ttr 2444hurontario final 2020-06-26 v2 · version: 2.0 digital master: j:\119048_2444_huront\...

Final Report

Transportation Impact Study – 2444 Hurontario Street, Mississauga

Prepared for P&S Ramlochan Property Inc. by IBI Group June 26, 2020

IBI GROUP FINAL REPORT TRANSPORTATION IMPACT STUDY – 2444 HURONTARIO STREET, MISSISSAUGA Prepared for P&S Ramlochan Property Inc.

Document Control Page

June 26, 2020

CLIENT: P&S Ramlochan Property Inc. PROJECT NAME: 2444 Hurontario Street, Mississauga REPORT TITLE: Transportation Impact Study – 2444 Hurontario Street, Mississauga IBI REFERENCE: 119048 VERSION: 2.0 DIGITAL MASTER: J:\119048_2444_Huront\ ORIGINATOR: Jake Wang, Andrae Griffith REVIEWER: Fadi Madi AUTHORIZATION: Peter Richards CIRCULATION LIST:

HISTORY: 1.0 Draft Report – May 2020 2.0 Final Report – June 2020


Table of Contents

June 26, 2020 i

1 Introduction ......................................................................................................................... 6 1.1 Study Area ............................................................................................................... 6 1.2 Analysis Periods ...................................................................................................... 8 1.3 Proposed Development ........................................................................................... 8

2 2020 Existing Conditions ................................................................................................. 10 2.1 Existing Road Network........................................................................................... 10 2.2 Existing Transit Network ........................................................................................ 12 2.3 Existing Active Transportation Network ................................................................. 13 2.4 Turning Movement Counts .................................................................................... 14 2.5 Signal Timing Plans ............................................................................................... 17 2.6 2020 Existing Conditions Analysis ......................................................................... 17

2.6.1 Signalized Intersections ............................................................................ 18 2.6.2 Unsignalized Intersections ........................................................................ 20

3 Future Background Conditions ....................................................................................... 21 3.1 Future Transportation Network Improvements ...................................................... 21 3.2 Horizon Year and Growth Rate .............................................................................. 23 3.3 Background Development ..................................................................................... 23

4 2025 Future Background Conditions Analysis .............................................................. 27 4.1.1 Signalized Intersections ............................................................................ 29 4.1.2 Unsignalized Intersections ........................................................................ 31

5 2031 Future Background Conditions Analysis .............................................................. 33 5.1.1 Signalized Intersections ............................................................................ 35 5.1.2 Unsignalized Intersections ........................................................................ 36

6 Future Total Conditions ................................................................................................... 38 6.1 Future Site Access ................................................................................................. 38 6.2 Trip Generation ...................................................................................................... 40

6.2.1 Gross Trip Generation .............................................................................. 40 6.2.2 Trip Reductions ......................................................................................... 41


Table of Contents (continued)

June 26, 2020 ii

6.2.3 Trip Distribution and Assignment .............................................................. 41

7 2025 Future Total Conditions Analysis .......................................................................... 45 7.1 Signalized Intersections ......................................................................................... 47 7.2 Unsignalized Intersections ..................................................................................... 49

8 2031 Future Total Conditions Analysis .......................................................................... 50 8.1 Signalized Intersections ......................................................................................... 52 8.2 Unsignalized Intersections ..................................................................................... 54

9 Traffic Analysis Summary................................................................................................ 55

10 Traffic Operations Mitigation Measures ......................................................................... 56

11 Access Location Analysis ............................................................................................... 58 11.1 Proposed Site Egress ............................................................................................ 58 11.2 Sight Distance Analysis ......................................................................................... 58

11.2.1 Stopping Sight Distance ............................................................................ 59 11.2.2 Departure Sight Distance .......................................................................... 61

11.3 Dedicated Eastbound Right-Turn Lane Assessment ............................................. 62 11.4 Dedicated Westbound Left-Turn Lane ................................................................... 63

12 Parking Analysis ............................................................................................................... 66 12.1 Zoning By-law Requirements ................................................................................. 66 12.2 Sustainable Transportation Network ...................................................................... 67

12.2.1 Development Area Future Transit Network .............................................. 67 12.2.2 Development Area Future Active Transportation Network ....................... 71

12.3 Transportation Demand Management Options ..................................................... 72 12.4 Parking Occupancy Studies ................................................................................... 73

13 Conclusions ...................................................................................................................... 82 13.1 TIS Findings ........................................................................................................... 82 13.2 Sight Distance Requirements ................................................................................ 82 13.3 Parking Analysis .................................................................................................... 82

14 Recommendations ............................................................................................................ 83



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List of Exhibits

Exhibit 1-1: Development Study Area .................................................................................. 7 Exhibit 1-2: Proposed Site Plan ........................................................................................... 9 Exhibit 2-1: Study Area Existing Road Network ................................................................. 10 Exhibit 2-2: Existing Study Area Lane Configurations ....................................................... 11 Exhibit 2-3: Existing Transit Network ................................................................................. 12 Exhibit 2-4: Existing Transit Service Patterns .................................................................... 13 Exhibit 2-5: Mississauga Bicycle Route Map ..................................................................... 14 Exhibit 2-6: Traffic Data Information .................................................................................. 15 Exhibit 2-7: PM Peak Hour Traffic Volume Comparison .................................................... 15 Exhibit 2-8: 2020 Existing Conditions Traffic Volumes ...................................................... 16 Exhibit 2-9: 2020 Existing Conditions Traffic Operations - Signalized Intersections ......... 18 Exhibit 2-10: 2020 Existing Conditions Traffic Operations - Unsignalized Intersections ... 20 Exhibit 3-1: Future Background Condition Lane Configurations ........................................ 22 Exhibit 3-2: Traffic Growth Rates (from 2019 to 2024) ...................................................... 23 Exhibit 3-3: Traffic Growth Rates (from 2024 to 2031) ...................................................... 23 Exhibit 3-4: Future Background Development ................................................................... 24 Exhibit 3-5: Future Background Development Trip Generation ......................................... 25 Exhibit 3-6: Background Development Trip Assignment ................................................... 26 Exhibit 4-1: 2025 Future Background Conditions Traffic Volumes .................................... 28 Exhibit 4-2: 2025 Future Background Conditions Traffic Operations - Signalized

Intersections ..................................................................................................... 29 Exhibit 4-3: 2025 Future Background Conditions Traffic Operations - Unsignalized

Intersections ..................................................................................................... 32 Exhibit 5-1: 2031 Future Background Conditions Traffic Volumes .................................... 34 Exhibit 5-2: 2031 Future Background Conditions Traffic Operations - Signalized

Intersections ..................................................................................................... 35 Exhibit 5-3: 2031 Future Background Conditions Traffic Operations - Unsignalized

Intersections ..................................................................................................... 37 Exhibit 6-1: Future Site Access/Egress ............................................................................. 38 Exhibit 6-2: Future Total Lane Configurations ................................................................... 39



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Exhibit 6-3: Proposed Development Trip Generation ........................................................ 40 Exhibit 6-4: Existing Medical Office Trip Generation ......................................................... 41 Exhibit 6-5: Trip Distribution and Assignment .................................................................... 41 Exhibit 6-6: Medical Office Site Traffic Volumes ................................................................ 43 Exhibit 6-7: New Residential Site Traffic Volumes ............................................................. 44 Exhibit 7-1: 2025 Future Total Conditions Traffic Volumes ............................................... 46 Exhibit 7-2: 2025 Future Total Conditions Traffic Operations - Signalized Intersections .. 47 Exhibit 7-3: 2025 Future Total Conditions Traffic Operations - Unsignalized

Intersections ..................................................................................................... 49 Exhibit 8-1: 2031 Future Total Conditions Traffic Volumes ............................................... 51 Exhibit 8-2: 2031 Future Total Conditions Traffic Operations - Signalized Intersections .. 52 Exhibit 8-3: 2031 Future Total Conditions Traffic Operations - Unsignalized

Intersections ..................................................................................................... 54 Exhibit 10-1: Hurontario Street & King Street Traffic Operations - EBL Advance Phase .. 56 Exhibit 11-1: Future Available Sight Distance (Proposed Site Egress) ............................. 58 Exhibit 11-2: Stopping Sight Distance Summary ............................................................... 59 Exhibit 11-3: Stopping Sight Distance - West of Access (Looking Eastbound, 85 metres

from Proposed Site Egress) ............................................................................. 60 Exhibit 11-4: Maximum Sight Distance - East of Access (Looking Westbound 43 metres

from Proposed Site Egress) ............................................................................. 61 Exhibit 11-5: Departure Sight Distance Summary ............................................................. 62 Exhibit 11-6: MTO Left-Turn Lane Warrant – Figure EA-6-1 – AM Peak Period ............... 64 Exhibit 11-7: MTO Left-Turn Lane Warrant – Figure EA-6-1 – PM Peak Period ............... 64 Exhibit 12-1: ZBL Parking Requirements – Dwelling Unit in an Apartment Building, Policy

Area 1 ............................................................................................................... 66 Exhibit 12-2: Hurontario LRT Route Map ........................................................................... 68 Exhibit 12-3: Dundas Connects – Proposed Bus Rapid Transit Service ........................... 70 Exhibit 12-4: Metrolinx RER - Full Build (Beyond 2025) Service Patterns ........................ 71 Exhibit 12-5: Development Area Cycling Facilities ............................................................ 72 Exhibit 12-6: Resident Parking Utilization – 208 Enfield Place .......................................... 75 Exhibit 12-7: Non-Resident Parking Utilization – 208 Enfield Place .................................. 77 Exhibit 12-8: Adjusted Resident Parking Utilization – 208 Enfield Place .......................... 79



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List of Appendices

Appendix A: Scope of Investigation

Appendix B: Turning Movement Counts

Appendix C: Signal Timing Plans

Appendix D: 2020 Existing Conditions Synchro Reports

Appendix E: Hurontario-Main LRT EPR Design Plates

Appendix F: 2025 Future Background Conditions Synchro Reports

Appendix G: 2031 Future Background Conditions Synchro Reports

Appendix H: 2025 Future Total Conditions Synchro Reports

Appendix I: 2031 Future Total Conditions Synchro Reports

Appendix J: Proposed Mitigation Measures Synchro Reports

Appendix K: Transportation Demand Management Options Memorandum

Appendix L: Parking Utilization Data


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1 Introduction IBI Group was retained by P&S Ramlochan Property Inc. (the proponent) to undertake a transportation impact study (TIS) for a proposed residential development located at 2444 Hurontario Street (the ‘development site’) in the City of Mississauga. The development site is located on the southwest corner of Hurontario Street and Floradale Drive, and consists of an existing 4-storey medical office building with existing vehicle access on Floradale Drive.

The proponent proposes to remove the existing medical building and replace it with a 31-storey, 215-unit residential apartment building (the ‘proposed development’), including 3 live-work units fronting onto Hurontario Street. In addition, 180 parking spaces and 224 secure bicycle parking spaces are proposed to be provided in a 6-level underground parking garage, accessible via Floradale Drive.

The purpose of this report is to analyze the impact that the proposed development may have on the surrounding transportation network. This report takes into consideration future road configuration (including the future Hurontario LRT), background traffic growth, and other proposed developments in the area. The study also examines the location of the proposed site accesses, as well as the appropriateness of the proposed parking supply.

This report is outlined with the following sections:

Section 1 through Section 10 discuss the TIS;

Section 11 discusses the location and configuration of the site accesses;

Section 12 discusses the appropriateness of the proposed parking supply; and

Section 13 and Section 13 discuss the conclusions made and the study recommendations based on the preceding sections.

This report adheres to the scope of investigation developed by IBI Group and discussed with the City of Mississauga staff (City staff) on June 25, 2019. This correspondence is presented in Appendix A.

1.1 Study Area The proposed development is located on the southwest corner of Hurontario Street and Floradale Avenue in the City of Mississauga, as illustrated in Exhibit 1-1.


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Exhibit 1-1: Development Study Area

Base Map Source: Google Maps. Retrieved May 15, 2020 from https://www.google.ca/maps

The area surrounding the proposed development is primarily residential, with some commercial land uses adjacent to Hurontario Street. The areas to the east, west, and south of the development are primarily high density residential, while the area to the north of the development contains a commercial plaza which includes a supermarket, a pharmacy, restaurants, and other retail spaces. It should be noted that for the purpose of this assessment,


June 26, 2020 8

access to and from the commercial plaza has not been included in this assessment, as confirmed by City staff.

The study area intersections were determined through consultation with City staff, and consist of the following locations (as noted in Exhibit 1-1):

1. Hurontario Street & King Street (signalized);

2. Hurontario Street & Floradale Drive (unsignalized);

3. Hurontario Street & Paisley Boulevard (signalized);

4. Hurontario Street & Queensway (signalized); and

5. Confederation Parkway & Floradale Drive (unsignalized).

1.2 Analysis Periods Based on the proposed development’s residential land use, the following analysis periods were used in this study:

AM Peak Period – 7:00 a.m. to 9:00 a.m. on a typical weekday; and

PM Peak Period – 4:00 p.m. to 6:00 p.m. on a typical weekday.

1.3 Proposed Development The proponent is proposing to replace an existing medical office building with a 31-storey residential apartment building containing 215 residential dwelling units. While the majority of units range in size from one-bedroom to two-bedroom units, 3 live-work units fronting onto Hurontario Street are proposed. Parking for all users is proposed to consist of 180 vehicle parking spaces and 224 secure bicycle parking spaces in a 6-level underground garage.

The proposed site plan is illustrated in Exhibit 1-2. The existing site access is proposed to be converted to a slightly narrower inbound-only access to the parking garage and passenger drop-off area. A secondary driveway will be added, to the east, for vehicular egress. A pedestrian island will be located between the two driveways. For the purpose of this assessment, both driveways have been treated as a single access.

It should be noted that small changes in building sizes may occur as this development moves through the approval process. However, the assumptions in this report are conservative, and differences in traffic operations from these changes are anticipated to be negligible.


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Exhibit 1-2: Proposed Site Plan


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2 2020 Existing Conditions This section documents the transportation network in the study area in 2020, including existing roadways, transit services, traffic control measures, and intersection performance.

2.1 Existing Road Network The existing study area roadways are illustrated in Exhibit 2-1.

Exhibit 2-1: Study Area Existing Road Network

Street Name Class. Orientation

Road Width (Lanes)

Traffic Direction From To

On-Street Parking Speed Limit

Hurontario Street

Arterial North / South 6 Two-way Lakeshore Road

North city limit Permitted 50 km/h

Floradale Drive

Local East / West 2 Two-way Hurontario Street

Paisley Boulevard

Permitted 50 km/h

King Street Major Collector

East / West 2 Two-way Cliff Road Confederation Parkway

Prohibited 50 km/h

Paisley Boulevard

Minor Collector

East / West 2 Two-way Camilla Road

Huron Park Permitted – south side, west of Hurontario only.

50 km/h

Queensway Regional Arterial

East / West 4 Two-way East city limit Glengarry Road

Prohibited 60 km/h

Confederation Parkway

Major Collector

North / South 2 Two-way Queensway West

Eglinton Avenue West

Prohibited 50 km/h

Lane configurations for study area roadways are illustrated in Exhibit 2-2.


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Exhibit 2-2: Existing Study Area Lane Configurations


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2.2 Existing Transit Network The development site is directly served by MiWay Express Route 103 – Hurontario Express and MiWay Route 2 – Hurontario, which provide north/south service on Hurontario Street. The development site is also served by MiWay Route 4 – Sherway Gardens, which provides east/west service from Westdale Mall (northwest of the development site) to the CF Sherway Gardens shopping centre (southeast of the development site). The nearest transit stop is located at the intersection of Hurontario Street & Floradale Drive, approximately 30 metres from the development site. Additionally, the Cooksville GO Transit rail station is located approximately 1.5 kilometres north of development site, where peak-period, peak-direction rail service (as well as off-peak and counter-peak GO Bus service) is available between Milton, Mississauga, and Toronto.

Transit services in the development area are illustrated in Exhibit 2-3, while service patterns and destinations of the routes in close proximity are illustrated in Exhibit 2-4.

Exhibit 2-3: Existing Transit Network

Image Source: City of Mississauga. Retrieved May 2019 from https://web.mississauga.ca/wp-content/uploads/sites/6/2020/04/27164901/Weekday-Route-Map.pdf

Development Site


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Exhibit 2-4: Existing Transit Service Patterns

Route Onward Transit Connections Walking Distance to Nearest Stop

Average Peak Hour Frequency

MiWay 103 – Hurontario Express

Brampton Gateway Terminal, Sheridan College, Mississauga City Centre, Cooksville GO station, TL Kennedy Secondary School, Trillium Health Centre, Port Credit Secondary School, Port Credit GO

550 metres

(7 minutes)

12 minutes

MiWay 2 – Hurontario Highway 407 GO, St. Francis Xavier Secondary School, Mississauga City Centre, Sheridan College Square One, Cooksville Go, Trillium Health Centre, Port Credit Secondary School, Port Credit GO

30 metres

(1 minute)

5 minutes

MiWay 4 – Sherway Gardens

Westdale Mall, Huron Park, St. Martin, Trillium Health Centre, Dixie Outlet Mall, Trillium Health Centre, Sherway Gardens

30 metres

(1 minute)

20 minutes

2.3 Existing Active Transportation Network The proposed development is well connected to the City of Mississauga cycling network and is located in close proximity to a number of painted bicycle lanes, signed on-street bicycle routes, and multi-use trails. The Confederation Parkway bicycle lanes, located to the west of the development, is accessible via Floradale Drive – a quiet neighbourhood street – and connects with Mississauga City Centre, Cooksville GO Transit rail station, and Trillium Health Partners Mississauga Hospital. Other key cycle routes, as illustrated in Exhibit 2-5, include the Paisley Boulevard on-street bicycle route to Huron Park Recreation Centre, and Queensway multi-use path to Sherway Gardens in Toronto.


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Exhibit 2-5: Mississauga Bicycle Route Map

2.4 Turning Movement Counts Turning movement counts (TMCs) for the study area intersections were collected by Horizon Data Services Ltd. on Tuesday, September 17, 2019 from 7:00 a.m. to 9:00 a.m. (Weekday AM peak period) and from 4:00 p.m. to 6:00 p.m. (Weekday PM peak period). Details regarding the data are summarized below in Exhibit 2-6.

Development Site


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Exhibit 2-6: Traffic Data Information

Intersection Data Source Date Peak Hour AM PM

Hurontario Street & King Street

Horizon Data Services Ltd.

Tuesday, September 17, 2019

8:00 a.m. - 9:00 a.m. 4:45 p.m. - 5:45 p.m.

Hurontario Street & Floradale Drive

4:45 p.m. - 5:45 p.m.

Hurontario Street & Paisley Boulevard

5:00 p.m. - 6:00 p.m.

Hurontario Street & Queensway

4:30 p.m. - 5:30 p.m.

Confederation Parkway & Floradale Drive

4:30 p.m. - 5:30 p.m.

As shown in Exhibit 2-6, the study area intersections share the identical peak hour during the Weekday AM peak period, while their Weekday PM peak hours vary slightly but begin within a 30-minute period commencing at 4:30 p.m. Exhibit 2-7 provides a comparison of the hourly traffic volume at each intersection during its individual Weekday PM peak hour (based on the times shown in Exhibit 2-6) and their volumes during the hour of 4:30 p.m. - 5:30 p.m. – the peak hour at the busiest observed intersection in the study area: the arterial / arterial signalized intersection of Hurontario Street & Queensway.

Exhibit 2-7: PM Peak Hour Traffic Volume Comparison

Intersection

Individual Intersection’s PM Peak Hour Volume

Weekday 4:30 p.m. - 5:30 p.m. Volume

Volume Difference

Percentage Difference

Hurontario Street & King Street 3222 3228 6 0.2% Hurontario Street & Floradale Drive

2831 2802 29 1.0%


3002 2988 14 0.5%

Hurontario Street & Queensway 5871 5871 0 0.0% Confederation Parkway & Floradale Drive

1262 1262 0 0.0%

Based on the comparison shown in Exhibit 2-7, a network PM peak hour of 4:30 p.m. – 5:30 p.m. was selected for this study, as the differences on traffic volume are negligible between each intersection’s PM peak hour and the network PM peak hour. Due to a large number of residential accesses, and high-volume commercial accesses in the study area (including access to the commercial plaza just north of the site), no volume balancing was applied to the observed volumes.

Existing trips related to the existing medical office building at the site access were estimated using trip generation information presented in the Institute of Transportations Engineers (ITE) Trip Generation Manual, 10th Edition (September 2017) publication, as discussed in detail in Section 6.2.2. These trips are accounted for in the observed TMCs at all other study area intersections.

A summary of the observed vehicle volumes is presented in Exhibit 2-8, with full turning movement count data presented in Appendix B.


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Exhibit 2-8: 2020 Existing Conditions Traffic Volumes

Legend= Stop Sign= Signalized Intersection= Peak Hour Volumes= Traffic Movements= Existing Medical Office

Not to Scale

AM (PM)


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2.5 Signal Timing Plans Signal timing plans for signalized study area intersections were provided by City staff and the Region of Peel staff (Region staff), and are presented in Appendix C. Intersections operate using a semi-actuated, coordinated mode of control during the Weekday AM and PM peak periods, with Hurontario Street and Queensway assigned as the main streets.

2.6 2020 Existing Conditions Analysis Using the turning movement counts described in Section 2.4, the study area intersections were analyzed using the software package Synchro, which is based on the Highway Capacity Manual methodology. Based on the Traffic Impact Study Guidelines for the City of Mississauga and the guidelines for the Region of Peel, the criteria for identifying critical signalized intersections or movements are as follows:

Volume to capacity (v/c) ratio exceeds 0.85 for overall intersections operations, through movements, or shared through/turning movements;

v/c ratio exceeds 0.90 for exclusive movements; or

95th percentile queues which exceed available storage.

Furthermore, the following criteria were used in identifying critical operations at unsignalized intersections:

Level of service (LOS), based on average delay per vehicle, on individual movements exceeds LOS ‘E’; and

95th percentile queue lengths for an individual movement exceed available storage.

Exhibit 2-9 and Exhibit 2-10 detail existing traffic operations at the signalized intersections, and the unsignalized intersection, respectively, for the Weekday AM and PM peak hours. Full Highway Capacity Manual analysis for the 2020 existing conditions scenario is presented in Appendix D.


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2.6.1 Signalized Intersections The results of the 2020 existing conditions traffic operations analysis for signalized intersections is presented in Exhibit 2-9.

Exhibit 2-9: 2020 Existing Conditions Traffic Operations - Signalized Intersections

Intersection

Intersection

Movement LOS Delay (s)

v/c Ratio

95th Percentile Queue (m)

Storage Capacity (m) LOS

Delay (s)

v/c Ratio

AM Peak Period Hurontario Street & Queensway

D 46 0.84 EBL D 43.3 0.33 31 103 EBT D 50.3 0.73 157 - EBR D 53.9 0.70 125 79 WBL E 55.1 0.78 50 105 WBT C 31.0 0.30 59 - WBR C 31.0 0.25 29 66 NBL F 85.0 0.88 95 111 NBT D 38.5 0.55 112 - NBR D 37.8 0.41 54 58 SBL E 68.3 0.85 73 48 SBT D 41.2 0.59 111 - SBR C 33.0 0.30 26 70


B 16.3 0.33 EBL F 88.0 0.66 29 35 EBT E 65.8 0.42 45 - EBR E 64.6 0.09 17 37 WBL F 82.6 0.65 34 40 WBT E 69.4 0.58 57 - WBR E 64.0 0.03 9 39 NBL A 3.2 0.24 10 59 NBT A 3.0 0.29 31 - NBR A 4.3 0.13 6 40 SBL A 6.3 0.07 5 70 SBT A 6.4 0.28 46 -


B 14.9 0.56 EBL E 55.5 0.31 34 37 EBT E 68.0 0.75 91 - WBL E 57.3 0.34 15 21 WBT D 50.0 0.08 12 - NBL B 16.3 0.51 22 37 NBT A 4.3 0.43 32 - SBL B 11.6 0.07 6 48 SBT B 11.5 0.42 110 -

Note: Red font represents a critical movement.


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Intersection

Intersection


v/c Ratio



Delay (s)

v/c Ratio

PM Peak Period Hurontario Street & Queensway

D 46.3 0.79 EBL D 47.0 0.67 37 103 EBT D 45.3 0.55 110 - EBR E 61.7 0.81 173 79 WBL E 71.0 0.88 86 105 WBT D 47.3 0.65 129 - WBR D 41.5 0.32 46 66 NBL E 70.9 0.75 82 111 NBT C 34.8 0.42 84 - NBR C 30.6 0.14 15 58 SBL C 24.8 0.47 24 48 SBT D 39.1 0.69 137 - SBR D 35.2 0.17 32 70


C 30.2 0.50 EBL D 38.4 0.40 42 35 EBT C 32.3 0.17 42 - EBR C 33.1 0.09 14 37 WBL D 42.2 0.46 62 40 WBT D 38.7 0.46 103 - WBR D 35.3 0.20 34 39 NBL C 21.8 0.53 - 59 NBT C 22.9 0.40 114 - NBR D 39.4 0.22 41 40 SBL C 29.3 0.23 19 70 SBT C 30.6 0.53 114 -


B 11.2 0.45 EBL E 69.1 0.47 30 37 EBT E 70.1 0.61 57 - WBL E 65.8 0.23 11 21 WBT E 64.0 0.38 37 - NBL B 11.2 0.44 12 37 NBT A 4.0 0.39 39 - SBL A 2.5 0.04 2 48 SBT A 6.2 0.41 129 -


As shown in Exhibit 2-9, all study area signalized intersections were observed to be operating below capacity limits during the Weekday AM and PM peak periods. However, a number of instances of queues exceeding available storage were noted:

At the intersection of Hurontario Street & Queensway:

The eastbound right-turn movement’s 95th percentile queue length exceeds the available storage length during the Weekday AM and PM peak hours; and

The southbound left-turn movement’s 95th percentile queue length exceeds the available storage length during the Weekday AM peak hour.


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At the intersection of Hurontario Street & King Street:

The eastbound left-turn, westbound left-turn, and northbound right-turn movements’ 95th percentile queue lengths exceed the available storage lengths during the Weekday PM peak hour.

2.6.2 Unsignalized Intersections The results of the 2020 existing conditions traffic operations analysis for unsignalized intersections is presented in Exhibit 2-10.

Exhibit 2-10: 2020 Existing Conditions Traffic Operations - Unsignalized Intersections

Intersection Intersection Delay (s) Lane

Lane LOS

Lane Delay (s)

Lane v/c Ratio

Lane 95th Percentile Queue (m)

Lane Storage Capacity (m)

AM Peak Period Hurontario Street & Floradale Drive

3.1 EBLR D 33.6 0.66 34 - NBL B 13.6 0.21 6 20

Confederation Pkwy & Floradale Drive

4.4 EBLTR F 106 0.27 7 - WBLTR C 22.1 0.42 15 - NBL A 9.3 0.01 0 15 SBL A 9.5 0.18 5 29

Existing Site Access & Floradale Drive

0.8 WBL A 1.6 0.02 0 - NBLR A 9.2 0.01 0 -

PM Peak Period Hurontario Street & Floradale Drive

1.3 EBLR C 23.6 0.38 13 - NBL C 15.4 0.20 6 20


3.5 EBLTR F 57.8 0.19 5 - WBLTR C 22.3 0.41 15 - NBL A 8.7 0.00 0 15 SBL A 9.3 0.10 3 29


1.5 WBL A 0.8 0.01 0 - NBLR A 8.8 0.03 1 -

Note: Red font represents a critical movement. As shown in Exhibit 2-10, no capacity or queuing concerns were observed at the unsignalized intersections within the study area during the Weekday AM and PM peak hours. At the intersection of Confederation Parkway & Floradale Drive, due to the heavy through traffic on Confederation Parkway, the eastbound movement experiences delays reflecting a LOS ‘F’ during the Weekday AM and PM peak hours. However, the movement remains well below capacity (v/c = 0.19 to 0.27).


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3 Future Background Conditions This section discusses the proposed development horizon years, background traffic growth rates, anticipated future road network improvements, and other development-related traffic in the study area under the 2025 and 2031 horizon years.

3.1 Future Transportation Network Improvements Based on a review of the City of Mississauga Official Plan, the 2012 Peel Long Range Transportation Plan, and the 2041 Metrolinx Regional Transportation Plan, the Hurontario Light Rail Transit (LRT) project has been identified as a source of major changes to lane configurations in the study area. This project, scheduled to open in 2024, will consist of a light rail transit system operating in reserved median lanes from Port Credit GO Transit rail station in Mississauga to Brampton Gateway Terminal in Brampton.

It should be noted that the corridor design is ongoing; and that future signal timing plans, future traffic volumes, and anticipated traffic operations analysis conducted in support of the preliminary design are unavailable at the time of submission of this TIS. However, for the purposes of this report, the corridor design presented in the Hurontario-Main LRT Project Preliminary Design / TPAP Environmental Project Report (June 2014) document was used to inform the lane configuration under future background and future total conditions. Design plates from this document are presented in Appendix E, and include the following design themes:

Reduction in lanes along Hurontario Street from 6 lanes to 4 lanes;

Conversion of northbound and southbound left-turn movements at signalized intersections along Hurontario to fully protected operations; and

Conversion of unsignalized intersections and accesses, including the intersection of Hurontario Street & Floradale Drive, to right-in / right-out operations. Future motorists will be expected to replace unsignalized left-turns with signalized downstream U-turns.

The future conditions signal timing plans were designed based to accommodate forecasted traffic volumes and have regard for the principles outlined in Ontario Traffic Manual Book 12: Traffic Signals (March 2012). It is assumed that the light rail transit vehicles will operate on separate signals within the timing plan, potentially receiving an amber and all-red signal before the corresponding vehicle amber and all-red intervals. Therefore, clearance intervals in the modelled timing plan are based on guidelines for passenger vehicles.

Lane configurations for future study area roadways after the Hurontario LRT opening day are illustrated in Exhibit 3-1.


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Exhibit 3-1: Future Background Condition Lane Configurations

As illustrated in Exhibit 3-1, the intersection of Hurontario Street & Floradale Drive will be restricted to right-in / right-out movements only by the future LRT’s median transit lanes. Traffic currently making a northbound left-turn movement at this location will be expected to perform a signalized northbound U-turn movement at Hurontario Street & King Street, followed by a


June 26, 2020 23

southbound right-turn at Floradale Drive. As the existing southbound left-turn movement will be removed at the intersection of Hurontario Street & Paisley Boulevard, vehicles currently making an eastbound left-turn movement will be expected to perform an eastbound right-turn movement, followed by a southbound signalized U-turn movement at the intersection of Hurontario Street & Queensway.

3.2 Horizon Year and Growth Rate Upon consultation with City staff, and as per the TIS guidelines, a five-year horizon (2025) and 11-year horizon (2031) from the date of the TIS report were selected for the future background and future total analyses.

Study area traffic growth rates to 2024 and to 2031 were provided by City and Region staff, and are summarized in Exhibit 3-2 and Exhibit 3-3.

Exhibit 3-2: Traffic Growth Rates (from 2019 to 2024)

Peak Period

Total Growth Rate Annual Growth Rate Hurontario Street Confederation Parkway Queensway Northbound Southbound Eastbound Westbound Eastbound Westbound

AM Peak -25.0% -29.0% 0.5% 0.5% 1.0% 1.0% PM Peak -26.0% -20.0% 0.5% 1.0% 1.0% 1.0%

Exhibit 3-3: Traffic Growth Rates (from 2024 to 2031)

Peak Period

Annual Growth Rate Hurontario Street Confederation Parkway Queensway Northbound Southbound Eastbound Westbound Eastbound Westbound

AM Peak 0.5% 0.0% 0.5% 0.5% 1.0% 1.0% PM Peak 0.5% 0.5% 0.5% 1.0% 1.0% 1.0%

3.3 Background Development A review of City of Mississauga Development Application website identified 2465 Hurontario Street, an 80-unit mid-rise residential development (currently under construction), as a future generator of notable traffic volumes. The proposed background development is illustrated geographically in Exhibit 3-4.


June 26, 2020 24

Exhibit 3-4: Future Background Development

Base Map Source: Google Maps. Retrieved May 15, 2020 from https://www.google.ca/maps


June 26, 2020 25

Trip generation information from the ITE manual was used to estimate future automobile trips associated with this background development. Based on the nature of the background development, its location context, and the data quality, average data for person trips, LUC 221: Multifamily Housing (Mid-Rise) - Dense Multi-Use Urban was used. It should be noted that the trip generation rates associated with LUC 221 take into account modal split reductions as a result of transit being located within the proposed development. Consequently, no additional modal split reductions to account for the future LRT were considered.

The estimated net new inbound and outbound vehicle trips for the background development are presented in Exhibit 3-5.

Exhibit 3-5: Future Background Development Trip Generation

2465 Hurontario Street LUC 221: Multifamily Housing (Mid-Rise) - Dense Multi-Use Urban - 80 Units Term Unit Weekday AM Peak Hour Weekday PM Peak Hour Trip Generation Rate vehicle trips / unit 0.20 0.18 Total Trips vehicles / hour 16 15 New Inbound Trips vehicles / hour 2 12% 11 72% New Outbound Trips vehicles / hour 14 88% 4 28%

Site trips for the background development were assigned to the study area intersections based on existing travel patterns, as illustrated in Exhibit 3-6.


June 26, 2020 26

Exhibit 3-6: Background Development Trip Assignment

Legend= Stop Sign= Signalized Intersection= Peak Hour Volumes= Traffic Movements= Existing Medical Office= Proposed Background Development= Proposed Access

Not to Scale

AM (PM)


June 26, 2020 27

4 2025 Future Background Conditions Analysis New trips resulting from the background development and background traffic growth were added to the existing conditions scenario, producing the 2025 background traffic volumes illustrated in Exhibit 4-1.


June 26, 2020 28

Exhibit 4-1: 2025 Future Background Conditions Traffic Volumes

The results of the 2025 future background analysis are summarized in the following subsections. Full Highway Capacity Manual analysis for the 2025 future background conditions scenario is presented in Appendix F.


Not to Scale

AM (PM)


June 26, 2020 29

4.1.1 Signalized Intersections The results of the 2025 future background conditions traffic operations analysis for signalized intersections is presented in Exhibit 4-2.

Exhibit 4-2: 2025 Future Background Conditions Traffic Operations - Signalized Intersections

Intersection

Intersection

Movement LOS Delay (s) v/c Ratio



Delay (s)

v/c Ratio


E 61.3 0.93 EBL D 52.1 0.53 26 103.3 EBT E 62.0 0.78 122 - EBR E 72.9 0.77 128 79.1 WBL F 88.9 0.90 66 104.9 WBTR E 58.1 0.74 111 - NBLU E 72.7 0.78 84 111.1 NBTR E 61.5 0.92 218 - SBLU F 107 0.89 130 48 SBTR C 33.1 0.69 94 -


C 27.7 0.51 EBL F 89.6 0.67 30 35 EBT E 65.9 0.42 45 - EBR E 64.7 0.09 17 36.6 WBL F 83.2 0.66 34 40.2 WBT E 69.7 0.58 57 - WBR E 64.1 0.03 - 39.3 NBLU E 73.5 0.77 80 58.6 NBTR A 3.7 0.41 76 - SBLU E 76.1 0.32 15 69.7 SBTR B 15.2 0.36 86 -


C 21.6 0.57 EBL E 66.2 0.47 37 36.7 EBTR E 73.9 0.69 67 - WBL F 163 0.86 18 21.1 WBTR E 58.7 0.11 13 - NBL E 63.4 0.64 37 36.7 NBTR A 4.3 0.46 71 - SBT B 13.8 0.51 145 -



June 26, 2020 30

Intersection

Intersection

Movement LOS Delay (s) v/c Ratio



Delay (s)

v/c Ratio


E 61.9 0.93 EBL F 84.5 0.87 57 103.3 EBT D 44.6 0.44 78 - EBR F 81.1 0.93 204 79.1 WBL D 49.5 0.77 68 104.9 WBTR E 60.2 0.91 186 - NBLU F 94.4 0.92 98 111.1 NBTR D 52.3 0.73 142 - SBLU F 87.7 0.81 92 48 SBTR D 53.7 0.93 200 -


D 43.0 0.78 EBL F 244 1.25 70 35 EBT D 49.5 0.28 47 - EBR D 49.9 0.14 20 36.6 WBL F 81.3 0.82 72 40.2 WBT E 62.0 0.74 116 - WBR D 50.6 0.19 25 39.3 NBLU E 71.1 0.78 82 58.6 NBTR B 11.1 0.46 110 - SBLU E 76.7 0.52 28 69.7 SBTR C 29.5 0.59 172 -


B 14.1 0.58 EBL F 99.2 0.72 32 36.7 EBTR E 66.8 0.26 30 - WBL E 77.0 0.44 12 21.1 WBTR E 69.7 0.50 40 - NBL E 70.1 0.59 36 36.7 NBTR A 2.2 0.43 35 - SBT A 5.6 0.57 48 -


As shown in Exhibit 4-2, the following observations can be made with regards to traffic operations under 2025 future background condition.

During the AM peak hour:

The intersection of Hurontario Street & Queensway is anticipated to operate above critical capacity thresholds. Furthermore:

The westbound left-turn and shared northbound through / right-turn movements are anticipated to exceed critical capacity thresholds; and

The eastbound right-turn and southbound left-turn / U-turn movements’ 95th percentile queue lengths are anticipated to exceed the available storage lengths.

At the intersection of Hurontario Street & King Street, the northbound left-turn / U-turn movement’s 95th percentile queue length is anticipated to exceed the available storage length.


June 26, 2020 31

At the intersection of Hurontario Street & Paisley Boulevard, the eastbound left-turn and northbound left-turn movements’ 95th percentile queue length is anticipated to exceed the available storage length.

During the PM peak period:

The intersection of Hurontario Street & Queensway is anticipated to operate above critical capacity thresholds. Furthermore:

The eastbound right-turn, westbound and southbound shared through / right-turn, and northbound shared left-turn / U-turn movements are anticipated to exceed critical capacity thresholds; and

The eastbound right-turn and the southbound left-turn / U-turn movements’ 95th percentile queue lengths are anticipated to exceed the available storage lengths.

At the intersection of Hurontario Street & King Street:

The eastbound left-turn movement is anticipated to exceed capacity, and the movement’s 95th percentile queue length is anticipated to exceed the available storage length; and

The westbound left-turn and northbound left-turn / U-turn movements’ 95th percentile queue lengths are anticipated to exceed the available storage lengths.

It should be noted that the noted increase in 95th percentile queue lengths as a result of the U-turn movements in this section and throughout the remainder of the report are anticipated to be a direct result of the future changes to the road geometry due to the new median to accommodate the LRT. As discussed in Section 3.1, the addition of the median will result in numerous existing full-movement intersections to be converted to right-in / right-out movements. As a result, drivers would need to perform U-turns along Hurontario Street if they were to continue travelling to/from the same direction impacted by the median. However, as drivers become familiarized with this new road geometry, it is assumed that some drivers’ behaviour will be slightly modified outside of the study area in order to avoid performing a U-turn (i.e., choosing a different route so that they are avoiding the U-turn movements with long queues), resulting in less queue lengths than anticipated.

4.1.2 Unsignalized Intersections

The results of the 2025 future background conditions traffic operations analysis for unsignalized intersections is presented in Exhibit 4-3.


June 26, 2020 32

Exhibit 4-3: 2025 Future Background Conditions Traffic Operations - Unsignalized Intersections


Lane LOS

Lane Delay (s)

Lane v/c Ratio




1.4 EBR C 15.5 0.40 15 -




0.8 WBL A 1.6 0.02 0 - NBLR A 9.2 0.01 0 -


0.6 EBR B 14.0 0.23 7 -


3.7 EBLTR F 72.3 0.23 6 - WBLTR D 25.1 0.45 17 - NBL A 9.0 0.00 0 15 SBL A 9.5 0.11 3 29


1.5 WBL A 0.8 0.01 0 - NBLR A 8.8 0.03 1 -

Note: Red font represents a critical movement. As shown in Exhibit 4-3, similar to the observations from existing condition, delay at the eastbound movement at the intersection of Confederation Parkway at Floradale Drive is anticipated to continue to exceed critical delay thresholds during the Weekday AM and PM peak hours (as observed under 2020 existing conditions). However, the movement is anticipated to operate well below capacity.


June 26, 2020 33

5 2031 Future Background Conditions Analysis New trips resulting from additional background growth were added to the 2025 future background traffic scenario to produce the 2031 background traffic volumes illustrated in Exhibit 5-1.


June 26, 2020 34

Exhibit 5-1: 2031 Future Background Conditions Traffic Volumes


Not to Scale

AM (PM)


June 26, 2020 35

The results of the 2031 future background analysis are summarized in the following subsections. Full Highway Capacity Manual analysis for the 2031 future background conditions scenario is presented in Appendix G.

5.1.1 Signalized Intersections The results of the 2031 future background conditions traffic operations analysis for signalized intersections is presented in Exhibit 5-2.

Exhibit 5-2: 2031 Future Background Conditions Traffic Operations - Signalized Intersections

Intersection

Intersection


v/c Ratio



Delay (s)

v/c Ratio


E 63.2 0.96 EBL D 54.2 0.56 26 103 EBT E 64.3 0.83 130 - EBR E 73.7 0.78 130 79 WBL F 108 0.97 74 105 WBTR E 59.5 0.77 118 - NBLU E 72.7 0.78 84 111 NBTR E 64.7 0.95 226 - SBLU F 108 0.89 130 48 SBTR C 33.2 0.70 95 -


C 27.4 0.52 EBL F 89.6 0.67 30 35 EBT E 65.9 0.42 45 - EBR E 64.7 0.09 17 37 WBL F 83.2 0.66 34 40 WBT E 69.7 0.58 57 - WBR E 64.1 0.03 - 39 NBLU E 73.4 0.77 79 59 NBTR A 3.8 0.42 82 - SBLU E 76.1 0.32 15 70 SBTR B 15.4 0.37 89 -


C 21.4 0.58 EBL E 66.2 0.47 37 37 EBTR E 73.9 0.69 67 - WBL F 163 0.86 18 21 WBTR E 58.7 0.11 13 - NBL E 63.7 0.64 37 37 NBTR A 4.3 0.48 71 - SBT B 14.0 0.53 151 -



June 26, 2020 36

Intersection

Intersection


v/c Ratio



Delay (s)

v/c Ratio


E 64.2 0.96 EBL F 85.1 0.87 57 103 EBT D 45.2 0.46 83 - EBR F 81.7 0.93 205 79 WBL D 53.6 0.81 73 105 WBTR E 66.1 0.95 209 - NBLU F 94.4 0.92 98 111 NBTR D 52.3 0.73 142 - SBLU F 88.4 0.81 91 48 SBTR E 56.8 0.95 207 -


D 43.1 0.79 EBL F 244 1.25 70 35 EBT D 49.5 0.28 47 - EBR D 49.9 0.14 20 37 WBL F 81.3 0.82 72 40 WBT E 62.0 0.74 116 - WBR D 50.6 0.19 25 39 NBLU E 71.0 0.78 82 59 NBTR B 11.5 0.46 110 - SBLU E 76.7 0.52 28 70 SBTR C 29.9 0.61 179 -


B 14 0.59 EBL F 99.2 0.72 32 37 EBTR E 66.8 0.26 30 - WBL E 77.0 0.44 12 21 WBTR E 69.7 0.50 40 - NBL E 70.1 0.59 35 37 NBTR A 2.1 0.43 35 - SBT A 5.7 0.59 49 -


As shown in Exhibit 5-2, all critical movements and 95th percentile queue lengths exceeding available storage lengths that were identified under 2025 future background conditions (Section 4.1.1) are anticipated to continue under 2031 future background conditions.

In general, the traffic growth between 2025 and 2031 does not have a significant impact on the traffic operation at the signalized intersections within the study area. With the exception of the eastbound left-turn movement at the intersection of Hurontario Street & King Street, no new critical movements are anticipated, with only slight increases in delay and v/c ratio due to the additional vehicles. It should be noted that Section 10 of this report discusses the potential mitigation measure that could be applied to the critical eastbound left-turn movement at the intersection of Hurontario Street & King Street.

5.1.2 Unsignalized Intersections The results of the 2031 future background conditions traffic operations analysis for unsignalized intersections is presented in Exhibit 5-3.


June 26, 2020 37

Exhibit 5-3: 2031 Future Background Conditions Traffic Operations - Unsignalized Intersections


Lane LOS

Lane Delay (s)

Lane v/c Ratio




1.4 EBR C 15.7 0.40 15 -




0.8 WBL A 1.6 0.02 0 - NBLR A 9.2 0.01 0 -


0.6 EBR B 14.0 0.23 7 -




1.5 WBL A 0.8 0.01 0 - NBLR A 8.8 0.03 1 -


As shown in Exhibit 5-3, delay at the eastbound movement at the intersection of Confederation Parkway at Floradale Drive is anticipated to continue to exceed critical delay thresholds during the Weekday AM and PM peak hours. However, the movement is anticipated to operate well below capacity.


June 26, 2020 38

6 Future Total Conditions This section of the report analyzes the impact of the proposed development on the future total traffic conditions for both 2025 and 2031. This analysis includes the impacts on the traffic conditions including the site traffic associated with the proposed development.

6.1 Future Site Access As discussed in Section 1.3, vehicular traffic will access the proposed development via an access onto Floradale Drive. While the inbound-only driveway to the site will be in approximately the same location as the existing site access (slightly narrower), the configuration will be modified to include an outbound-only driveway, approximately 23 metres to the east (measured from centre to centre), as illustrated in Exhibit 6-1.

Exhibit 6-1: Future Site Access/Egress


June 26, 2020 39

The proposed full build-out lane configurations are illustrated in Exhibit 6-2. As noted in the lane configuration illustration, for the purpose of the Synchro-based operational assessment, the two future driveways will be treated as a single driveway (the “Proposed Access”).

Exhibit 6-2: Future Total Lane Configurations


June 26, 2020 40

6.2 Trip Generation The gross trips expected to be generated by the proposed development are examined in this section. The net trips generated are then assigned and distributed to the study area road network.

6.2.1 Gross Trip Generation Trip generation rates from the ITE manual were used to estimate future automobile trips associated with the proposed development. Based on the nature of the development, it’s location context, and the data quality, fitted curve data for vehicle trips, Land Use Code 222: Multifamily Housing (High-Rise) - Dense Multi-Use Urban was used. For the commercial component of the live-work units, average rate data for vehicle trips, Land Use Code 712: Small Office Building – General Urban / Suburban, was used. The estimated net new inbound and outbound vehicle trips for the proposed development are presented in Exhibit 6-3. It should be noted that the trip generation rates associated with LUC 222 and LUC 712 take into account modal split reductions as a result of transit being located within the proposed development. Consequently, no additional modal split reductions to account for the future LRT were considered.

Exhibit 6-3: Proposed Development Trip Generation

2444 Hurontario Street LUC 222: Multifamily Housing (High-Rise) - Dense Multi-Use Urban - 215 Units Term Unit Weekday AM Peak Hour Weekday PM Peak Hour Trip Generation Equation ln(T) = 0.81 Ln(x) - 0.60 Ln(T)=0.84 Ln(x) - 0.65

Trip Generation Rate vehicle trips / unit 0.20 0.22

Total Trips vehicles / hour 43 48 New Inbound Trips vehicles / hour 6 12% 34 70% New Outbound Trips vehicles / hour 37 88% 14 30% LUC 712: Small Office Building - General Urban/Suburban - 1,821 ft2 Term Unit Weekday AM Peak Hour Weekday PM Peak Hour

Trip Generation Rate vehicle trips / 1000 ft2 1.92 2.45

Total Trips vehicle trips / hour 4 5

New Inbound Trips vehicles / hour 4 83% 2 32% New Outbound Trips vehicles / hour 0 17% 3 68% Total Term Unit Weekday AM Peak Hour Weekday PM Peak Hour Total Trips vehicles / hour 47 52 New Inbound Trips vehicles / hour 10 36 New Outbound Trips vehicles / hour 37 17

As illustrated in Exhibit 6-3, the proposed development is anticipated to generate 47 trips during the Weekday AM peak hour (10 trips inbound and 37 trips outbound). During the Weekday PM peak hour, the proposed development is anticipated to generate 52 trips (36 trips inbound and 17 trips outbound).


June 26, 2020 41

6.2.2 Trip Reductions The proposed site is currently occupied by an approximately 20,980 ft2 gross floor area (GFA) (1,949 m2 GFA) medical office building which will be removed and replaced with the proposed residential development. As a result, trips associated with this facility must be removed from the road network as part of the future total traffic scenario. It is our understanding that the medical office building was approximately 50% occupied at the time the existing conditions traffic counts were collected. Therefore, trips associated with an effective 10,490 ft2 GFA medical office building were estimated based on Land Use Code 720: Medical-Dental Office Building – General Urban / Suburban, as illustrated in Exhibit 6-4.

Exhibit 6-4: Existing Medical Office Trip Generation

2444 Hurontario Street LUC 720: Medical-Dental Office Building - General Urban/Suburban - 20,980 ft2 (50% occupied) Term Unit Weekday AM Peak Hour Weekday PM Peak Hour Trip Generation Equation Ln(T)=0.89 Ln(x) + 1.31 T = 3.39(x) + 2.02

Trip Generation Rate vehicle trips / 1000 ft2 2.96 3.62

Total Trips vehicles / hour 31 38

New Inbound Trips vehicles / hour 25 78% 11 28%

New Outbound Trips vehicles / hour 6 22% 27 72%

As illustrated in Exhibit 6-4, the existing medical office building is estimated to generate 31 trips during the Weekday AM peak hour (25 trips inbound and 6 trips outbound). During the Weekday PM peak hour, the medical office building is estimated to generate 38 trips (11 trips inbound and 27 trips outbound). The proposed 215-unit residential development is expected to generate up to 47 and 52 new automobile trips during the AM and PM peak hour, respectively. However, only 16 trips during the AM peak hour and 14 trips during the PM peak hour are new trips – the remainder are trips already being made by patrons of the existing medical office building.

6.2.3 Trip Distribution and Assignment The trip distribution for site trips was determined based on the travel patterns of existing traffic at the study area intersections, and is presented in Exhibit 6-5.

Exhibit 6-5: Trip Distribution and Assignment

To / From Inbound Trips Outbound Trips AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour

Hurontario Street (North) 40% 50% 50% 45% Hurontario Street (South) 50% 45% 45% 50% Floradale Drive (West) 10% 5% 5% 5% Total 100% 100% 100% 100%

Additional directional distribution was applied at the intersection of Hurontario Street & Queensway, as well as the intersection of Confederation Parkway & Floradale Drive, based on existing inbound and outbound travel patterns. Based on this, existing site trips were removed from the network, and new site trips applied, based on logical travel patterns as illustrated in


June 26, 2020 42

Exhibit 6-6 and Exhibit 6-7. It should be noted that the future configuration of Hurontario Street after construction of the Hurontario LRT has been accounted for, leading to some movements being modified (see Section 3.1 for a discussion on specific changes to turning movements).


June 26, 2020 43

Exhibit 6-6: Medical Office Site Traffic Volumes


Not to Scale

AM (PM)


June 26, 2020 44

Exhibit 6-7: New Residential Site Traffic Volumes

Legend= Stop Sign= Signalized Intersection= Peak Hour Volumes= Traffic Movements= Proposed Development= Proposed Access

Not to Scale

AM (PM)


June 26, 2020 45

7 2025 Future Total Conditions Analysis Medical office trips were removed, and new trips resulting from the construction of the proposed development were added to the 2025 future background conditions scenario, producing the 2025 future total traffic volumes illustrated in Exhibit 7-1.


June 26, 2020 46

Exhibit 7-1: 2025 Future Total Conditions Traffic Volumes

Using these 2025 future total traffic volumes, traffic operations analysis was conducted to determine future intersection performance with the impact of the proposed development. The


Not to Scale

AM (PM)


June 26, 2020 47

results of the traffic operations analysis are presented in the following subsections. Full Highway Capacity Manual analysis for the 2025 future total conditions scenario is presented in Appendix H.

7.1 Signalized Intersections The results of the 2025 future total conditions traffic operations analysis for signalized intersections is presented in Exhibit 7-2.

Exhibit 7-2: 2025 Future Total Conditions Traffic Operations - Signalized Intersections

Intersection

Intersection


v/c Ratio



Delay (s)

v/c Ratio









June 26, 2020 48

Intersection

Intersection


v/c Ratio



Delay (s)

v/c Ratio


E 61.7 0.93 EBL F 82.8 0.86 56 103 EBT D 44.6 0.44 78 - EBR F 81.1 0.93 204 79 WBL D 49.5 0.77 68 105 WBTR E 60.5 0.91 186 - NBLU F 94.4 0.92 98 111 NBTR D 52.6 0.74 145 - SBLU F 87.1 0.80 90 48 SBTR D 52.5 0.92 197 -




B 14 0.57 EBL F 99.2 0.72 32 37 EBTR E 66.8 0.26 30 - WBL E 77.0 0.44 12 21 WBTR E 69.7 0.50 40 - NBL E 70.0 0.59 35 37 NBTR A 2.2 0.43 37 - SBT A 5.4 0.57 48 -


As shown in Exhibit 7-2, the majority of critical movements identified under 2025 future background conditions are anticipated to continue to be observed under 2025 future total conditions, with the exception of the intersection of Hurontario Street and Queensway.

During the AM peak hour at the intersection of Hurontario Street & Queensway, the westbound left-turn movement is anticipated to improve from being a critical movement. Additionally, the southbound left-turn / U-turn movement is anticipated to exceed critical capacity thresholds under 2025 future total conditions. As previously noted, it is anticipated that driver behaviour will change after the LRT is built, leading to drivers opting for other travel routes in order to avoid the U-turn movements which will improve traffic operations in the left-turn / U-turn lanes.

In general, the traffic generated by the proposed development does not have a significant impact on the traffic operation at the signalized intersections within the study area, as the traffic operation under 2025 future background condition and 2025 future total condition are very similar.


June 26, 2020 49

7.2 Unsignalized Intersections The results of the 2025 future total conditions traffic operations analysis for unsignalized intersections is presented in Exhibit 7-3.

Exhibit 7-3: 2025 Future Total Conditions Traffic Operations - Unsignalized Intersections


Lane LOS

Lane Delay (s)

Lane v/c Ratio




1.8 EBR C 16.8 0.47 19 -



Proposed Site Access & Floradale Drive

1.4 WBL A 0.7 0.01 0 - NBLR A 9.4 0.05 1 -


0.5 EBR B 13.7 0.20 6 -




1.9 WBL A 2.0 0.02 1 - NBLR A 8.7 0.02 0 -

Note: Red font represents a critical movement. As shown in Exhibit 7-3, delay at the eastbound movement at the intersection of Confederation Parkway at Floradale Drive is anticipated to continue to exceed critical delay thresholds during the Weekday AM and PM peak hours (as identified under existing and future background conditions). However, the movement is anticipated to operate well below capacity.


June 26, 2020 50

8 2031 Future Total Conditions Analysis Medical office trips were removed, and new trips resulting from the construction of the proposed development were added to the 2031 future background conditions scenario, producing the 2031 future total traffic volumes illustrated in Exhibit 8-1.

Using these 2031 future total traffic volumes, traffic operations analysis was conducted to determine future intersection performance with the impact of the proposed development. The results of the traffic operations analysis are presented in the following subsections. Full Highway Capacity Manual analysis for the 2031 future total conditions scenario is presented in Appendix I.


June 26, 2020 51

Exhibit 8-1: 2031 Future Total Conditions Traffic Volumes


Not to Scale

AM (PM)


June 26, 2020 52

8.1 Signalized Intersections The results of the 2031 future total conditions traffic operations analysis for signalized intersections is presented in Exhibit 8-2.

Exhibit 8-2: 2031 Future Total Conditions Traffic Operations - Signalized Intersections

Intersection

Intersection


v/c Ratio



Delay (s)

v/c Ratio









June 26, 2020 53

Intersection

Intersection


v/c Ratio



Delay (s)

v/c Ratio


E 64 0.95 EBL F 83.4 0.86 56 103 EBT D 45.2 0.46 83 - EBR F 81.7 0.93 205 79 WBL D 53.6 0.81 73 105 WBTR E 66.5 0.96 209 - NBLU F 94.4 0.92 98 111 NBTR D 52.6 0.74 145 - SBLU F 87.5 0.80 90 48 SBTR E 55.4 0.95 204 -




B 13.9 0.59 EBL F 99.2 0.72 32 37 EBTR E 66.8 0.26 30 - WBL E 77.0 0.44 12 21 WBTR E 69.7 0.50 40 - NBL E 70.0 0.59 35 37 NBTR A 2.2 0.43 37 - SBT A 5.5 0.59 49 -


As shown in Exhibit 8-2, all critical movements and 95th percentile queue lengths exceeding available storage lengths that were identified under 2031 future background conditions are anticipated to continue to be observed under 2031 future total conditions. Additionally, as identified under 2025 future total conditions (Section 7.1), the southbound left-turn / U-turn movement at the intersection of Hurontario Street and Queensway is anticipated to continue to exceed critical capacity thresholds under 2031 future total conditions. As previously noted, it is anticipated that driver behaviour will change after the LRT is built, leading to drivers opting for other travel routes in order to avoid the U-turn movements which will improve traffic operations in the left-turn / U-turn lanes.

In general, the traffic generated by the proposed development does not have a significant impact on the traffic operation at the signalized intersections within the study area, as the traffic operation under 2031 future background condition and 2031 future total condition are very similar.


June 26, 2020 54

8.2 Unsignalized Intersections The results of the 2031 future total conditions traffic operations analysis for unsignalized intersections is presented in Exhibit 8-3.

Exhibit 8-3: 2031 Future Total Conditions Traffic Operations - Unsignalized Intersections


Lane LOS

Lane Delay (s)

Lane v/c Ratio




1.8 EBR C 17.0 0.47 19 -




1.4 WBL A 0.7 0.01 0 - NBLR A 9.4 0.05 1 -

PM Peak Period Hurontario Street & Floradale Drive 0.5

EBR B 13.8 0.21 6 -

Confederation Pkwy & Floradale Drive 3.8

EBLTR F 82.6 0.26 7 - WBLTR D 27.0 0.47 18 - NBL A 9.1 0.00 0 15 SBL A 9.6 0.11 3 29


1.9 WBL A 2.0 0.02 1 - NBLR A 8.7 0.02 0 -

Note: Red font represents a critical movement. As shown in Exhibit 8-3, delay for the eastbound movement at the intersection of Confederation Parkway at Floradale Drive is anticipated to exceed critical delay thresholds during the AM and PM peak periods. However, the movement is anticipated to continue to operate well below capacity.


June 26, 2020 55

9 Traffic Analysis Summary The traffic analysis, presented in the preceding sections, indicates that the Hurontario LRT is likely to have a transformative impact on the corridor, but may have negative impacts on vehicle operations in comparison to existing conditions. However, the need for the LRT is well established. Significant residential and employment growth is expected along the Hurontario corridor, and higher order transportation is necessary to avoid the negative economic, environmental, and societal impacts of automobile congestion. Therefore, the additional delay to motor vehicles resulting from the LRT’s construction likely does not outweigh the transit service’s benefits.

The proposed 215-unit residential development is expected to generate up to 47 and 52 new automobile trips during the AM and PM peak hour, respectively. However, only 16 trips during the AM peak hour and 14 trips during the PM peak hour are new trips – the remainder are trips already being made by patrons of the existing medical office building. The development’s contribution to future traffic volumes is very small, and this is reflected in the very minor changes between the traffic operations results of the respective future background and future total traffic scenarios. This suggests that the proposed development will have a very minor impact on the transportation network.

As noted in Section 3.1, future traffic volumes along the corridor are unknown, and the estimates presented in this analysis are based on the best available data. However, the corridor will be under construction for several years due to the LRT. During that time, motorists may find alternate routes that better serve their commutes and are not guaranteed to return to the Hurontario Street corridor upon completion of the transit line. Therefore, post-2024 volumes on the corridor may be lower than forecasted in this analysis. This would translate into better-than-reported traffic operations and the very small impact of the development being even smaller.


June 26, 2020 56

10 Traffic Operations Mitigation Measures As noted in the future background and future total traffic conditions analysis, recurring PM peak hour capacity constrains are anticipated at the eastbound left-turn movement at the intersection of Hurontario Street & King Street. While the proposed development does not contribute to this movement, preliminary analysis indicates that an eastbound left-turn advance phase may be beneficial in resolving these constraints with minimal impacts to the corresponding westbound through movement. Were such a phase implemented, traffic operations would be as illustrated in Exhibit 10-1. Full Highway Capacity Manual analysis for the proposed mitigation measures scenario is presented in Appendix J.

Exhibit 10-1: Hurontario Street & King Street Traffic Operations - EBL Advance Phase

Intersection

Intersection


V/C Ratio



Delay (s)

V/C Ratio

2025 Future Background Traffic Conditions Hurontario Street & King Street West/King Street East

D 41.7 0.71 EBL D 50 0.57 36 35 EBT D 43 0.23 45 - EBR D 44 0.13 20 36.6 WBL E 75 0.77 74 40.2 WBT E 66 0.77 123 - WBR D 51 0.15 20 39.3 NBLU E 75 0.80 96 58.6 NBTR C 21 0.50 104 - SBLU E 77 0.52 28 69.7 SBTR D 36 0.65 174 -

2031 Future Background Traffic Conditions Hurontario Street & King Street West/King Street East




June 26, 2020 57

Intersection

Intersection


V/C Ratio



Delay (s)

V/C Ratio

2025 Future Total Traffic Conditions Hurontario Street & King Street West/King Street East


2031 Future Total Traffic Conditions Hurontario Street & King Street West/King Street East


Note: Red font represents a critical movement. As illustrated in Exhibit 10-1, the eastbound left-turn movement is anticipated to operate well below capacity if an eastbound left-turn advance phase were to be implemented. However, as previously noted, the proposed development is not expected to impact this movement.


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11 Access Location Analysis This section examines the location and configuration of the proposed site access, including available sight distance, the need for dedicated turn lanes, and the need for a traffic control signal.

11.1 Proposed Site Egress As previously noted, the proposed development will replace the existing site access with two driveways – one for vehicles entering (located at the same location as the existing site access) and one for vehicles exiting (located approximately 31 metres west of the intersection of Hurontario Street and Floradale Drive).

Exhibit 11-1 illustrates the future available sight distance at the proposed outbound-only driveway (the “Proposed Site Egress”).

Exhibit 11-1: Future Available Sight Distance (Proposed Site Egress)

A driver pulling out of the proposed development (via the Proposed Site Egress) will be located approximately 31 metres from Hurontario Street and will be able to be seen by

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