Utilization 131.1% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group PM peak period - Optimization 09/01/2017 Synchro 9 Report Page 4

99 HCM Signalized Intersection Capacity Analysis 18: Gill St & Hwy 12 02/08/2018 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 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) Heavy Vehicles (%) 0% 4% 0% 0% 6% 0% 0% 0% 0% 0% 2% 2% Turn Type pm+pt 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) Lane Grp Cap (vph) v/s Ratio Prot 0.01 c v/s Ratio Perm c0.06 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B C A A D D Approach Delay (s) Approach LOS C A D D Intersection Summary HCM 2000 Control Delay 19.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.70 Actuated Cycle Length (s) Sum of lost time (s) 18.4 Intersection Capacity Utilization 80.6% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group PM peak period - Optimization 09/01/2017 Synchro 9 Report Page 5

100 HCM Signalized Intersection Capacity Analysis 21: Forest Ave & Hwy 12 02/08/2018 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) 5 5 Heavy Vehicles (%) 0% 4% 0% 14% 8% 0% 7% 0% 0% 0% 5% 2% Turn Type pm+pt 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) Lane Grp Cap (vph) v/s Ratio Prot 0.00 c0.42 c0.38 v/s Ratio Perm c0.02 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B A B D D Approach Delay (s) Approach LOS B B D D Intersection Summary HCM 2000 Control Delay 16.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.50 Actuated Cycle Length (s) Sum of lost time (s) 16.3 Intersection Capacity Utilization 68.1% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group PM peak period - Optimization 09/01/2017 Synchro 9 Report Page 6

101 HCM Signalized Intersection Capacity Analysis 24: Hwy 12 & Atherley Rd 02/08/2018 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 (%) 0% 1% 0% 0% 1% 0% 0% 0% 4% 0% 4% 0% Turn Type pm+pt NA pm+pt NA Perm NA Free Perm NA Protected Phases Permitted Phases Free 4 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service C D B B D A D Approach Delay (s) Approach LOS C B A D Intersection Summary HCM 2000 Control Delay 18.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.66 Actuated Cycle Length (s) Sum of lost time (s) 19.9 Intersection Capacity Utilization 89.1% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group PM peak period - Optimization 09/01/2017 Synchro 9 Report Page 7

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103 Appendix B

104 RADAR SPEED STUDY REQUEST NO OPERATOR: OTI DATE: DAY: Wednesday TIME: from 7:30 to 9:00 HWY: 12 LHRS: DIR: Eastbound LOCATION: 60m East of West St Dist btw radar & pavement edge: 0m Weather Condition: Clear Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 92 km/h Shoulders: Type: Width: STREAM: L. R. S. 54 km/h Median: Type: Width: REGION: 85th %ile 75 km/h Sidewalks: Comments: Type: Width: MUN: PACE % IN PACE km/h 71% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

105 RADAR SPEED STUDY REQUEST NO OPERATOR: OTI DATE: DAY: Wednesday TIME: from 9:00 to 10:00 HWY: 12 LHRS: DIR: Westbound LOCATION: 60m East of West St Dist btw radar & pavement edge: 0m Weather Condition: Clear Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 92 km/h Shoulders: Type: Width: STREAM: L. R. S. 52 km/h Median: Type: Width: REGION: 85th %ile 75 km/h Sidewalks: Comments: Type: Width: MUN: PACE % IN PACE km/h 75% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

106 RADAR SPEED STUDY REQUEST NO OPERATOR: OTI DATE: DAY: Wednesday TIME: from 15:30 to 17:00 HWY: 12 LHRS: DIR: Eastbound LOCATION: 60m East of West St Dist btw radar & pavement edge: 0m Weather Condition: Clear Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 20 km/h Shoulders: Type: Width: STREAM: L. R. S. UNDER km/h Median: Type: Width: REGION: 85th %ile 15 km/h Sidewalks: Type: Width: MUN: PACE 0-30 km/h Comments: Heavy Traffic % IN PACE 100% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

107 RADAR SPEED STUDY REQUEST NO OPERATOR: OTI DATE: DAY: Wednesday TIME: from 17:00 to 18:00 HWY: 12 LHRS: DIR: Westbound LOCATION: 60m East of West St Dist btw radar & pavement edge: 0m Weather Condition: Clear Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 82 km/h Shoulders: Type: Width: STREAM: L. R. S. 44 km/h Median: Type: Width: REGION: 85th %ile 69 km/h Sidewalks: Type: Width: MUN: PACE km/h Comments: % IN PACE 75% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

108 RADAR SPEED STUDY REQUEST NO OPERATOR: OTI DATE: DAY: Wednesday TIME: from 6:00 to 7:30 HWY: 12 LHRS: DIR: Eastbound LOCATION: 45m West of Gill St Dist btw radar & pavement edge: 0m Weather Condition: Clear Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 94 km/h Shoulders: Type: Width: STREAM: L. R. S. 50 km/h Median: Type: Width: REGION: 85th %ile 77 km/h Sidewalks: Comments: Type: Width: MUN: PACE % IN PACE km/h 69% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

109 RADAR SPEED STUDY REQUEST NO OPERATOR: OTI DATE: DAY: Wednesday TIME: from 7:30 to 9:00 HWY: 12 LHRS: DIR: Westbound LOCATION: 45m West of Gill St Dist btw radar & pavement edge: 0m Weather Condition: Clear Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 94 km/h Shoulders: Type: Width: STREAM: L. R. S. 48 km/h Median: Type: Width: REGION: 85th %ile 77 km/h Sidewalks: Type: Width: MUN: PACE km/h Comments: % IN PACE 71% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

110 RADAR SPEED STUDY REQUEST NO OPERATOR: OTI DATE: DAY: Wednesday TIME: from 14:00 to 15:30 HWY: 12 LHRS: DIR: Westbound LOCATION: 45m West of Gill St Dist btw radar & pavement edge: 0m Weather Condition: Clear Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 88 km/h Shoulders: Type: Width: STREAM: L. R. S. 52 km/h Median: Type: Width: REGION: 85th %ile 73 km/h Sidewalks: Type: Width: MUN: PACE km/h Comments: % IN PACE 77% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

111 RADAR SPEED STUDY REQUEST NO OPERATOR: OTI DATE: DAY: Wednesday TIME: from 15:30 to 17:00 HWY: 12 LHRS: DIR: Eastbound LOCATION: 45m West of Gill St Dist btw radar & pavement edge: 0m Weather Condition: Clear Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 92 km/h Shoulders: Type: Width: STREAM: L. R. S. 52 km/h Median: Type: Width: REGION: 85th %ile 73 km/h Sidewalks: Type: Width: MUN: PACE km/h Comments: % IN PACE 77% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

112 RADAR SPEED STUDY REQUEST NO OPERATOR: OTI DATE: DAY: Thursday TIME: from 6:00 to 7:00 HWY: 12 LHRS: DIR: Westbound LOCATION: 245m West of Forest Ave Dist btw radar & pavement edge: 0m Weather Condition: Clear Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 104 km/h Shoulders: Type: Width: STREAM: L. R. S. 60 km/h Median: Type: Width: REGION: 85th %ile 86 km/h Sidewalks: Comments: Type: Width: MUN: PACE % IN PACE km/h 76% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

113 RADAR SPEED STUDY REQUEST NO OPERATOR: OTI DATE: DAY: Thursday TIME: from 7:00 to 8:00 HWY: 12 LHRS: DIR: Eastbound LOCATION: 245m West of Forest Ave Dist btw radar & pavement edge: 0m Weather Condition: Clear Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 94 km/h Shoulders: Type: Width: STREAM: L. R. S. 54 km/h Median: Type: Width: REGION: 85th %ile 79 km/h Sidewalks: Type: Width: MUN: PACE km/h Comments: % IN PACE 76% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

114 RADAR SPEED STUDY REQUEST NO OPERATOR: OTI DATE: DAY: Thursday TIME: from 14:00 to 15:00 HWY: 12 LHRS: DIR: Westbound LOCATION: 245m West of Forest Ave Dist btw radar & pavement edge: 0m Weather Condition: Clear Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 90 km/h Shoulders: Type: Width: STREAM: L. R. S. 42 km/h Median: Type: Width: REGION: 85th %ile 74 km/h Sidewalks: Type: Width: MUN: PACE km/h Comments: % IN PACE 79% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

115 RADAR SPEED STUDY REQUEST NO OPERATOR: OTI DATE: DAY: Thursday TIME: from 15:00 to 16:30 HWY: 12 LHRS: DIR: Eastbound LOCATION: 245m West of Forest Ave Dist btw radar & pavement edge: 0m Weather Condition: Clear Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 20 km/h Shoulders: Type: Width: STREAM: L. R. S. UNDER km/h Median: Type: Width: REGION: 85th %ile 12 km/h Sidewalks: Type: Width: MUN: PACE 0-30 km/h Comments: Heavy Traffic % IN PACE 100% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

116 RADAR SPEED STUDY REQUEST NO OPERATOR: OTI DATE: DAY: Thursday TIME: from 7:30 to 9:00 HWY: 12 LHRS: DIR: Westbound LOCATION: 306m East of Forest Ave Dist btw radar & pavement edge: 0m Weather Condition: Clear Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 98 km/h Shoulders: Type: Width: STREAM: L. R. S. 54 km/h Median: Type: Width: REGION: 85th %ile 80 km/h Sidewalks: Comments: Type: Width: MUN: PACE % IN PACE km/h 64% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

117 RADAR SPEED STUDY REQUEST NO. OPERATOR: Anton P. DATE: April 14, 2010 HWY: 89 DAY: Tuesday LHRS: TIME: from 10:45am DIR: EB to 11:40am LOCATION: 1400 m, East of Flashing Beacon Dist btw radar & pavement edge: Weather Condition: Sunny Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: pavement Width: EX. SPEED H. R. S. 86 km/h Shoulders: Type: gravel Width: STREAM: L. R. S. 50 km/h Median: none Type: Width: REGION: 85th %ile 75 km/h Sidewalds: none Type: Width: MUN: PACE km/h Comments: % IN PACE 81% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

118 RADAR SPEED STUDY REQUEST NO. OPERATOR: Anton P. DATE: April 14, 2010 HWY: 89 DAY: Tuesday LHRS: TIME: from 10:45am DIR: EB to 11:40am LOCATION: 1400 m, East of Flashing Beacon Dist btw radar & pavement edge: Weather Condition: Sunny Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: pavement Width: EX. SPEED H. R. S. 92 km/h Shoulders: Type: gravel Width: STREAM: L. R. S. 50 km/h Median: none Type: Width: REGION: 85th %ile 72 km/h Sidewalds: none Type: Width: MUN: PACE km/h Comments: % IN PACE 73% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

119 RADAR SPEED STUDY REQUEST NO. OPERATOR: Anton P. DATE: April 14, 2010 HWY: 89 DAY: Tuesday LHRS: TIME: from 10:45am DIR: EB to 11:40am LOCATION: 1400 m, East of Flashing Beacon Dist btw radar & pavement edge: Weather Condition: Sunny Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: pavement Width: EX. SPEED H. R. S. 20 km/h Shoulders: Type: gravel Width: STREAM: L. R. S. UNDER km/h Median: none Type: Width: REGION: 85th %ile 10 km/h Sidewalds: none Type: Width: MUN: PACE 0-30 km/h Comments: % IN PACE 100% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

120 RADAR SPEED STUDY REQUEST NO OPERATOR: Valeri Z DATE: DAY: Monday TIME: from 13:55 to 14:55 HWY: 12 LHRS: DIR: Westbound LOCATION: 60m East of West St Dist btw radar & pavement edge: 0.4 m Weather Condition: Clear Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 92 km/h Shoulders: Type: Width: STREAM: L. R. S. 58 km/h Median: Type: Width: REGION: 85th %ile 77 km/h Sidewalks: Type: Width: MUN: PACE km/h Comments: % IN PACE 79% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

121 RADAR SPEED STUDY REQUEST NO OPERATOR: Valeri Z DATE: DAY: Monday TIME: from 10:55 to 11:55 HWY: 12 LHRS: DIR: Eastbound LOCATION: 60m East of West St Dist btw radar & pavement edge: 0.4m Weather Condition: Clear Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 90 km/h Shoulders: Type: Width: STREAM: L. R. S. 56 km/h Median: Type: Width: REGION: 85th %ile 78 km/h Sidewalks: Comments: Type: Width: MUN: PACE % IN PACE km/h 81% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

122 RADAR SPEED STUDY REQUEST NO OPERATOR: Valeri Z DATE: DAY: Monday TIME: from 12:55 to 13:55 HWY: 12 LHRS: DIR: Westbound LOCATION: 40m West of Gill St Dist btw radar & pavement edge: 0. 5 m Weather Condition: Clear Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 92 km/h Shoulders: Type: Width: STREAM: L. R. S. 50 km/h Median: Type: Width: REGION: 85th %ile 77 km/h Sidewalks: Type: Width: MUN: PACE km/h Comments: % IN PACE 81% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

123 RADAR SPEED STUDY REQUEST NO OPERATOR: Valeri Z DATE: DAY: Monday TIME: from 11:55 to 12:55 HWY: 12 LHRS: DIR: Eastbound LOCATION: 40m West of Gill St Dist btw radar & pavement edge: 0. 5 m Weather Condition: Clear Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 86 km/h Shoulders: Type: Width: STREAM: L. R. S. 54 km/h Median: Type: Width: REGION: 85th %ile 74 km/h Sidewalks: Comments: Type: Width: MUN: PACE % IN PACE km/h 86% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

124 RADAR SPEED STUDY REQUEST NO OPERATOR: Eugene J DATE: DAY: Monday TIME: from 12:00 to 13:00 HWY: 12 LHRS: DIR: Westbound LOCATION: 235m West of Forest Ave Dist btw radar & pavement edge: 0. 5 m Weather Condition: Clear Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 98 km/h Shoulders: Type: Width: STREAM: L. R. S. 58 km/h Median: Type: Width: REGION: 85th %ile 79 km/h Sidewalks: Comments: Type: Width: MUN: PACE % IN PACE km/h 79% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

125 RADAR SPEED STUDY REQUEST NO OPERATOR: Eugene J DATE: DAY: Monday TIME: from 11:00 to 12:00 HWY: 12 LHRS: DIR: Eastbound LOCATION: 235m West of Forest Ave Dist btw radar & pavement edge: 0. 5 m Weather Condition: Clear Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 92 km/h Shoulders: Type: Width: STREAM: L. R. S. 56 km/h Median: Type: Width: REGION: 85th %ile 77 km/h Sidewalks: Comments: Type: Width: MUN: PACE % IN PACE km/h 81% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

126 RADAR SPEED STUDY REQUEST NO OPERATOR: Eugene J DATE: DAY: Monday TIME: from 13:00 to 14:00 HWY: 12 LHRS: DIR: Westbound LOCATION: 300m East of Forest Ave Dist btw radar & pavement edge: 0. 5 m Weather Condition: Sunny Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 96 km/h Shoulders: Type: Width: STREAM: L. R. S. 58 km/h Median: Type: Width: REGION: 85th %ile 81 km/h Sidewalks: Comments: Type: Width: MUN: PACE % IN PACE km/h 74% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

127 RADAR SPEED STUDY REQUEST NO OPERATOR: Eugene J DATE: HWY: 12 DAY: Monday LHRS: TIME: from 14:00 DIR: Eastbound to 15:00 LOCATION: 300m East of Forest Ave Dist btw radar & pavement edge: 0. 5 m Weather Condition: Sunny Office Use Only Total Traffic Passing Test Point: FILE NAME Road Surface: Type: Asphalt Width: EX. SPEED H. R. S. 88 km/h Shoulders: Type: Width: STREAM: L. R. S. 54 km/h Median: Type: Width: REGION: 85th %ile 71 km/h Sidewalks: Comments: Type: Width: MUN: PACE % IN PACE km/h 84% Km/hr CARS AND LIGHT VEHICLES Total HEAVY VEHICLES Total Total Veh. Cum Total Cum % OVER % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % UNDER % TOTALS:

128 Appendix C

129 Highway 12 - Mississaga St to Memorial Ave CLASSIFICATION FACTOR Geometric Factor Rating Number of Lanes (2 way) < > Lane Width (m) > < Critcial Curves m (deg.) >600 (<3.0 degrees) ( degrees) ( degrees) ( degrees) <170 (>10 degrees) Grades (vertical) <3% % % % 7% Sight Distance (m) > < Rating Weight Score Rating (A - B) Rasied Curb Median none continuous all intersections at signalized intersections few locations Parking prohibited both sides loading zones only off-peak only permitted one side only permitted both sides Operational Factors Signals all major intersections signalized majority of intersections signalized most major intersections signalized about half the intersections signalized frequent nonsignalized intersections Level of Service (any dark hour) A B C D E, F Median Width (m) Median Openings Per km > 15.0 or barrier < 3.0 or oneway operation < > 1.01 or no access control Curb Cuts < 10% 10-20% 21-30% 31-40% > 40% Operating Speed (km/h) < > Pedestrian Traffic at Night (peds/km) > Environmental Factors Factors Type of Development undeveloped residential residential and/or commercial industrial or commercial strip industrial or commercial Advertising or Area Illumination none 0-40% 41-60% 61-80% essentially continuous Accidents % of Night-to-Total Accidents (3 yr average) <20% 20-30% 31-40% 41-50% >50% Geometric Total 11.0 Operational Total 9.3 Environmental Total 3.4 Accident Total 8.0 SUM 31.7

130 Highway 12 - Memorial Ave to West St CLASSIFICATION FACTOR Geometric Factor Rating Number of Lanes (2 way) < > Lane Width (m) > < Critcial Curves m (deg.) >600 (<3.0 degrees) ( degrees) ( degrees) ( degrees) <170 (>10 degrees) Grades (vertical) <3% % % % 7% Sight Distance (m) > < Rating Weight Score Rating (A - B) Rasied Curb Median none continuous all intersections at signalized intersections few locations Parking prohibited both sides loading zones only off-peak only permitted one side only permitted both sides Operational Factors Signals all major intersections signalized majority of intersections signalized most major intersections signalized about half the intersections signalized frequent nonsignalized intersections Level of Service (any dark hour) A B C D E, F Median Width (m) Median Openings Per km > 15.0 or barrier < 3.0 or oneway operation < > 1.01 or no access control Curb Cuts < 10% 10-20% 21-30% 31-40% > 40% Operating Speed (km/h) < > Pedestrian Traffic at Night (peds/km) > Environmental Factors Factors Type of Development undeveloped residential residential and/or commercial industrial or commercial strip industrial or commercial Advertising or Area Illumination none 0-40% 41-60% 61-80% essentially continuous Accidents % of Night-to-Total Accidents (3 yr average) <20% 20-30% 31-40% 41-50% >50% Geometric Total 11.8 Operational Total 9.3 Environmental Total 3.4 Accident Total 8.0 SUM 32.5

131 Highway 12 - West St to High St CLASSIFICATION FACTOR Geometric Factor Rating Number of Lanes (2 way) < > Lane Width (m) > < Critcial Curves m (deg.) >600 (<3.0 degrees) ( degrees) ( degrees) ( degrees) <170 (>10 degrees) Grades (vertical) <3% % % % 7% Sight Distance (m) > < Rating Weight Score Rating (A - B) Rasied Curb Median none continuous all intersections at signalized intersections few locations Parking prohibited both sides loading zones only off-peak only permitted one side only permitted both sides Operational Factors Signals all major intersections signalized majority of intersections signalized most major intersections signalized about half the intersections signalized frequent nonsignalized intersections Level of Service (any dark hour) A B C D E, F Median Width (m) Median Openings Per km > 15.0 or barrier < 3.0 or oneway operation < > 1.01 or no access control Curb Cuts < 10% 10-20% 21-30% 31-40% > 40% Operating Speed (km/h) < > Pedestrian Traffic at Night (peds/km) > Environmental Factors Factors Type of Development undeveloped residential residential and/or commercial industrial or commercial strip industrial or commercial Advertising or Area Illumination none 0-40% 41-60% 61-80% essentially continuous Accidents % of Night-to-Total Accidents (3 yr average) <20% 20-30% 31-40% 41-50% >50% Geometric Total 20.0 Operational Total 9.3 Environmental Total 5.2 Accident Total 8.0 SUM 42.5

132 Highway 12 - High St to Gill St CLASSIFICATION FACTOR Geometric Factor Rating Number of Lanes (2 way) < > Lane Width (m) > < Critcial Curves m (deg.) >600 (<3.0 degrees) ( degrees) ( degrees) ( degrees) <170 (>10 degrees) Grades (vertical) <3% % % % 7% Sight Distance (m) > < Rating Weight Score Rating (A - B) Rasied Curb Median none continuous all intersections at signalized intersections few locations Parking prohibited both sides loading zones only off-peak only permitted one side only permitted both sides Operational Factors Signals all major intersections signalized majority of intersections signalized most major intersections signalized about half the intersections signalized frequent nonsignalized intersections Level of Service (any dark hour) A B C D E, F Median Width (m) Median Openings Per km > 15.0 or barrier < 3.0 or oneway operation < > 1.01 or no access control Curb Cuts < 10% 10-20% 21-30% 31-40% > 40% Operating Speed (km/h) < > Pedestrian Traffic at Night (peds/km) > Environmental Factors Factors Type of Development undeveloped residential residential and/or commercial industrial or commercial strip industrial or commercial Advertising or Area Illumination none 0-40% 41-60% 61-80% essentially continuous Accidents % of Night-to-Total Accidents (3 yr average) <20% 20-30% 31-40% 41-50% >50% Geometric Total 29.0 Operational Total 9.3 Environmental Total 5.2 Accident Total 32.0 SUM 75.5

133 Highway 12 - Gill St to Forest Ave CLASSIFICATION FACTOR Geometric Factor Rating Number of Lanes (2 way) < > Lane Width (m) > < Critcial Curves m (deg.) >600 (<3.0 degrees) ( degrees) ( degrees) ( degrees) <170 (>10 degrees) Grades (vertical) <3% % % % 7% Sight Distance (m) > < Rating Weight Score Rating (A - B) Rasied Curb Median none continuous all intersections at signalized intersections few locations Parking prohibited both sides loading zones only off-peak only permitted one side only permitted both sides Operational Factors Signals all major intersections signalized majority of intersections signalized most major intersections signalized about half the intersections signalized frequent nonsignalized intersections Level of Service (any dark hour) A B C D E, F Median Width (m) Median Openings Per km > 15.0 or barrier < 3.0 or oneway operation < > 1.01 or no access control Curb Cuts < 10% 10-20% 21-30% 31-40% > 40% Operating Speed (km/h) < > Pedestrian Traffic at Night (peds/km) > Environmental Factors Factors Type of Development undeveloped residential residential and/or commercial industrial or commercial strip industrial or commercial Advertising or Area Illumination none 0-40% 41-60% 61-80% essentially continuous Accidents % of Night-to-Total Accidents (3 yr average) <20% 20-30% 31-40% 41-50% >50% Geometric Total 19.5 Operational Total 10.3 Environmental Total 5.2 Accident Total 8.0 SUM 43.0

134 Highway 12 - Forest Ave to Atherley Rd CLASSIFICATION FACTOR Geometric Factor Rating Number of Lanes (2 way) < > Lane Width (m) > < Critcial Curves m (deg.) >600 (<3.0 degrees) ( degrees) ( degrees) ( degrees) <170 (>10 degrees) Grades (vertical) <3% % % % 7% Sight Distance (m) > < Rating Weight Score Rating (A - B) Rasied Curb Median none continuous all intersections at signalized intersections few locations Parking prohibited both sides loading zones only off-peak only permitted one side only permitted both sides Operational Factors Signals all major intersections signalized majority of intersections signalized most major intersections signalized about half the intersections signalized frequent nonsignalized intersections Level of Service (any dark hour) A B C D E, F Median Width (m) Median Openings Per km > 15.0 or barrier < 3.0 or oneway operation < > 1.01 or no access control Curb Cuts < 10% 10-20% 21-30% 31-40% > 40% Operating Speed (km/h) < > Pedestrian Traffic at Night (peds/km) > Environmental Factors Factors Type of Development undeveloped residential residential and/or commercial industrial or commercial strip industrial or commercial Advertising or Area Illumination none 0-40% 41-60% 61-80% essentially continuous Accidents % of Night-to-Total Accidents (3 yr average) <20% 20-30% 31-40% 41-50% >50% Geometric Total 19.5 Operational Total 12.3 Environmental Total 5.6 Accident Total 24.0 SUM 61.4

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136

137 Appendix D

138 Vehicle Clearance Time Formula: Calculation: Diagram: Clearance = y+r = [t+v/2a+70.6g] + [3.6(W+I)/V] Amber All-Red Eastbound/Westbound Hurtubise Rd Variables Where: y 5.44 r 1.85 t 1.8 Amber (s) Amber (s) 5.44 V (km/h) 80 All-Red (s) All-Red (s) 1.85 g 0 Highway 12 a 11 l 6 Amber (s) 5.44 Amber (s) 3.62 W 35 All-Red (s) 1.85 All-Red (s) Clearance Time (s) 7.29 Northbound/Southbound Comparison: Variables y 3.62 EB/WB NB/SB r 1.91 Required Existing Required Existing t 1.8 Amber (s) V (km/h) 40 All-Red (s) g 0 a 11 l 6 W Source: Page 46 of Ontario Traffic Manual Book 12 Clearance Time (s) Insufficient Time 0.0 Calculated Data

139 Pedestrian Clearance Time Formula: Calculation: Diagram: Clearance (s) = Wc/Ws Eastbound/Westbound Variables Where: EB WB Wc Crossing Width (m) Wc Ws Walking Speed (m/s) 0.8m/s Ws Clearance Time (s) 32 Highway 12 Ped Clearance 19 Hurtubise Rd Ped Clearance Ped Clearance 32 Ped Clearance Northbound/Southbound Comparison: Variables NB SB EB/WB NB/SB Wc Required Existing Required Existing Ws Ped Clearance Clearance Time (s) 19 Source: Page 51 of Ontario Traffic Manual Book 12 and Traffic Signal Operating and Timing Policy Preferred Variable 0.0 Calculated Data

140 Vehicle Clearance Time Formula: Calculation: Diagram: Clearance = y+r = [t+v/2a+70.6g] + [3.6(W+I)/V] Amber All-Red Eastbound/Westbound Tudhope Park Variables Where: y 4.53 r 3.18 t 1.8 Amber (s) 5.44 Amber (s) 4.53 V (km/h) 60 All-Red (s) 1.76 All-Red (s) 3.18 g 0 Atherley Rd Hwy 12 a 11 l 6 Amber (s) 4.53 Amber (s) 5.44 W 47 All-Red (s) 3.18 All-Red (s) Clearance Time (s) 7.71 Hwy 12 Northbound/Southbound Comparison: Variables y 5.44 EB/WB NB/SB r 1.76 Required Existing Required Existing t 1.8 Amber (s) V (km/h) 80 All-Red (s) g 0 a 11 l 6 W Source: Page 46 of Ontario Traffic Manual Book 12 Clearance Time (s) Insufficient Time 0.0 Calculated Data

141 Pedestrian Clearance Time Formula: Calculation: Diagram: Clearance (s) = Wc/Ws Eastbound/Westbound Variables Where: EB WB Wc Crossing Width (m) Wc Ws Walking Speed (m/s) 0.8m/s Ws Ped Clearance Tudhope Park Ped Clearance Clearance Time (s) 36 Atherley Rd Hwy 12 Ped Clearance Ped Clearance Hwy 12 Northbound/Southbound Comparison: Variables NB SB EB/WB NB/SB Wc Required Existing Required Existing Ws Ped Clearance Clearance Time (s) 33 Source: Page 51 of Ontario Traffic Manual Book 12 and Traffic Signal Operating and Timing Policy Preferred Variable 0.0 Calculated Data

142 Vehicle Clearance Time Formula: Calculation: Diagram: Clearance = y+r = [t+v/2a+70.6g] + [3.6(W+I)/V] Amber All-Red Eastbound/Westbound Forest Ave Variables Where: y 5.44 r 2.25 t 1.8 Amber (s) 3.62 Amber (s) 5.44 V (km/h) 80 All-Red (s) 2.48 All-Red (s) 2.25 g 0 Hwy 12 a 11 l 6 Amber (s) 5.44 Amber (s) 3.62 W 44 All-Red (s) 2.25 All-Red (s) Clearance Time (s) 7.69 Northbound/Southbound Comparison: Variables y 3.62 EB/WB NB/SB r 2.48 Required Existing Required Existing t 1.8 Amber (s) V (km/h) 40 All-Red (s) g 0 a 11 l 6 W Source: Page 46 of Ontario Traffic Manual Book 12 Clearance Time (s) Insufficient Time 0.0 Calculated Data

143 Pedestrian Clearance Time Formula: Calculation: Diagram: Clearance (s) = Wc/Ws Eastbound/Westbound Variables Where: EB WB Wc Crossing Width (m) Wc Ws Walking Speed (m/s) 0.8m/s Ws Clearance Time (s) 36 Hwy 12 Ped Clearance Forest Ave Ped Clearance Ped Clearance Ped Clearance Northbound/Southbound Comparison: Variables NB SB EB/WB NB/SB Wc Required Existing Required Existing Ws Ped Clearance Clearance Time (s) 20 Source: Page 51 of Ontario Traffic Manual Book 12 and Traffic Signal Operating and Timing Policy Preferred Variable 0.0 Calculated Data

144 Vehicle Clearance Time Formula: Calculation: Diagram: Clearance = y+r = [t+v/2a+70.6g] + [3.6(W+I)/V] Amber All-Red Eastbound/Westbound Gill St Variables Where: y 5.44 r 2.07 t 1.8 Amber (s) 3.62 Amber (s) 5.44 V (km/h) 80 All-Red (s) 2.75 All-Red (s) 2.07 g 0 Hwy 12 a 11 l 6 Amber (s) 5.44 Amber (s) 3.62 W 40 All-Red (s) 2.07 All-Red (s) Clearance Time (s) 7.51 Northbound/Southbound Comparison: Variables y 3.62 EB/WB NB/SB r 2.75 Required Existing Required Existing t 1.8 Amber (s) V (km/h) 40 All-Red (s) g 0 a 11 l 6 W Source: Page 46 of Ontario Traffic Manual Book 12 Clearance Time (s) Insufficient Time 0.0 Calculated Data

145 Pedestrian Clearance Time Formula: Calculation: Diagram: Clearance (s) = Wc/Ws Eastbound/Westbound Variables Where: EB WB Wc Crossing Width (m) Wc Ws Walking Speed (m/s) 0.8m/s Ws Clearance Time (s) 36 Hwy 12 Ped Clearance Gill St Ped Clearance Ped Clearance Ped Clearance Northbound/Southbound Comparison: Variables NB SB EB/WB NB/SB Wc Required Existing Required Existing Ws Ped Clearance Clearance Time (s) 18 Source: Page 51 of Ontario Traffic Manual Book 12 and Traffic Signal Operating and Timing Policy Preferred Variable 0.0 Calculated Data

146 Vehicle Clearance Time Formula: Calculation: Diagram: Clearance = y+r = [t+v/2a+70.6g] + [3.6(W+I)/V] Amber All-Red Eastbound/Westbound Memorial Ave Variables Where: y 5.44 r 1.91 t 1.8 Amber (s) 4.07 Amber (s) 5.44 V (km/h) 80 All-Red (s) 2.97 All-Red (s) 1.91 g 0 Hwy 12 a 11 l 6 Amber (s) 5.44 Amber (s) 4.07 W 37 All-Red (s) 1.91 All-Red (s) Clearance Time (s) 7.35 Northbound/Southbound Comparison: Variables y 4.07 EB/WB NB/SB r 2.97 Required Existing Required Existing t 1.8 Amber (s) V (km/h) 50 All-Red (s) g 0 a 11 l 6 W Source: Page 46 of Ontario Traffic Manual Book 12 Clearance Time (s) Insufficient Time 0.0 Calculated Data

147 Pedestrian Clearance Time Formula: Calculation: Diagram: Clearance (s) = Wc/Ws Eastbound/Westbound Variables Where: EB WB Wc Crossing Width (m) Wc Ws Walking Speed (m/s) 0.8m/s Ws Clearance Time (s) 31 Hwy 12 Ped Clearance Memorial Ave Ped Clearance Ped Clearance Ped Clearance Northbound/Southbound Comparison: Variables NB SB EB/WB NB/SB Wc Required Existing Required Existing Ws Ped Clearance Clearance Time (s) 30 Source: Page 51 of Ontario Traffic Manual Book 12 and Traffic Signal Operating and Timing Policy Preferred Variable 0.0 Calculated Data

148 Vehicle Clearance Time Formula: Calculation: Diagram: Clearance = y+r = [t+v/2a+70.6g] + [3.6(W+I)/V] Amber All-Red Eastbound/Westbound Mississaga Road Variables Where: y 5.44 r 2.07 t 1.8 Amber (s) 4.07 Amber (s) 5.44 V (km/h) 80 All-Red (s) 2.45 All-Red (s) 2.07 g 0 Highway 12 a 11 l 6 Amber (s) 5.44 Amber (s) 4.07 W 40 All-Red (s) 2.07 All-Red (s) Clearance Time (s) 7.51 Northbound/Southbound Comparison: Variables y 4.07 EB/WB NB/SB r 2.45 Required Existing Required Existing t 1.8 Amber (s) V (km/h) 50 All-Red (s) g 0 a 11 l 6 W Source: Page 46 of Ontario Traffic Manual Book 12 Clearance Time (s) Insufficient Time 0.0 Calculated Data

149 Pedestrian Clearance Time Formula: Calculation: Diagram: Clearance (s) = Wc/Ws Eastbound/Westbound Variables Where: EB WB Wc Crossing Width (m) Wc Ws Walking Speed (m/s) 0.8m/s Ws Clearance Time (s) 23 Highway 12 Ped Clearance 20 Mississaga Road Ped Clearance Ped Clearance Ped Clearance 20 Northbound/Southbound Comparison: Variables NB SB EB/WB NB/SB Wc 0 16 Required Existing Required Existing Ws Ped Clearance Clearance Time (s) 20 Source: Page 51 of Ontario Traffic Manual Book 12 and Traffic Signal Operating and Timing Policy Preferred Variable 0.0 Calculated Data

150 Vehicle Clearance Time Formula: Calculation: Diagram: Clearance = y+r = [t+v/2a+70.6g] + [3.6(W+I)/V] Amber All-Red Eastbound/Westbound West St Variables Where: y 5.44 r 2.07 t 1.8 Amber (s) 4.07 Amber (s) 5.44 V (km/h) 80 All-Red (s) 2.37 All-Red (s) 2.07 g 0 Hwy 12 a 11 l 6 Amber (s) 5.44 Amber (s) 4.07 W 40 All-Red (s) 2.07 All-Red (s) Clearance Time (s) 7.51 Northbound/Southbound Comparison: Variables y 4.07 EB/WB NB/SB r 2.37 Required Existing Required Existing t 1.8 Amber (s) V (km/h) 50 All-Red (s) g 0 a 11 l 6 W Source: Page 46 of Ontario Traffic Manual Book 12 Clearance Time (s) Insufficient Time 0.0 Calculated Data

151 Pedestrian Clearance Time Formula: Calculation: Diagram: Clearance (s) = Wc/Ws Eastbound/Westbound Variables Where: EB WB Wc Crossing Width (m) Wc 0 0 Ws Walking Speed (m/s) 0.8m/s Ws Clearance Time (s) 0 Hwy 12 Ped Clearance West St Ped Clearance 20 0 Ped Clearance Ped Clearance 0 20 Northbound/Southbound Comparison: Variables NB SB EB/WB NB/SB Wc 16 0 Required Existing Required Existing Ws Ped Clearance Clearance Time (s) 20 Source: Page 51 of Ontario Traffic Manual Book 12 and Traffic Signal Operating and Timing Policy Preferred Variable 0.0 Calculated Data