MARSHALL Subdivision Township of Springwater, County of Simcoe Traffic Brief for: 489469 Ontario Inc. Type of Document: Final Report Project Number: JDE 1521 Date Submitted: October 19 th, 2016 10 / 19 / 16 John Northcote, P.Eng. Professional License #: 100124071 JD Northcote Engineering Inc. 86 Cumberland Street Barrie, ON 705.725.4035 www.jdengineering.ca
Legal Notification 489469 Ontario Inc. This report was prepared by JD Northcote Engineering Inc. for the account of 489469 Ontario Inc. Any use which a third party makes of this report, or any reliance on or decisions to be made based on it, are the responsibility of such third parties. JD Northcote Engineering Inc. accepts no responsibility for damages, if any, suffered by any third party as a result of decisions made or actions based on this project. ii
Table of Contents 489469 Ontario Inc. 1 Introduction... 4 1.1 Background... 4 1.2 Study Scope and Objectives... 4 2 Information Gathering... 5 2.1 Street and Intersection Characteristics... 5 3 Proposed Development... 5 3.1 Traffic Generation... 5 3.2 Traffic Assignment... 6 4 Site Access Analysis... 7 5 Summary... 8 List of Tables Table 1 Estimated Traffic Generation of Proposed Development... 6 Table 2 Subject Site Trip Distribution... 6 List of Figures Figure 1 Proposed Site Location and Study Area... 4 Figure 2 Peak Hour Traffic Assignment for Proposed Development... 7 List of Appendices APPENDIX A Draft Plan of Subdivision APPENDIX B Transportation Tomorrow Survey Data Excerpt iii
1 Introduction 1.1 Background 489469 Ontario Inc. [the Developer] is proposing the construction of a residential subdivision consisting of 11 single-family detached units. The subject site is located in the west side of Alexander Street and municipally known as 8 and 14 Alexander Street in the community of Anten Mills, in the Township of Springwater [Township], County of Simcoe [County]. Lots 2 11 will be accessed via an extension of the north end of Ghibb Avenue, which will connect to Alexander Street at Pineview Avenue. Lot 1 will have access directly onto Alexander Street, north of Pineview Avenue. The Developer has retained JD Northcote Engineering Inc. [JD Engineering] to prepare this traffic brief in support of the draft plan of subdivision application. Figure 1 illustrates the location of the subject site as well as the location of the proposed site access intersection. The proposed draft plan of subdivision is shown in Appendix A. 1.2 Study Scope and Objectives Based on discussions with the Township and County, the purpose of this traffic brief is to identify the potential impacts to traffic flow on the surrounding road network as a result of the proposed development. The analysis includes a review of the proposed traffic volumes during the weekday morning [AM] and afternoon [PM] peak hour. Figure 1 Proposed Site Location and Study Area 4
2 Information Gathering 2.1 Street and Intersection Characteristics Alexander Street is a local road with a two-lane rural cross-section and no sidewalk. Alexander Street has an assumed (unsigned) speed limit of 50km/h. Alexander Street is under the jurisdiction of the Township. Ghibb Avenue is a local road with a two-lane urban cross-section and no sidewalk. Ghibb Avenue has an assumed (unsigned) speed limit of 50km/h. Ghibb Avenue has not yet been assumed by the Township; however, it is planned to become a Township road. Pineview Avenue is a local road with a two-lane rural cross-section and no sidewalk. Pineview Avenue has an assumed (unsigned) speed limit of 50km/h. Pineview Avenue is under the jurisdiction of the Township. Horseshoe Valley Road West (County Road 22) is a primary arterial road with a two-lane rural cross-section and no sidewalk. Horseshoe Valley Road West has a posted speed limit of 60km/h in the study area. There are no auxiliary lanes or turning restrictions at any of the intersections in the study area. Currently, there is no traffic control at the intersection of Alexander Street / Pineview Avenue. No transit service is provided within the study area. The North Simcoe Rail Trail extends along the west side of the subject site. The North Simcoe Rail Trail is 30 kilometers long and connects with the Tiny Trail to the north and extends another 22 kilometers to Penetanguishene and is part of the Trans Canada Trail system. This trail has a gravel surface and is approximately three metres wide in the study area. There are no planned transportation infrastructure improvement within the study area that would have a notable impact on the traffic patterns or road capacity. 2.2 Other Development in the Study Area Through our discussions with the Township, we are aware of two developments in the study area. The Estates of Anten Mills development is currently working on developing Draft Plan conditions for a 76 single-detached residential development located on the west side of Wilson Drive south of the existing built boundary of Anten Mills. The Tenac Ridge subdivision, which involves the construction of the portion of Ghibb Avenue that will connect to the subject site, is currently under construction. This development includes 15 single-detached residential units. 3 Proposed Development 3.1 Traffic Generation The subject site will consist of 11 single-family detached residential units. The Institute of Transportation Engineers [ITE] produces a document entitled Trip Generation (9 th Edition), which is used to predict the number of trips associated with new developments. The ITE is a 5
well-recognized agency throughout North America, and has completed numerous studies to identify trip rates associated with various types of developments including retail, residential, recreational, institutional, industrial, and office. Single-Family Detached Housing (ITE #210) land-use was applied for the proposed development. Based on the limited access to alternative modes of transportation in the study area, we have ignored the impact of any modal split for the proposed traffic generation. Utilizing the ITE generation rates, the estimated trip generation for the 11 single-family detached residential units was calculated and has been summarized below in Table 1. The average rate was applied for the peak hour of generator for the AM and PM period (0.77 trips / unit and 1.02 trips / unit respectively). The peak traffic generation periods for the proposed development and the adjacent streets are anticipated to be concurrent. Table 1 Estimated Traffic Generation of Proposed Development Land Use Single-Family Detached Housing ITE Land Use: 210 AM Peak Hour PM Peak Hour Units IN OUT TOTAL IN OUT TOTAL 11 2 6 8 7 4 11 3.2 Traffic Assignment For the purposes of this study, it has been assumed that all traffic generated by the proposed development will be new traffic and would not be in the study area if the development was not constructed. Although one unit will have direct access onto Alexander Street, in order to be conservative, we have assumed that all 11-units will access the site via Ghibb Avenue. The ITE data provides the anticipated percentage of new traffic entering and exiting during the peak hour. The distribution of traffic beyond the local area has been calculated based on the 2006 Transportation Tomorrow Survey [TTS] data for the County (excerpt attached as Appendix B). TTS data provides historical origin and destination work trip percentages for specific areas within the County and the Greater Toronto and Hamilton Area [GTHA]. All development within the subject site is residential and the critical case reviewed in this analysis is the AM and PM peak hour. Consequently, traffic distribution for the trips generated by the subject site is expected to generally follow commuter travel patterns. Our analysis is based on the egressing traffic and the work trip destination percentages. Logically, the distribution of ingress traffic will follow the inverse of the exiting traffic distribution. For each of the individual areas identified in the TTS data, we have selected the probable route of travel, assuming that people will select their route primarily based on travel time. We have also distributed the utilization of each of the internal roads based on the ultimate destination in conjunction with the proposed subject site layout. Table 2 illustrates the distribution of egress trips within the study area, generated by the Subject Site. Direction Table 2 Subject Site Trip Distribution North via Coughlin Road South via Wilson Drive East via CR 22* West via CR 22* Egress 0% 47% 26% 27% *Horseshoe Valley Road West [CR 22] 6
Using this traffic distribution pattern, the development traffic assignment for the AM and PM peak hour was calculated and has been illustrated in Figure 2. Figure 2 Peak Hour Traffic Assignment for Proposed Development 4 Site Access Analysis The total traffic generated by the proposed development is relatively low. Based on our observation of the traffic volumes in the study area during our site visit, the existing local road network can accommodate the additional traffic from the proposed development and will continue to provide significant excess capacity. As noted in Section 2.1, the intersection of Alexander Street / Pineview Street is currently uncontrolled and traffic generally treats this intersection as a curve in the road. Based on our 7
observations during our site visit, the existing south leg of the intersection acts like a driveway access. For the proposed intersection configuration, intersection signage is recommended to control the movement of traffic. Based on the methodology outlined in the Ontario Traffic Manual, Book 5, the proposed Ghibb Avenue / Alexander Street / Pineview Avenue intersection will not meet the minimum traffic volume criteria for all-way stop control (350 vph). Consequently, two-way stop control is recommended for the proposed cross-intersection. Based on the low volume of traffic on the south approach, it is recommended that two-way stop control is provided on the Alexander Street approaches to the intersection. Stop-bar pavement marking is not recommended at this intersection, since all approaches are local roads. The available sight distance for the proposed cross-intersection has been reviewed during our site visit. The available sight distance in each case meets the minimum requirement for sight stopping distance for a design speed of 60km/h, as identified in the Transportation Association of Canada Geometric Design Guidelines for Canadian Roads (75-85 metres). Based on our review, the proposed Ghibb Avenue / Alexander Street / Pineview Avenue intersection, with two-way stop control on Alexander Street, will provide safe and efficient conveyance of the future traffic volumes. The minor additional traffic generated by the subject site is expected to have a negligible impact on the traffic operations at the intersection of Alexander Street / Horseshoe Valley Road West. The existing intersection spacing between Alexander Street and Coughlin Road Horseshoe Valley Road West is short (83 metres measured centre of intersection to centre of intersection); however, the volume of traffic travelling from Coughlin Road to Alexander Street and vice versa is expected to be relatively low. Consequently, the impact of the short intersection spacing is not anticipated to result in any operational or safety issues. A trail connection is recommended from the northwest corner of Ghibb Avenue to the North Simcoe Rail Trail to provide access for the existing and proposed residents in the area. 5 Summary The Developer retained JD Engineering to complete a Traffic Brief in support of the Draft Plan Application for the proposed, located on the west side of Alexander Street and municipally known as 8 and 14 Alexander Street in the community of Anten Mills, Township of Springwater. The proposed draft plan is shown in Appendix A. This chapter summarizes the conclusions and recommendations from the study. 1. The Developer is proposing to construct 11 single-family detached residential units. 2. Lots 2 11 will be access via an extension of the north end of Ghibb Avenue, which will connect to Alexander Street at Pineview Avenue. Lot 1 will have driveway access directly onto Alexander Street, north of Pineview Avenue. 3. The proposed development is expected to generate a total of 8 AM and 11 PM peak hour trips. 4. Two-way stop control is recommended for the proposed intersection of Ghibb Avenue / Alexander Street / Pineview Avenue. Stop control is recommended on the Alexander Street approach. 8
5. The available sight distance for the proposed intersection meets the minimum requirement identified in the Transportation Association of Canada Geometric Design Guidelines for Canadian Roads. 6. A trail connection is recommended from the northwest corner of Ghibb Avenue to the North Simcoe Rail Trail. 9
Appendix A Draft Plan of Subdivision 10
Appendix B Transportation Tomorrow Survey Data Excerpt 11
COUNTY OF SIMCOE 2006 STATISTICS 44 EMPLOYMENT WORK TRIP ORIGINS AND DESTINATIONS Simcoe Number of People 0 10000 20000 30000 40000 50000 60000 70000 80000 Origin %: Destination %: Distribution of work trips destined for Simcoe Total: 61,200 Distribution of work trips made by Simcoe residents Total: 88,400 N Barrie York Toronto Origin %, Destination % Municipality 73%, 51% Simcoe 3%, 6% City of Orillia Orillia Peel External Durham Dufferin Orangeville Halton Guelph Kawartha Lakes Waterloo TOTAL EMPLOYMENT IN SIMCOE: 85,100 Employment Location of Simcoe Residents Home Location of People Employed in Simcoe 1% Tiny 6% Penetanguishene 12% Midland Brant Town of Orangeville City of Guelph Waterloo Wellington City of Hamilton 1%, 0% Dufferin Halton 1%, 6% Peel 15%, 14% City of Barrie 3%, 12% York 1%, 9% City of Toronto 0%, 1% Durham City of Kawartha Lakes DISTRIBUTION IN SIMCOE Origin %, Destination % Municipality 4%, 1% Tiny 5%, 4% Penetanguishene 8%, 9% Midland Peterborough City of Peterborough Brantford Brant Hamilton Niagara 10% Collingwood 3% Wasaga Beach 3% Clearview 6% Springwater 1% Tay 5% Oro- Medonte 3% Severn 6% Ramara City of Brantford Niagara 7%, 7% Collingwood 4%, 2% Wasaga Beach 5%, 2% Clearview 3%, 2% Springwater 4%, 1% 2%, 1% Tay Severn 3%, 1% Oro- Medonte 1%, 2% Ramara Peterborough City Peterborough CFB Borden 2% Adjala- Tosorontio 7% Essa 8% Innisfil CFB Borden 2%, 1% 6%, 3% Adjala- Essa Tosorontio 5%, 3% Innisfil Wellington 19% New Tecumseth 8% Bradford West Gwillimbury 7%, 9% New Tecumseth 4%, 3% Bradford West Gwillimbury