City of Burlington · 2015-01-22 · City of Burlington Development Charge Background Study Final...

TR12-0816

[ Month Year ]

City of Burlington

Development Charge Background Study

Final Transportation Report

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March 2014

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City of Burlington Development Charge Background Study Final Transportation Report

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Table of Contents

1.0 Introduction .................................................................................................................... 1

2.0 DC Eligibility and Local Service Policy ............................................................................. 1

3.0 Land Use and Travel Demand Forecasts ......................................................................... 2 3.1. Land Use Forecasts ........................................................................................................... 3 3.2. Traffic Forecasts ................................................................................................................ 4

4.0 Service Levels .................................................................................................................. 6 4.1. Existing Service Levels ....................................................................................................... 6 4.2. Future Service Levels ........................................................................................................ 9

5.0 Deductions .................................................................................................................... 17 5.1. Benefit‐to‐Existing Development .................................................................................... 17 5.2. Post‐Planning Period Capacity ........................................................................................ 19 5.3. Grants, Subsidies and Contributions ............................................................................... 19

6.0 Allocation ...................................................................................................................... 19 6.1. Residential / Non‐residential Allocation ......................................................................... 19 6.2. Retail Allocation.............................................................................................................. 20

7.0 Capital Expenditure Plan ............................................................................................... 21


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LIST OF TABLES

Table 1: Land Use Forecasts ..................................................................................................................... 3 Table 2: Region of Halton Planned Road Improvements in Burlington ...................................................... 4 Table 3: Existing Service Level – Capacity ................................................................................................. 8 Table 4: Existing Service Level – Average Lane‐km per Capita .................................................................. 9 Table 5: 2031 Future Service Level – Capacity ........................................................................................ 12 Table 6: 2031 Future Service Level – Average Lane‐km per Capita ......................................................... 17 Table 7: Cost Allocation to Existing Development .................................................................................. 18 Table 8: Anticipated Growth .................................................................................................................. 19 Table 9: Anticipated Traffic Growth ....................................................................................................... 20 Table 10: Employment Forecasts ........................................................................................................... 20 Table 11: Non‐Residential Allocation ..................................................................................................... 21 Table 12: Expenditure Allocation ........................................................................................................... 21 Table 13: Capital Expenditure Plan ........................................................................................................ 23 LIST OF FIGURES

Figure 1: Screenline Locations ................................................................................................................. 7 Figure 2: 2031 Transportation System ................................................................................................... 11 Figure 3: Future Base Case Trend Scenario ‐ Volume to Capacity ........................................................... 15 LIST OF ATTACHMENTS Attachment A: Capacity – Screenline Analyses


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1.0 Introduction

The City of Burlington initiated an update of its Development Charge (DC) By‐law with the technical assistance of Watson & Associates Economists Ltd. (Watson & Associates). The previous Development Charges Background Study for the City was completed in 2009.

Cole Engineering Group Ltd. (Cole Engineering) was retained by the City to prepare the component of the background study addressing the transportation requirements for the Development Charge Update. The purpose of the transportation study is to establish the growth‐related transportation program for input into the Development Charge By‐Law. This study reflects the transportation strategy necessary to accommodate growth and maintain service levels to 2031.

2.0 DC Eligibility and Local Service Policy

Transportation‐related services which are eligible for DC funding include improvements to all roads under the City’s jurisdiction that service a non‐local function. Generally, the DC‐eligible roads have Arterial designations. However, some roads which have a Collector designation serve an arterial function; these roads are also DC‐eligible. Other infrastructure under the City’s jurisdiction that supports other modes of transportation, such as sidewalks, multi‐use paths, bikes lanes, transit shelters and transit stop pads are also eligible for DC funds.

Facilities which provide only a local service (e.g. local roads and collector roads) are funded by the developer of the adjacent lands. As part of this 2014 DC study, the City has updated its local service policy to include all modes of transportation within the city’s network. The updated local service policy reflects those from the Region of Halton and Town of Oakville, two recently completed and approved DC studies.

The following are the City’s guidelines for the types of transportation works that constitute a local service project:

1. Local and Collector Roads

i. All Local and Collector Roads Internal to Development (including road surface, streetlighting, storm sewers, bridges, culverts, sidewalks, bike lanes, bike paths, bus landing pads, noise walls, utilities, etc.) – Direct developer responsibility under s.59 of the DCA (as a local service).

ii. Local and Collector Roads External to Development – If local service within the area to which the plan relates, direct developer responsibility under s.59 of DCA; otherwise, include the DC calculation to the extern permitted under s.5(1) of the DCA (dependent on local circumstances.

2. Traffic Signals and Intersection Improvements

i. Local Street / Private Entrances (including signals, turn lanes, islands, sidewalk and utility relocates) to Specific Developments – Direct developer responsibility under s.59 of DCA (as a local service).


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3. Streetlights

i. New Streetlights on Regional Roads or Area Municipality Arterial Roads – Include in Regional or Area Municipal DC (based on ten year standards as per s.5(1) of the DCA), or, in exceptional circumstances, may be direct developer responsibility through local service provisions (s.59 of DCA).

4. Sidewalks/Multi‐Use Paths

i. Sidewalks / multi‐use paths on Regional or Area Municipality Arterial Roads – Include in Area Municipal DC (based on ten year standards as per s.5(1) of the DCA), or in exceptional circumstances, may be direct developer responsibility through local service provisions (s.59 of DCA).

ii. Other Sidewalks External to Development (which are local service within the area to which the plan relates) – direct developer responsibility as a local service provision (under s.59 of DCA).

5. Noise Abatement Measures

i. Internal to Development – Direct developer responsibility through local service provisions (s.59 of DCA).

6. Land Acquisition for Road Allowances

i. Land Acquisition for Arterial Roads – Dedication under the planning Act subdivision provision (s.51) through development lands; in areas with limited or not development, include in City DC to the extent eligible.

ii. Land Acquisition for Major Intersections and Grade Separates (beyond dedication requirements) – Include in City DC to the extent eligible.

3.0 Land Use and Travel Demand Forecasts

The City of Burlington has started its Official Plan (OP) review – Growing in Place – which will address the challenges and opportunities for building the City of Burlington over the next 20 years. Studies that will be completed as part of the OP review include: mobility hub opportunities and constraints, commercial strategy, employment lands, sustainability, and various character studies.

A recent economic development initiative by the City of Burlington’s Economic Development Corporation focuses on a Prosperity Corridor along the QEW with the aim of creating 6,000 new jobs and 2.5 million square feet of business development. While there is much excitement and momentum on this initiative, there is still much work to be done to endorse and receive approvals on the land use targets for this economic development corridor.

The City is also undertaking a Transportation Master Plan (TMP) that envisages a sustainable and integrated transportation system to provide safe and efficient options for multi‐modal travel and increased accessibility, while contributing to a vibrant community and preserving the natural environment.


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It is anticipated that the City’s OP review, TMP, economic development strategy, mobility hub studies and related studies will identify further transportation needs to accommodate growth. Preliminary analyses of the transportation system indicate a need for future capacity improvements in the following areas:

• North Service Road (Prosperity Corridor, Guelph Line to Burloak Drive) • Additional north‐south crossings of the QEW and railway lines • Connection of Fairview Street to Harvester Road (east of Appleby Line) • North Service Road (Waterdown Road to King Road)

Additionally, with the vision for a sustainable and multi‐modal transportation system, further investment in active transportation and transit infrastructure to support growth and economic development will be required beyond what the City is doing today.

Until the above mentioned studies have clear endorsement from Council, it is too early to presume the outcome of these studies to incorporate any infrastructure needs into this transportation background study. This DC Background Study Transportation Report will address the transportation infrastructure needs that have been endorsed by City of Burlington Council.

3.1. Land Use Forecasts

Growth projections used for the DC Charges Update Study are consistent with the population and employment forecasts from the Region of Halton’s September 2011 Best Planning Estimates (BPE) for 2006, 2021 and 2031.

We note that for the DC study, Watson & Associates (Watson) have refined the land use forecasts to account for the actual rate of housing development in Burlington in recent years using building permit data and housing occupancy rates. As such, the land use forecast starts at a higher 2013 population and lower 2013 employment but still meets the Region’s targets for 2031. Table 1 summarizes the BPE and Watson land use forecasts and the amount of projected growth for the DC planning period of 2013 to 2031.

These projections were approved by Burlington Council for the study on December 9, 2013.

Table 1: Land Use Forecasts

Horizon BPE Watson & Associates

Population Employment Population Employment

2006 164,446 87,854 164,415 87,854

2014 174,767 97,489 179,035 95,316

2021 178,847 102,846 182,542 101,835

2024 180,759 103,626 183,357 103,254

2031 186,169 105,349 186,169 105,351

2014‐2031 Growth 11,402 7,860 7,134 10,035 The differences in the land use forecasts in the interim horizon years will not significantly impact the assessment of the needs identified through the modelling exercise. For the purposes of the modelling, the base year is 2006 (the calibration year for the demand modelling as the 2011/2012 Transportation


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Tomorrow Survey is not yet available) which has consistent land use in both the BPE and Watson forecasts. The future year horizon in the model is 2031 which also has consistent land use projections in both the BPE and Watson forecasts. The difference in the rate of growth will be taken into account in the assessment of the 2021 horizon and the development of a phasing strategy for the proposed transportation system.

3.2. Traffic Forecasts

3.2.1. Travel Demand Model

The future travel demand on the transportation system in Burlington was developed using the City’s PM Peak Hour Travel Demand Model, which is an adaptation of the Halton Region Travel Demand Model. The Model was originally calibrated for Halton’s 2011 Transportation Master Plan with a calibration year of 2006.

For the City of Burlington, the Model was refined with a focus on Burlington. The calibration year of 2006 was retained as the 2006 Transportation Tomorrow Survey (TTS), which is the primary source of input parameters for the model, is still the most recent data available. An update to the TTS was conducted in 2011/2012 but the data is still in the review and validation phase. A re‐calibration of the Model by the Region is anticipated in a year or two.

3.2.2. Assumed Road Network Improvements

The Halton Region Transportation Master Plan (TMP), “Road to Change”, developed a transportation strategy for infrastructure improvements to address the needs of the Region. The planned regional improvements to the year 2031 are summarized in Table 2. These Regional improvements are seen as part of the future “base condition” reflecting initiatives anticipated to be in place by 2031.

The Halton Region Transportation Master Plan includes the recommendation for Bus Rapid Transit (BRT) service on Dundas Street and an environmental assessment study is on‐going for this corridor. The Model assumes that the BRT will run on an exclusive bus lane, thus only four travel lanes are available for travel by other vehicular modes.

Table 2: Region of Halton Planned Road Improvements in Burlington Corridor Location Lanes Year Source

Appleby Line Fairview Street to Highway 407 Widening from 4 to 6 lanes 2023 TMPBrant Street North Service Road to Dundas Street Widening from 4 to 6 lanes 2021 CPBurloak Drive Harvester Road to Upper Middle Road Widening from 4 to 6 lanes 2029 TMPDundas Street Guelph Line to Halton/Hamilton Boundary Widening from 4 to 6 lanes 2020 CPDundas Street Guelph Line to North Hampton Widening from 4 to 6 lanes 2018 CPDundas Street North Hampton to Appleby Line Widening from 4 to 6 lanes 2014 CPDundas Street Appleby Line to Tremaine Road Widening from 4 to 6 lanes 2017 CPDundas Street at CNR crossing Grade separation 2014 CPDundas Street at Bronte Creek Bridge 2015 CPGuelph Line Mainway to Upper Middle Road Widening from 4 to 6 lanes 2021 CPGuelph Line Upper Middle Road to Dundas Street Widening from 4 to 6 lanes 2026 TMPTremaine Road Dundas Street to No. 1 Side Road Reconstruction 2018 CPUpper Middle Road Appleby Line to Burloak Drive Widening from 4 to 6 lanes 2025 TMP

TMP – Halton Region Transportation Master Plan, September 2011 CP – Halton Region Capital Projects (2012‐2021)


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With respect to Provincial highway improvements, the Model assumes Highway 403 widened to 8 lanes from Highway 407/QEW interchange to Highway 6. While no formal commitment from the Province has been made, capacity improvements to the freeway network are being considered as part of the Niagara to GTA (NGTA) Corridor Planning and Environmental Assessment Study.

3.2.3. Travel Demand Scenarios

The Halton TMP targeted a high level of growth in alternative modes, i.e. transit, walking and cycling and travel demand management measures, that resulted in lower dependency on the automobile. Overall, the Region’s 2031 transit share target for the City of Burlington is 20% (including Burlington Transit and GO Transit). Currently, transit share in Burlington is 6%, including both local transit and GO Transit usage.

For the DC study, two demand scenarios were assessed using the Burlington Model. Firstly, the trend demand scenario was considered. That is, the proportion of travel by transit, walking, cycling, carpooling, etc, remains the same as it is under current conditions (6% transit, 7% walk and cycle). A second scenario, where there is a moderate 9% shift in travel demand from the single‐occupant vehicle to transit, walking, cycling and other travel demand measures (+6% to transit, +3% to walking/cycling/ TDM). A third scenario which meets the targets of the Region of an overall 20% transit share in Burlington was also investigated. However, as the City’s TMP is not completed and a strategy on how this major shift in transit demand can be achieved has not yet been developed, therefore the trend and moderate growth scenarios were assessed for the purpose of this transportation background study.


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4.0 Service Levels

The Development Charge Act requires that the future level of service provided through development charge funds not exceed average levels of service that have been provided in the preceding 10 years unless a compensating deduction is made in the calculation. The service level for the transportation system can be measured in terms of capacity (volume to capacity ratios) and quantity of roadway (lane‐km per capita).

4.1. Existing Service Levels

4.1.1. Existing Service Level – Capacity

Consistent with the previous DC Transportation Study, the network capacity was assessed based on traffic volumes crossing screenlines. A screenline is an imaginary line spanning a major element of the transportation network (i.e. road or railway), regional boundary, municipal boundary or natural boundary (i.e. watercourse). The configuration of screenlines are based on the Halton Region screenlines used in the calibration of the travel demand model and the Region’s transportation master plan. New screenlines have been added to better capture local network needs (East of Brant, East of Guelph and West of Appleby). The screenlines defined for Burlington are shown in Figure 1.

Vehicle traffic is quantitatively measured as a ratio of volume to operational capacity (v/c ratio). Capacity is defined as the maximum number of vehicles that can pass a given point during a specific time period (typically one hour); observed or projected volume is then compared to this capacity measure. Traffic volumes are typically measured during peak hours, in order to assess conditions during the highest demands of a day.

At an intersection level, a v/c ratio approaching or greater than 1.0 is an indication of high congestion and actual or potential breakdown of operations. At a broader network level which is assessed using screenlines, a lower threshold of 0.80 to 0.90 is used to indicate network deficiencies and capacity constraints on key corridors. The City considers the need for road network improvements when the v/c ratio is 0.9 or higher.

The screenline analysis for existing conditions is shown in Table 3. The analysis indicates that east‐west travel is at or approaching capacity in the southern portion of the City (south of North Service road). The overall east‐west volume to capacity (v/c) ratio is 0.80. The analysis indicates lower levels of congestion for north‐south travel at a network level. The overall north‐south v/c ratio is 0.68. Attachment A provides the detailed screenline analysis for the existing service level.


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Figure 1: Screenline Locations


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Table 3: Existing Service Level – Capacity

Screenline Existing Conditions PM Peak Hour

Volume to Capacity Ratio

East‐West Screenlines Eastbound Westbound

1 East of West Boundary (Derry Road to 1 Side Road) 0.09 0.39

2 West of Walkers Line (Derry Road to 1 Side Road) 0.27 0.59

3 West of East Boundary (Derry Road to Britannia Road) 0.67 0.81

4 East of Highway 6 0.82 1.05

5 East of King Road (Dundas Street to Plains Road) 0.78 1.04

6 East of Brant Street (Dundas Street to Highway 407) 0.33 0.59

7 East of Brant Street (North Service Road to Lakeshore Road) 0.75 1.01

8 East of Guelph Line (Dundas Street to Mainway) 0.34 0.70

9 East of Guelph Line (North Service Road to Lakeshore Road) 0.69 0.90

10 West of Walkers Line (Hwy 407 to Mainway) 0.32 0.67

11 West of Walkers Line (North Service Road to Lakeshore Road) 0.73 0.86

12 West of Appleby Line (Highway 407 to Mainway) 0.29 0.64

13 West of Appleby Line (North Service Road to Lakeshore Road) 0.68 0.81

14 West of Tremaine Road‐Burloak Drive (Highway 407 to Mainway) 0.27 0.70

15 West of Burloak (North Service Road to Lakeshore Road) 0.65 0.68

East‐West Screenline (Peak Direction) Average 0.80

North‐South Screenlines Northbound Southbound

16 North of Britannia Road (Cedar Springs Road to Appleby Line) 0.28 0.21

17 North of Dundas Street (Cedar Springs Road to Guelph Line) 0.59 0.50

18 North of Dundas Street (Walkers Line to Appleby Line) 0.44 0.57

19 South of Dundas Street (Brant Street to Guelph Line) 0.53 0.52

20 South of Dundas Street (Walkers Line to Appleby Line) 0.45 0.58

21 North of Upper Middle Road (Brant Street to Guelph Line) 0.62 0.50

22 North of Upper Middle Road (Walkers Line to Appleby Line) 0..77 0.67

23 North of Highway 403‐QEW (Highway 6 to Waterdown Road) 0.73 0.76

24 North of Highway 403‐QEW (Brant Street to Guelph Line) 0.88 0.85

25 North of Highway 403‐QEW (Walkers Line to Burloak Drive) 0.71 0.63

26 CNR (Waterdown Road to King Road) 0.63 0.59

27 CNR (Brant Street to Guelph Line) 0.51 0.57

28 CNR (Walkers Line to Burloak Drive) 0.48 0.69

29 Skyway (QEW to Beach Boulevard) 0.48 0.86

North‐South Screenline (Peak Direction) Average 0.68

Overall Screenline Average 0.65 Note: v/c ratios ≥ 0.80 shown in yellow and v/c ratios ≥ 0.90 shown in red.


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4.1.2. Existing Service Level – Quantity

The second measure of service levels is the quantity of arterial roadways in the City of Burlington. The total lane‐km of arterial roads under the jurisdiction of the City for 2003 and 2013 are shown in Table 4. The average per capita quantity of arterial roads over the previous 10 years is 2.42 lane‐km for every 1000 persons.

Table 4: Existing Service Level – Average Lane‐km per Capita Lane‐km Population Lane‐km per 1000

population 2003 Arterial = 408.0 lane‐km

156,470a 2.61

2013 Arterial = 395.4 lane‐km

178,413a 2.22

Historic Average 2.42 a. Inter‐Censal Year Population Calculation (Watson) The inventory of City arterials summarized in Table 4 above reflects the road jurisdiction and classification at the time. It is noted that on July 1, 20101, the following four arterial roads, which were previously under the jurisdiction of Burlington, were uploaded to Halton Region resulting in a reduction in the City’s overall lane‐km per capita from 2003 to 2013:

• Upper Middle Road – Guelph Line to Appleby Line • Brant Street – Fairview Street to QEW • Guelph Line – Fairview Street to Harvester Road • Appleby Line – Fairview Street to QEW

4.2. Future Service Levels

4.2.1. Future Service Level – Capacity

To measure future service levels, the overall network capacity was calculated based on the screenline analysis of the planned 2031 road network. The planned network includes the Regional and Provincial improvements identified in Section 3.2 and improvements on the municipal road network that have been endorsed by City of Burlington Council. The 2031 network on which this DC analysis is based is shown in Figure 2.

As noted in Section 3.2.3, two travel demand scenarios were assessed – the Trend scenario and the Moderate growth in transit and alternative modes scenario. Table 5 summarizes the future capacity service level for the planned road network under both scenarios. In the Trend scenario where traffic continues to grow in proportion to the growth in population and employment, the east‐west screenline average v/c ratio for the future road network increases to 0.83 from the existing ratio of 0.80. Similarly, the future north‐south screenline average v/c ratio is 0.69, which is an increase from the existing v/c ratio of 0.68. Overall, the future Trend scenario results in a network v/c ratio of 0.72 compared to the existing overall network of 0.65. Even with a moderate shift in travel demand to alternative transportation modes (transit, walking, cycling), there will still be a higher overall v/c ratio of 0.70

1 Halton Region Report PW‐02‐10 Road Rationalization Review.


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compared to the existing ratio of 0.65. Attachment A provides the detailed screenline analyses for the future service levels.

The planned 2031 road network does not fully address capacity constraints and congestion in the City of Burlington. Figure 3 illustrates the volume to capacity ratios by road segment for the 2031 network under trend conditions. At the link level, areas of capacity constraints include the following:

• Highway 403 / QEW • QEW across the Skyway Bridge • Highway 403 towards Hamilton • North‐south corridors crossing Highway 403‐QEW including Brant Street, Guelph Line, and Walkers Line

• Fairview Street between Brant Street and Guelph Line • Fairview Street west of Walkers Line • Lakeshore Road east of QEW and west of Guelph Line • Walkers Line north of Mainway

It is anticipated that further study, through the Transportation Master Plan and other supporting studies for the OP review, will address these needs.


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Figure 2: 2031 Transportation System


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Table 5: 2031 Future Service Level – Capacity

Screenlines

Existing 2031 Network

Trend Transit / AT

2031 Network

Moderate Transit / AT Growth

V/C Ratio V/C Ratio V/C Ratio

East‐West Screenlines Eastbound Westbound Eastbound Westbound Eastbound Westbound

1 East of West Boundary (Derry Road to 1 Side Road) 0.09 0.39 0.20 0.34 0.19 0.28

2 West of Walkers Line (Derry Road to 1 Side Road) 0.27 0.59 0.47 0.61 0.47 0.59

3 West of East Boundary (Derry Road to Britannia Road) 0.67 0.81 0.77 0.85 0.77 0.85

4 East of Highway 6 0.82 1.05 0.89 0.96 0.84 0.91

5 East of King Road (Dundas Street to Plains Road) 0.78 1.04 0.93 1.09 0.90 1.06

6 East of Brant Street (Dundas Street to Highway 407) 0.33 0.59 0.52 0.62 0.49 0.62

7 East of Brant Street (North Service Road to Lakeshore Road) 0.75 1.01 0.86 1.04 0.87 0.99

8 East of Guelph Line (Dundas Street to Mainway) 0.34 0.70 0.54 0.73 0.52 0.72

9 East of Guelph Line (North Service Road to Lakeshore Road) 0.69 0.90 0.78 0.95 0.79 0.94

10 West of Walkers Line (Hwy 407 to Mainway) 0.32 0.67 0.53 0.68 0.51 0.68

11 West of Walkers Line (North Service Road to Lakeshore Road) 0.73 0.86 0.85 0.90 0.86 0.90

12 West of Appleby Line (Highway 407 to Mainway) 0.29 0.64 0.48 0.67 0.47 0.68

13 West of Appleby Line (North Service Road to Lakeshore Road) 0.68 0.81 0.79 0.85 0.79 0.83

14 West of Tremaine Road‐Burloak Drive (Highway 407 to Mainway) 0.27 0.70 0.48 0.65 0.46 0.65

15 West of Burloak Drive (North Service Road to Lakeshore Road) 0.65 0.68 0.77 0.75 0.76 0.72

East‐West Screenline (Peak Direction) Average 0.80 0.83 0.81 Note: v/c ratios ≥ 0.80 shown in yellow and v/c ratios ≥ 0.9 shown in red.


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Table 5: 2031 Future Service Level – Capacity (cont.)

Screenlines

Existing 2031 Network

Trend Transit / AT

2031 Network

Moderate Transit / AT Growth

V/C Ratio V/C Ratio V/C Ratio

North‐South Screenlines North‐bound

South‐bound

North‐bound

South‐bound

North‐bound

South‐bound

16 North of Britannia Road (Cedar Springs Road to Appleby Line) 0.28 0.21 0.33 0.27 0.33 0.26

17 North of Dundas Street (Cedar Springs Road to Guelph Line) 0.59 0.50 0.59 0.44 0.60 0.49

18 North of Dundas Street (Walkers Line to Appleby Line) 0.44 0.57 0.44 0.44 0.42 0.44

19 South of Dundas Street (Brant Street to Guelph Line) 0.53 0.52 0.43 0.36 0.42 0.36

20 South of Dundas Street (Walkers Line to Appleby Line) 0.45 0.58 0.59 0.56 0.58 0.54

21 North of Upper Middle Road (Brant Street to Guelph Line) 0.62 0.50 0.50 0.35 0.49 0.36

22 North of Upper Middle Road (Walkers Line to Appleby Line) 0.77 0.67 0.83 0.63 0.82 0.62

23 North of Highway 403‐QEW (Highway 6 to Waterdown Road) 0.73 0.76 0.85 0.61 0.77 0.58

24 North of Highway 403‐QEW (Brant Street to Guelph Line) 0.88 0.85 0.93 0.89 0.93 0.89

25 North of Highway 403‐QEW (Walkers Line to Burloak Drive) 0.71 0.63 0.70 0.63 0.71 0.63

26 CNR (Waterdown Road to King Road) 0.63 0.59 0.50 0.64 0.53 0.64

27 CNR (Brant Street to Guelph Line) 0.51 0.57 0.58 0.68 0.58 0.63

28 CNR (Walkers Line to Burloak Drive) 0.48 0.69 0.54 0.78 0.56 0.77

29 Skyway (QEW to Beach Boulevard) 0.48 0.86 0.62 0.93 0.56 0.85

North‐South Screenline (Peak Direction) Average 0.68 0.69 0.67

Overall Screenline Average 0.65 0.72 0.70 Note: v/c ratios ≥ 0.80 shown in yellow and v/c ratios ≥ 0.9 shown in red.


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Figure 3: Future Base Case Trend Scenario ‐ Volume to Capacity


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4.2.2. Future Service Level – Quantity

The future service level in terms of quantity of roadway for the planned transportation network is presented in Table 6.

Table 6: 2031 Future Service Level – Average Lane‐km per Capita Arterial Lane‐km Population Lane‐km per 1000

population 2003 Arterial = 408.0 lane‐km

156,470a 2.61

2013 Arterial = 395.4 lane‐km

178,413a 2.22

Historic Average 2.422031 Arterial = 400.0 lane‐km

186,169 2.15

a. Inter‐Censal Year Population Calculation (Watson) For the proposed network, the total lane‐km of arterial roads under the jurisdiction of Burlington will increase from the current 395.4 lane‐km to a total of 400.0 lane‐km. With a future total population of 186,169 in 2031, the future per capita quantity of arterial roads is 2.15 lane‐km per 1000 persons. As previously noted, the historic 10‐year average service level is 2.42 lane‐km per 1000 persons. The proposed future network does not exceed current service levels for quantity.

5.0 Deductions

5.1. Benefit-to-Existing Development

A benefit‐to‐existing development deduction is applied when the proposed improvements provide a significant benefit to existing traffic. A percentage allocation of the extent to which the improvement benefits existing development or new growth was determined for each class of improvement as shown in Table 7. A comparison to the 2009 DC is also provided.

The delay savings for the rail grade separation is calculated using the Synchro traffic operations software and is based on actual observed data for the amount of time that crossing gates were closed during a rail crossing for a typical hour.


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Table 7: Cost Allocation to Existing Development

Improvement Type Allocation to Existing (B‐to‐E Deduction)

Remarks

Resurfacing existing road 100% Same as 2009 DC Update

Reconstructing existing road (no lane expansion)

60‐100% dependent on capacity increase, intersection improvements and usage by heavy trucks

Same as 2009 DC Update

Road widening cost of repaving existing lanes (plus cost of rehabilitating existing structure if widening over a major structure)


New road alignments 0% Same as 2009 DC Update

Alternative transportation – bicycle lane, multi‐use paths, sidewalks

• widening existing road to accommodate bike lane

10%

This type of project was not included in 2009 DC.

All AT projects with 10% B‐to‐E. • sidewalk and multi‐use paths in

areas where development is not complete

10% All AT projects with 10% B‐to‐E.

• sidewalks and multi‐use paths in areas of new development

0% Same as 2009 DC Update

• new sidewalks and multi‐use paths in existing areas/Regional Roads

10% All AT projects with 10% B‐to‐E.

• new pedestrian crossing structures 10% Relieves road network congestion as a result of development growth.

All AT projects with 10% B‐to‐E.

Intersection improvements at existing intersections

5% Same as 2009 DC Update

Traffic management 50% Same as 2009 DC Update

Traffic signal / pedestrian crossing signal 5% Pedestrian signals considered equivalent of traffic signals at 5%

Priority measures for transit 50% Same as 2009 DC Update

Freeway interchange 0% Same as 2009 DC Update

Rail grade separation structures based on delay savings and exposure index



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5.2. Post-Planning Period Capacity

The post‐planning period deduction is based on the anticipated excess capacity at the end of the DC period for improvements constructed in the latter part of the forecast period. The traffic forecasts for the 2031 horizon results in volume to capacity ratios that are higher than in existing conditions. This indicates that excess capacity has not been provided under the 2031 future condition. A post‐planning period capacity deduction was not applied.

5.3. Grants, Subsidies and Contributions

Deductions for grants, subsidies and contributions are project‐specific and applied only where funds from area developers, Region, Province or federal government are anticipated to be collected by the City of Burlington.

6.0 Allocation

The growth‐related costs for the transportation projects are shared between residential and non‐residential uses based on the proportion of residential and non‐residential growth forecasted though the DC planning period. 6.1. Residential / Non-residential Allocation

Two methods were used to identify the overall residential and non‐residential share, which is consistent with the approach in the 2009 DC study. First, a calculation based simply on projected growth and second, a trip‐weighted calculation.

The growth in population between 2014 and 2031 is 7,134 persons while the net growth in employment is 10,035 jobs. As shown in Table 8, the residential to non‐residential split based on the proportion of growth is 42% residential and 58% non‐residential.

Table 8: Anticipated Growth

Population (Residential)

Employment

(Non‐Residential) Total

2014 179,035 95,316 2031 186,169 105,351 2014‐2031 Growth 7,134 10,035 17,169 Allocation (Simple) 42% 58% 100% The second calculation is consistent with the method used by Burlington in its 2009 DC study. This calculation estimates the future traffic that would be generated by residential and non‐residential uses based on trip rates from the travel demand model. Using this methodology, the residential share is 42% and the non‐residential share is 58% as shown in Table 9.


TR12-0816 (March 2014) Page 20

Table 9: Anticipated Traffic Growth Population Employment Total

Origin + Destination Trip Ratea 0.534 0.600b Growth 7,134 10,035 Growth in trips 3,810 6,021 9,831 Allocation (Trip‐Weighted) 39% 61% 100%

a. Source: Halton Region 2012 Transportation Development Charges Technical Report, Mean Trip Rate (PM Peak) b. Includes 10% AM Peak Hour factor Based on the results of both calculations, the recommended allocation for transportation projects is 40% residential and 60% non‐residential. 6.2. Retail Allocation

A further differentiation of the non‐residential allocation was investigated to determine a retail‐specific non‐residential expenditure allocation.

Retail employment is one of several components of total employment as defined by the Best Planning Estimates.

Table 10 provides a summary of the employment forecast by retail commercial, non‐retail commercial, institutional and industrial uses. Retail employment comprises 34% of the forecasted growth in employment in Burlington.

Table 10: Employment Forecasts

Employment Commercial Institutional and

Industrial Retail Non‐retail 2014 95,316 34,997 11,913 48,406

2031 105,351 38,401 13,568 53,382

Growth Employment 10,035 3,404 1,655 4,976

Allocation 100% 34% 66% Source: Watson & Associates, based on Halton BPE. It is recognized that retail uses tend to generate more traffic than non‐retail uses. A review of trip rates in the travel demand model indicates that trip rates in retail‐intensive zones (zones with a high level of sales and service employment, malls and big box stores) are approximately 2.5 times higher than zones with low retail uses. In Burlington, retail‐intensive zones include areas such as Mapleview Mall, Burlington Mall, various big box developments, and mixed retail‐industrial area on Fairview Street.

It is also recognized that retail‐related trips tend to be shorter‐distance, local trips. Data from the 2006 TTS database confirm that the average trip length for shopping‐related trips in Burlington is 6.5 km while the average trip length for non‐shopping trips (excluding trips to/from home and school) was 10.6 km.

Consistent with the methodology in the 2009 DC, the relative impact of retail‐related traffic in comparison to non‐residential non‐retail traffic was determined by accounting for the higher trip rates and shorter trip lengths for retail‐related trips. Table 11 indicates that retail‐related travel accounts for 44% of the total non‐residential travel in Burlington. As shown in Table 10, retail employment is one of several components of total employment as defined by the Best Planning Estimates forecast.


TR12-0816 (March 2014) Page 21

Table 11: Non‐Residential Allocation

Total Non‐residential Retail

Non‐Retail Commercial,

Institutional and Industrial

2014‐2031 Employment Growth 10,035 3,404 6,631Trips 6,021 3,384 2,637Average Trip Length 6.5 10.6Veh‐km 49,948 21,996 27,952Allocation 100% 44% 56% Overall, the recommended residential and non‐residential allocation for the expenditure plan is shown in Table 12.

Table 12: Expenditure Allocation Residential Non‐Residential

Retail Non‐retail

Allocation 40% 26%

(44% of 60%)

34%

(56% of 60%)

7.0 Capital Expenditure Plan

The capital expenditure plan for the proposed improvements for the 2031 transportation system is summarized in Table 13.


TR12-0816 (March 2014) Page 22


City of Burlington Development Charge Background StudyFinal Transportation Report

Table 13: Capital Expenditure Plan

Proj. No.

Timing Project From To Description Tot Gross Cost Total Grants,

Subsidies & Other Contributions

Total Net Cost

Existing %Railway

Reserve FundTotal Charge to

ExistingTotal Charge to New

Dev.Residential

ShareNon‐Residential

Share

40% 60%BRIDGE / GRADE SEPARATION / CULVERT PROJECTS

1 2017 Corporate Drive at Sheldon Creek Road and New Culvert Construction at Sheldon Creek $900,000 $861,500 $38,500 0 $0 $38,500 $15,400 $23,100

2 2019 King Road South Service Road North Service Road Bridge twinning over Hwy 403 $18,280,000 $7,611,280 $10,668,720 0 $0 $10,668,720 $4,267,488 $6,401,2323 2020 Rail Underpass / Burloak Drive Grade Separation ‐ EA, Design, Construction (City Share) $11,925,000 $1,788,750 $10,136,250 44 $3,370,300 $4,459,950 $2,306,000 $922,400 $1,383,6004 2026‐2031 Rail Underpass / Mainway Silvan Forest Drive .5 km East Grade Separation $17,500,000 $1,642,500 $15,857,500 24 $2,761,833 $3,805,800 $9,289,867 $3,715,947 $5,573,920

SUBTOTAL 48,605,000 11,904,030 36,700,970 $6,132,133 $8,265,750 $22,303,087 $8,921,235 $13,381,852

INTERSECTION IMPROVEMENTS PROJECTS

5 2016 Appleby Line / Harvester Road Intersection Improvement (Regional intersection) $8,160,000 $4,080,000 $4,080,000 5 $204,000 $3,876,000 $1,550,400 $2,325,6006 2017 Brant Street / Plains Road Intersection Improvement (Regional intersection) $878,000 $250,000 $628,000 5 $31,400 $596,600 $238,640 $357,9607 2017 Harvester Road / Guelph Line Intersection Improvement (Regional intersection) $3,020,000 $1,007,000 $2,013,000 5 $100,650 $1,912,350 $764,940 $1,147,4108 2016 Walkers Line / Dundas Street Intersection Improvement (Regional intersection) $1,200,000 $600,000 $600,000 5 $30,000 $570,000 $228,000 $342,0009 2014 Walkers Line / North Service Road Intersection Improvement ‐ Relocation of intersection to the

north to accommodate capacity requirements$21,000,000 $8,100,000 $12,900,000 5 $4,500,000 $645,000 $7,755,000 $3,102,000 $4,653,000

10 2018 Walkers Line / Upper Middle Road Intersection Improvement (Regional intersection) $2,470,000 $1,235,000 $1,235,000 5 $61,750 $1,173,250 $469,300 $703,950SUBTOTAL $36,728,000 $15,272,000 $21,456,000 $4,500,000 $1,072,800 $15,883,200 $6,353,280 $9,529,920

WIDENING PROJECTS

11 2017 Harvester Road South Service Road (east of Guelph Line)

Cumberland Ave Widening / New Construction (5 lanes) $4,785,500 $35,700 $4,749,800 resurf. cost $198,720 $4,551,080 $1,820,432 $2,730,648

12 2017 Harvester Road South Service Road (east of Appleby)

Century Drive Widening / Reconstruction $3,374,000 $21,600 $3,352,400 resurf. cost $201,480 $3,150,920 $1,260,368 $1,890,552

13 2020 Harvester Road Cumberland Ave Walkers Line Road Widening (widen existing road to accommodate centre turning lane, provide on road bikelanes, apply resurfacing

$2,150,000 $34,500 $2,115,500 resurf. cost $270,480 $1,845,020 $738,008 $1,107,012

14 2014‐2015 Lakeshore Road Maple Avenue South of Joesph Brant Hospital

Widening and reconstruction (3 lanes). Outlet replacement (first stage)

$1,725,000 $0 $1,725,000 resurf. cost $45,540 $1,679,460 $671,784 $1,007,676

15 2017 Lakeshore Road South of Joseph Brant Hospital

South End Widening and reconstruction (3 lanes) $1,500,000 $0 $1,500,000 resurf. cost $99,360 $1,400,640 $560,256 $840,384

16 2023‐2026 North Service Road Guelph Ramp Leon's Widening (3 lanes) $2,785,000 $2,785,000 resurf. cost $48,300 $2,736,700 $1,094,680 $1,642,02017 2015 Plains Road King Road Francis Road Widening / New Construction (to also provide bike lanes) $1,425,000 $0 $1,425,000 resurf. cost $138,000 $1,287,000 $514,800 $772,200

18 2016 Waterdown Road at Hwy. 403 Widening of bridge (5 lanes, with bike lanes and pedestrian facilities)

$9,000,000 $7,158,600 $1,841,400 resurf. cost $33,120 $1,808,280 $723,312 $1,084,968

19 2014 Waterdown Road Plains Road Masonry Court Widening (additional northbound and southbound through lanes, on road bike lanes)

$4,800,000 $4,800,000 resurf. cost $70,380 $4,729,620 $1,891,848 $2,837,772

SUBTOTAL $31,544,500 $7,250,400 $24,294,100 $0 $1,105,380 $23,188,720 $9,275,488 $13,913,232

RECONSTRUCTION PROJECTS

20 2024‐2031 Britannia Road Cedar Springs Rd Blind Line Reconstruction $510,000 $0 $510,000 90 $459,000 $51,000 $20,400 $30,60021 2024‐2031 Britannia Road Town Line Cedar Springs Rd Road Reconstruction (two lane rural (3.3 m lanes), 1.5m paved

shoulders)$2,040,000 $0 $2,040,000 90 $1,836,000 $204,000 $81,600 $122,400

22 2024‐2025 Britannia Road Appleby Ln Bell School Ln Land Acquisition $144,000 $0 $144,000 90 $129,600 $14,400 $5,760 $8,64023 2026‐2031 Britannia Road Appleby Line Bell School Line Road Reconstruction (two lane rural (3.3m lanes), 1.5 m paved

shoulder, culvert rehabilitation)$2,346,000 $0 $2,346,000 90 $2,111,400 $234,600 $93,840 $140,760

24 2016 King Road North Service Road Top of Escarpment Reconstruction $1,700,000 $0 $1,700,000 90 $1,530,000 $170,000 $68,000 $102,00025 2023‐2026 North Service Road Appleby Line Sheldon Creek Reconstruction (to also provide on‐road bike lanes and

pedestrian facilities)$1,220,000 $1,220,000 60 $732,000 $488,000 $195,200 $292,800

26 2020 Walkers Line Highway 407 ETR No. 1 Side Road Reconstruction $1,770,000 $0 $1,770,000 80 $1,416,000 $354,000 $141,600 $212,400SUBTOTAL $9,730,000 $0 $9,730,000 $0 $8,214,000 $1,516,000 $606,400 $909,600

Between Appleby Line and Burloak

TR12‐0816 (March 2014) Page 23



Proj. No.



Total Net Cost

Existing %Railway



Dev.Residential


Share

40% 60%NEW CONSTRUCTION PROJECTS

27 2017 South Service Road Aldershot GO Station King Road Across frontage of Aldershot GO Station Parking Lot, extension to property line and structure at Falcon Creek (City Share)

$1,650,000 $0 $1,650,000 0 $0 $1,650,000 $660,000 $990,000

SUBTOTAL $1,650,000 $0 $1,650,000 $0 $0 $1,650,000 $660,000 $990,000

ALTERNATIVE TRANSPORTATION PROJECTS (Sidewalk and Path)

28 2015 Britannia Road Willowgrove Trail Guelph Line Active Transportation (Gravel Footpath and Lighting) $100,000 $40,000 $60,000 10 $6,000 $54,000 $21,600 $32,40029 2019 Cumberland Avenue Pedestrian‐

Railway UnderpassHarvester Road south of railway New pedestrian underpass at railway, reconstruction of

Cumberland approach to proivde pedestrian/cycling connection to new underpass

$4,400,000 $0 $4,400,000 5 $500,000.00 $220,000 $3,680,000 $1,472,000 $2,208,000

30 2017 Dundas Street Brant Street City View Park Active Transportation (Sidewalk and/ Multi‐use Path Construction)

$500,000 $0 $500,000 10 $50,000 $450,000 $180,000 $270,000

31 2017 Dundas Street Guelph Line Appleby Line Active Transportation (New Sidewalks and/or Multi‐Use) $1,207,500 $120,750 $1,086,750 10 $108,675 $978,075 $391,230 $586,84532 2016 Eastport Drive Cycling Improvements Active Transportation (Cycling Improvements at approach to

Lift Bridge ‐ City Share)$1,000,000 $0 $1,000,000 10 $100,000 $900,000 $360,000 $540,000

33 2018 Harvester Road Walkers Line Appleby Line Active Transportation (New Sidewalk on North Side) $1,000,000 $0 $1,000,000 10 $100,000 $900,000 $360,000 $540,00034 2016 Hwy 407 Bridge Paths at Appleby Line Active Transportation (New Sidewalks on Overpass) $400,000 $0 $400,000 10 $40,000 $360,000 $144,000 $216,00035 2015 LaSalle Park Road North Shore Blvd Marina Active Transportation (Multi‐Use Pathway) $450,000 $0 $450,000 10 $45,000 $405,000 $162,000 $243,00036 2014 Millcroft Community Path (via

Hydro Corridor)West of Berwick Drive Dundas Street Active Transportation (Multi‐Use Pathway Construction) $300,000 $0 $300,000 10 $30,000 $270,000 $108,000 $162,000

37 2026‐2031 Upper Middle Road Sutton Drive Burloak Drive Active Transportation (Sidewalk and Multi‐use Path) $205,000 $0 $205,000 10 $20,500 $184,500 $73,800 $110,700SUBTOTAL $9,562,500 $160,750 $9,401,750 $500,000 $720,175 $8,181,575 $3,272,630 $4,908,945

ALTERNATIVE TRANSPORTATION PROVISIONS (Transit‐related Road Infrastructure) ‐ New

38 2014 Bus Stop Locations Installation of bus pads $55,000 $46,902 $8,098 75 $6,074 $2,025 $810 $1,21539 2015 Bus Stop Locations Installation of bus pads $55,000 $15,340 $39,660 75 $29,745 $9,915 $3,966 $5,94940 2016 Bus Stop Locations Installation of bus pads $55,000 $0 $55,000 75 $41,250 $13,750 $5,500 $8,25041 2017 Bus Stop Locations Installation of bus pads $55,000 $3,725 $51,275 75 $38,456 $12,819 $5,128 $7,69142 2018 Bus Stop Locations Installation of bus pads $55,000 $745 $54,255 75 $40,691 $13,564 $5,426 $8,13843 2019 Bus Stop Locations Installation of bus pads $55,000 $0 $55,000 75 $41,250 $13,750 $5,500 $8,25044 2020 Bus Stop Locations Installation of bus pads $55,000 $0 $55,000 75 $41,250 $13,750 $5,500 $8,25045 2021 Bus Stop Locations Installation of bus pads $55,000 $0 $55,000 75 $41,250 $13,750 $5,500 $8,25046 2022 Bus Stop Locations Installation of bus pads $55,000 $0 $55,000 75 $41,250 $13,750 $5,500 $8,25047 2023 Bus Stop Locations Installation of bus pads $55,000 $0 $55,000 75 $41,250 $13,750 $5,500 $8,25048 2024 Bus Stop Locations Installation of bus pads $55,000 $0 $55,000 75 $41,250 $13,750 $5,500 $8,25049 2025 Bus Stop Locations Installation of bus pads $55,000 $0 $55,000 75 $41,250 $13,750 $5,500 $8,25050 2026 Bus Stop Locations Installation of bus pads $55,000 $0 $55,000 75 $41,250 $13,750 $5,500 $8,25051 2027 Bus Stop Locations Installation of bus pads $55,000 $0 $55,000 75 $41,250 $13,750 $5,500 $8,25052 2028 Bus Stop Locations Installation of bus pads $55,000 $0 $55,000 75 $41,250 $13,750 $5,500 $8,25053 2029 Bus Stop Locations Installation of bus pads $55,000 $0 $55,000 75 $41,250 $13,750 $5,500 $8,25054 2030 Bus Stop Locations Installation of bus pads $55,000 $0 $55,000 75 $41,250 $13,750 $5,500 $8,25055 2031 Bus Stop Locations Installation of bus pads $55,000 $0 $55,000 75 $41,250 $13,750 $5,500 $8,25056 2014 Transit Shelters Transit Shelters $105,000 $65,779 $39,221 75 $29,416 $9,805 $3,922 $5,88357 2015 Transit Shelters Transit Shelters $105,000 $14,120 $90,880 75 $68,160 $22,720 $9,088 $13,63258 2016 Transit Shelters Transit Shelters $105,000 $0 $105,000 75 $78,750 $26,250 $10,500 $15,75059 2017 Transit Shelters Transit Shelters $105,000 $13,717 $91,283 75 $68,462 $22,821 $9,128 $13,69260 2018 Transit Shelters Transit Shelters $105,000 $2,743 $102,257 75 $76,693 $25,564 $10,226 $15,33961 2019 Transit Shelters Transit Shelters $105,000 $0 $105,000 75 $78,750 $26,250 $10,500 $15,75062 2020 Transit Shelters Transit Shelters $105,000 $0 $105,000 75 $78,750 $26,250 $10,500 $15,750

TR12‐0816 (March 2014) Page 24



Proj. No.



Total Net Cost

Existing %Railway



Dev.Residential


Share

40% 60%63 2021 Transit Shelters Transit Shelters $105,000 $0 $105,000 75 $78,750 $26,250 $10,500 $15,75064 2022 Transit Shelters Transit Shelters $105,000 $0 $105,000 75 $78,750 $26,250 $10,500 $15,75065 2023 Transit Shelters Transit Shelters $105,000 $0 $105,000 75 $78,750 $26,250 $10,500 $15,75066 2024 Transit Shelters Transit Shelters $105,000 $0 $105,000 75 $78,750 $26,250 $10,500 $15,75067 2025 Transit Shelters Transit Shelters $105,000 $0 $105,000 75 $78,750 $26,250 $10,500 $15,75068 2026 Transit Shelters Transit Shelters $105,000 $0 $105,000 75 $78,750 $26,250 $10,500 $15,75069 2027 Transit Shelters Transit Shelters $105,000 $0 $105,000 75 $78,750 $26,250 $10,500 $15,75070 2028 Transit Shelters Transit Shelters $105,000 $0 $105,000 75 $78,750 $26,250 $10,500 $15,75071 2029 Transit Shelters Transit Shelters $105,000 $0 $105,000 75 $78,750 $26,250 $10,500 $15,75072 2030 Transit Shelters Transit Shelters $105,000 $0 $105,000 75 $78,750 $26,250 $10,500 $15,75073 2031 Transit Shelters Transit Shelters $105,000 $0 $105,000 75 $78,750 $26,250 $10,500 $15,750

SUBTOTAL $2,880,000 $163,071 $2,716,929 $0 $2,037,697 $679,232 $271,693 $407,539

ALTERNATIVE TRANSPORTATION PROVISIONS (Transit Priority Signals)

74 2017 Transit Signal Priority Improvements for Transit Priority Measures $40,000 $0 $40,000 50 $20,000 $20,000 $8,000 $12,00075 2018 Transit Signal Priority Improvements for Transit Priority Measures $40,000 $0 $40,000 50 $20,000 $20,000 $8,000 $12,00076 2019 Transit Signal Priority Improvements for Transit Priority Measures $40,000 $0 $40,000 50 $20,000 $20,000 $8,000 $12,00077 2020 Transit Signal Priority Improvements for Transit Priority Measures $40,000 $0 $40,000 50 $20,000 $20,000 $8,000 $12,00078 2021 Transit Signal Priority Improvements for Transit Priority Measures $40,000 $0 $40,000 50 $20,000 $20,000 $8,000 $12,00079 2022 Transit Signal Priority Improvements for Transit Priority Measures $40,000 $0 $40,000 50 $20,000 $20,000 $8,000 $12,00080 2023 Transit Signal Priority Improvements for Transit Priority Measures $40,000 $0 $40,000 50 $20,000 $20,000 $8,000 $12,00081 2024 Transit Signal Priority Improvements for Transit Priority Measures $40,000 $0 $40,000 50 $20,000 $20,000 $8,000 $12,00082 2025 Transit Signal Priority Improvements for Transit Priority Measures $40,000 $0 $40,000 50 $20,000 $20,000 $8,000 $12,00083 2026 Transit Signal Priority Improvements for Transit Priority Measures $40,000 $0 $40,000 50 $20,000 $20,000 $8,000 $12,00084 2027 Transit Signal Priority Improvements for Transit Priority Measures $40,000 $0 $40,000 50 $20,000 $20,000 $8,000 $12,00085 2028 Transit Signal Priority Improvements for Transit Priority Measures $40,000 $0 $40,000 50 $20,000 $20,000 $8,000 $12,00086 2029 Transit Signal Priority Improvements for Transit Priority Measures $40,000 $0 $40,000 50 $20,000 $20,000 $8,000 $12,00087 2030 Transit Signal Priority Improvements for Transit Priority Measures $40,000 $0 $40,000 50 $20,000 $20,000 $8,000 $12,00088 2031 Transit Signal Priority Improvements for Transit Priority Measures $40,000 $0 $40,000 50 $20,000 $20,000 $8,000 $12,000

SUBTOTAL $600,000 $0 $600,000 $0 $300,000 $300,000 $120,000 $180,000

SIGNAL PROVISIONS ‐ Traffic and Pedestrian Signals

89 2015 Intersection Pedestrian Signal (IPS) IPS ‐ Construction $50,000 $0 $50,000 5 $2,500 $47,500 $19,000 $28,50090 2017 Intersection Pedestrian Signal (IPS) IPS ‐ Construction $50,000 $0 $50,000 5 $2,500 $47,500 $19,000 $28,50091 2019 Intersection Pedestrian Signal (IPS) IPS ‐ Construction $50,000 $0 $50,000 5 $2,500 $47,500 $19,000 $28,50092 2021 Intersection Pedestrian Signal (IPS) IPS ‐ Construction $50,000 $0 $50,000 5 $2,500 $47,500 $19,000 $28,50093 2023 Intersection Pedestrian Signal (IPS) IPS ‐ Construction $50,000 $0 $50,000 5 $2,500 $47,500 $19,000 $28,50094 2025 Intersection Pedestrian Signal (IPS) IPS ‐ Construction $50,000 $0 $50,000 5 $2,500 $47,500 $19,000 $28,50095 2027 Intersection Pedestrian Signal (IPS) IPS ‐ Construction $50,000 $0 $50,000 5 $2,500 $47,500 $19,000 $28,50096 2029 Intersection Pedestrian Signal (IPS) IPS ‐ Construction $50,000 $0 $50,000 5 $2,500 $47,500 $19,000 $28,50097 2031 Intersection Pedestrian Signal (IPS) IPS ‐ Construction $50,000 $0 $50,000 5 $2,500 $47,500 $19,000 $28,50098 2014 New Traffic Signal Signal Construction $200,000 $0 $200,000 5 $10,000 $190,000 $76,000 $114,00099 2015 New Traffic Signal Signal Construction $100,000 $0 $100,000 5 $5,000 $95,000 $38,000 $57,000100 2016 New Traffic Signal Signal Construction $100,000 $0 $100,000 5 $5,000 $95,000 $38,000 $57,000101 2017 New Traffic Signal Signal Construction $100,000 $0 $100,000 5 $5,000 $95,000 $38,000 $57,000102 2018 New Traffic Signal Signal Construction $100,000 $0 $100,000 5 $5,000 $95,000 $38,000 $57,000103 2019 New Traffic Signal Signal Construction $100,000 $0 $100,000 5 $5,000 $95,000 $38,000 $57,000104 2020 New Traffic Signal Signal Construction $100,000 $0 $100,000 5 $5,000 $95,000 $38,000 $57,000105 2021 New Traffic Signal Signal Construction $100,000 $0 $100,000 5 $5,000 $95,000 $38,000 $57,000

TR12‐0816 (March 2014) Page 25



Proj. No.



Total Net Cost

Existing %Railway



Dev.Residential


Share

40% 60%106 2022 New Traffic Signal Signal Construction $100,000 $0 $100,000 5 $5,000 $95,000 $38,000 $57,000107 2023 New Traffic Signal Signal Construction $100,000 $0 $100,000 5 $5,000 $95,000 $38,000 $57,000108 2024 New Traffic Signal Signal Construction $100,000 $0 $100,000 5 $5,000 $95,000 $38,000 $57,000109 2025 New Traffic Signal Signal Construction $100,000 $0 $100,000 5 $5,000 $95,000 $38,000 $57,000110 2026 New Traffic Signal Signal Construction $100,000 $0 $100,000 5 $5,000 $95,000 $38,000 $57,000111 2027 New Traffic Signal Signal Construction $100,000 $0 $100,000 5 $5,000 $95,000 $38,000 $57,000112 2028 New Traffic Signal Signal Construction $100,000 $0 $100,000 5 $5,000 $95,000 $38,000 $57,000113 2029 New Traffic Signal Signal Construction $100,000 $0 $100,000 5 $5,000 $95,000 $38,000 $57,000114 2030 New Traffic Signal Signal Construction $100,000 $0 $100,000 5 $5,000 $95,000 $38,000 $57,000115 2031 New Traffic Signal Signal Construction $100,000 $0 $100,000 5 $5,000 $95,000 $38,000 $57,000

SUBTOTAL $2,350,000 $0 $2,350,000 $0 $117,500 $2,232,500 $893,000 $1,339,500

TRAFFIC MANAGEMENT PROVISIONS

116 2014 Traffic Signal improvements Minor Improvements/Modifications at Various Locations $70,000 $0 $70,000 50 $35,000 $35,000 $14,000 $21,000117 2015 Traffic Signal improvements Minor Improvements/Modifications at Various Locations $70,000 $0 $70,000 50 $35,000 $35,000 $14,000 $21,000118 2016 Traffic Signal improvements Minor Improvements/Modifications at Various Locations $70,000 $0 $70,000 50 $35,000 $35,000 $14,000 $21,000119 2017 Traffic Signal improvements Minor Improvements/Modifications at Various Locations $70,000 $0 $70,000 50 $35,000 $35,000 $14,000 $21,000120 2018 Traffic Signal improvements Minor Improvements/Modifications at Various Locations $70,000 $0 $70,000 50 $35,000 $35,000 $14,000 $21,000121 2019 Traffic Signal improvements Minor Improvements/Modifications at Various Locations $70,000 $0 $70,000 50 $35,000 $35,000 $14,000 $21,000122 2020 Traffic Signal improvements Minor Improvements/Modifications at Various Locations $70,000 $0 $70,000 50 $35,000 $35,000 $14,000 $21,000123 2021 Traffic Signal improvements Minor Improvements/Modifications at Various Locations $70,000 $0 $70,000 50 $35,000 $35,000 $14,000 $21,000124 2022 Traffic Signal improvements Minor Improvements/Modifications at Various Locations $70,000 $0 $70,000 50 $35,000 $35,000 $14,000 $21,000125 2023 Traffic Signal improvements Minor Improvements/Modifications at Various Locations $70,000 $0 $70,000 50 $35,000 $35,000 $14,000 $21,000126 2024 Traffic Signal improvements Minor Improvements/Modifications at Various Locations $70,000 $0 $70,000 50 $35,000 $35,000 $14,000 $21,000127 2025 Traffic Signal improvements Minor Improvements/Modifications at Various Locations $70,000 $0 $70,000 50 $35,000 $35,000 $14,000 $21,000128 2026 Traffic Signal improvements Minor Improvements/Modifications at Various Locations $70,000 $0 $70,000 50 $35,000 $35,000 $14,000 $21,000129 2027 Traffic Signal improvements Minor Improvements/Modifications at Various Locations $70,000 $0 $70,000 50 $35,000 $35,000 $14,000 $21,000130 2028 Traffic Signal improvements Minor Improvements/Modifications at Various Locations $70,000 $0 $70,000 50 $35,000 $35,000 $14,000 $21,000131 2029 Traffic Signal improvements Minor Improvements/Modifications at Various Locations $70,000 $0 $70,000 50 $35,000 $35,000 $14,000 $21,000132 2030 Traffic Signal improvements Minor Improvements/Modifications at Various Locations $70,000 $0 $70,000 50 $35,000 $35,000 $14,000 $21,000133 2031 Traffic Signal improvements Minor Improvements/Modifications at Various Locations $70,000 $0 $70,000 50 $35,000 $35,000 $14,000 $21,000

SUBTOTAL $1,260,000 $0 $1,260,000 $0 $630,000 $630,000 $252,000 $378,000

CONTRIBUTION TO RAILWAY CROSSING RESERVE FUND

134 2014 Contribution to Railway Crossing Reserve Fund $500,000 $500,000 0 $0 $500,000 $200,000 $300,000135 2015 Contribution to Railway Crossing Reserve Fund $500,000 $500,000 0 $0 $500,000 $200,000 $300,000136 2016 Contribution to Railway Crossing Reserve Fund $500,000 $500,000 0 $0 $500,000 $200,000 $300,000137 2017 Contribution to Railway Crossing Reserve Fund $500,000 $500,000 0 $0 $500,000 $200,000 $300,000138 2018 Contribution to Railway Crossing Reserve Fund $500,000 $500,000 0 $0 $500,000 $200,000 $300,000139 2019 Contribution to Railway Crossing Reserve Fund $500,000 $500,000 0 $0 $500,000 $200,000 $300,000140 2020 Contribution to Railway Crossing Reserve Fund $500,000 $500,000 0 $0 $500,000 $200,000 $300,000141 2021 Contribution to Railway Crossing Reserve Fund $500,000 $500,000 0 $0 $500,000 $200,000 $300,000142 2022 Contribution to Railway Crossing Reserve Fund $500,000 $500,000 0 $0 $500,000 $200,000 $300,000143 2023 Contribution to Railway Crossing Reserve Fund $500,000 $500,000 0 $0 $500,000 $200,000 $300,000144 2024 Contribution to Railway Crossing Reserve Fund $500,000 $500,000 0 $0 $500,000 $200,000 $300,000145 2025 Contribution to Railway Crossing Reserve Fund $500,000 $500,000 0 $0 $500,000 $200,000 $300,000146 2026 Contribution to Railway Crossing Reserve Fund $500,000 $500,000 0 $0 $500,000 $200,000 $300,000

SUBTOTAL $6,500,000 $0 $6,500,000 $0 $0 $6,500,000 $2,600,000 $3,900,000

TR12‐0816 (March 2014) Page 26



Proj. No.



Total Net Cost

Existing %Railway



Dev.Residential


Share

40% 60%OTHER PROVISIONS

147 2014 Design and Survey of Future Year Projects Permits the initiation of engineering on capital projects scheduled for construction beyond three years.

$100,000 $0 $100,000 50 $50,000 $50,000 $20,000 $30,000


$100,000 $0 $100,000 50 $50,000 $50,000 $20,000 $30,000


$100,000 $0 $100,000 50 $50,000 $50,000 $20,000 $30,000


$100,000 $0 $100,000 50 $50,000 $50,000 $20,000 $30,000


$100,000 $0 $100,000 50 $50,000 $50,000 $20,000 $30,000


$100,000 $0 $100,000 50 $50,000 $50,000 $20,000 $30,000


$100,000 $0 $100,000 50 $50,000 $50,000 $20,000 $30,000


$100,000 $0 $100,000 50 $50,000 $50,000 $20,000 $30,000


$100,000 $0 $100,000 50 $50,000 $50,000 $20,000 $30,000

156 2014 Design Services (External) To acquire engineering data for future projects (i.e. geotechnical investigations, utility locates, design level testing

$60,000 $0 $60,000 75 $45,000 $15,000 $6,000 $9,000


$60,000 $0 $60,000 75 $45,000 $15,000 $6,000 $9,000


$60,000 $0 $60,000 75 $45,000 $15,000 $6,000 $9,000


$60,000 $0 $60,000 75 $45,000 $15,000 $6,000 $9,000


$60,000 $0 $60,000 75 $45,000 $15,000 $6,000 $9,000


$60,000 $0 $60,000 75 $45,000 $15,000 $6,000 $9,000


$60,000 $0 $60,000 75 $45,000 $15,000 $6,000 $9,000


$60,000 $0 $60,000 75 $45,000 $15,000 $6,000 $9,000


$60,000 $0 $60,000 75 $45,000 $15,000 $6,000 $9,000


$60,000 $0 $60,000 75 $45,000 $15,000 $6,000 $9,000


$60,000 $0 $60,000 75 $45,000 $15,000 $6,000 $9,000


$60,000 $0 $60,000 75 $45,000 $15,000 $6,000 $9,000


$60,000 $0 $60,000 75 $45,000 $15,000 $6,000 $9,000


$60,000 $0 $60,000 75 $45,000 $15,000 $6,000 $9,000


$60,000 $0 $60,000 75 $45,000 $15,000 $6,000 $9,000


$60,000 $0 $60,000 75 $45,000 $15,000 $6,000 $9,000

TR12‐0816 (March 2014) Page 27



Proj. No.



Total Net Cost

Existing %Railway



Dev.Residential


Share

40% 60%172 2030 Design Services (External) To acquire engineering data for future projects (i.e.

geotechnical investigations, utility locates, design level testing $60,000 $0 $60,000 75 $45,000 $15,000 $6,000 $9,000


$60,000 $0 $60,000 75 $45,000 $15,000 $6,000 $9,000

174 2015 Digital Ortho Imagery $50,000 $25,000 $25,000 50 $12,500 $12,500 $5,000 $7,500175 2018 Digital Ortho Imagery $50,000 $25,000 $25,000 50 $12,500 $12,500 $5,000 $7,500176 2021 Digital Ortho Imagery $50,000 $25,000 $25,000 50 $12,500 $12,500 $5,000 $7,500177 2024 Digital Ortho Imagery $50,000 $50,000 50 $25,000 $25,000 $10,000 $15,000178 2027 Digital Ortho Imagery $50,000 $50,000 50 $25,000 $25,000 $10,000 $15,000179 2030 Digital Ortho Imagery $50,000 $50,000 50 $25,000 $25,000 $10,000 $15,000180 2014 Miscellaneous Land Miscellaneous land acquisition for road projects $20,000 $0 $20,000 50 $10,000 $10,000 $4,000 $6,000181 2015 Miscellaneous Land Miscellaneous land acquisition for road projects $20,000 $0 $20,000 50 $10,000 $10,000 $4,000 $6,000182 2016 Miscellaneous Land Miscellaneous land acquisition for road projects $20,000 $0 $20,000 50 $10,000 $10,000 $4,000 $6,000183 2017 Miscellaneous Land Miscellaneous land acquisition for road projects $20,000 $0 $20,000 50 $10,000 $10,000 $4,000 $6,000184 2018 Miscellaneous Land Miscellaneous land acquisition for road projects $20,000 $0 $20,000 50 $10,000 $10,000 $4,000 $6,000185 2019 Miscellaneous Land Miscellaneous land acquisition for road projects $20,000 $0 $20,000 50 $10,000 $10,000 $4,000 $6,000186 2020 Miscellaneous Land Miscellaneous land acquisition for road projects $20,000 $0 $20,000 50 $10,000 $10,000 $4,000 $6,000187 2021 Miscellaneous Land Miscellaneous land acquisition for road projects $20,000 $0 $20,000 50 $10,000 $10,000 $4,000 $6,000188 2022 Miscellaneous Land Miscellaneous land acquisition for road projects $20,000 $0 $20,000 50 $10,000 $10,000 $4,000 $6,000189 2023 Miscellaneous Land Miscellaneous land acquisition for road projects $20,000 $0 $20,000 50 $10,000 $10,000 $4,000 $6,000190 2024 Miscellaneous Land Miscellaneous land acquisition for road projects $20,000 $0 $20,000 50 $10,000 $10,000 $4,000 $6,000191 2025 Miscellaneous Land Miscellaneous land acquisition for road projects $20,000 $0 $20,000 50 $10,000 $10,000 $4,000 $6,000192 2026 Miscellaneous Land Miscellaneous land acquisition for road projects $20,000 $0 $20,000 50 $10,000 $10,000 $4,000 $6,000193 2027 Miscellaneous Land Miscellaneous land acquisition for road projects $20,000 $0 $20,000 50 $10,000 $10,000 $4,000 $6,000194 2028 Miscellaneous Land Miscellaneous land acquisition for road projects $20,000 $0 $20,000 50 $10,000 $10,000 $4,000 $6,000195 2029 Miscellaneous Land Miscellaneous land acquisition for road projects $20,000 $0 $20,000 50 $10,000 $10,000 $4,000 $6,000196 2030 Miscellaneous Land Miscellaneous land acquisition for road projects $20,000 $0 $20,000 50 $10,000 $10,000 $4,000 $6,000197 2031 Miscellaneous Land Miscellaneous land acquisition for road projects $20,000 $0 $20,000 50 $10,000 $10,000 $4,000 $6,000198 2014 Safety Review and Related Improvements $75,000 $0 $75,000 50 $37,500 $37,500 $15,000 $22,500199 2015 Safety Review and Related Improvements $75,000 $0 $75,000 50 $37,500 $37,500 $15,000 $22,500200 2016 Safety Review and Related Improvements $75,000 $0 $75,000 50 $37,500 $37,500 $15,000 $22,500201 2017 Safety Review and Related Improvements $75,000 $0 $75,000 50 $37,500 $37,500 $15,000 $22,500202 2018 Safety Review and Related Improvements $75,000 $0 $75,000 50 $37,500 $37,500 $15,000 $22,500203 2019 Safety Review and Related Improvements $75,000 $0 $75,000 50 $37,500 $37,500 $15,000 $22,500204 2020 Safety Review and Related Improvements $75,000 $0 $75,000 50 $37,500 $37,500 $15,000 $22,500205 2021 Safety Review and Related Improvements $75,000 $0 $75,000 50 $37,500 $37,500 $15,000 $22,500206 2022 Safety Review and Related Improvements $75,000 $0 $75,000 50 $37,500 $37,500 $15,000 $22,500207 2023 Safety Review and Related Improvements $75,000 $0 $75,000 50 $37,500 $37,500 $15,000 $22,500208 2024 Safety Review and Related Improvements $75,000 $0 $75,000 50 $37,500 $37,500 $15,000 $22,500209 2025 Safety Review and Related Improvements $75,000 $0 $75,000 50 $37,500 $37,500 $15,000 $22,500210 2026 Safety Review and Related Improvements $75,000 $0 $75,000 50 $37,500 $37,500 $15,000 $22,500211 2027 Safety Review and Related Improvements $75,000 $0 $75,000 50 $37,500 $37,500 $15,000 $22,500212 2028 Safety Review and Related Improvements $75,000 $0 $75,000 50 $37,500 $37,500 $15,000 $22,500213 2029 Safety Review and Related Improvements $75,000 $0 $75,000 50 $37,500 $37,500 $15,000 $22,500214 2030 Safety Review and Related Improvements $75,000 $0 $75,000 50 $37,500 $37,500 $15,000 $22,500215 2031 Safety Review and Related Improvements $75,000 $0 $75,000 50 $37,500 $37,500 $15,000 $22,500216 2020 Transportation Master Plan $150,000 $0 $150,000 60 $90,000 $60,000 $24,000 $36,000

SUBTOTAL $4,140,000 $75,000 $4,065,000 $0 $2,317,500 $1,747,500 $699,000 $1,048,500

TOTAL $155,550,000 $34,825,251 $120,724,749 $11,132,133 $24,780,802 $84,811,814 $33,924,726 $50,887,089

TR12‐0816 (March 2014) Page 28

ATTACHMENT A


Capacity ‐ Screenline AnalysisScenario: 6010 31005 31006Network: 2006 Base Calibrated Network 2031 Planned Network 2031 Planned Network

Transit Trend Transit Trend Travel Demand Moderate Growth in Alternative Transp.

SL # Description PM Total V/C PM Total V/C PM Total V/CVol Cap Ratio Vol Cap Ratio Vol Cap Ratio

16 North of Britannia Road ‐ NorthboundCedar Springs Road North of Britannia Road 83 750 0.11 130 750 0.17 126 750 0.17Guelph Line North of Britannia Road 316 950 0.33 341 950 0.36 365 950 0.38Walkers Line North of Britannia Road 261 850 0.31 293 850 0.34 334 850 0.39Appleby Line North of Britannia Road 279 850 0.33 348 850 0.41 282 850 0.33

939 3400 0.28 1112 3400 0.33 1107 3400 0.33

16 North of Britannia Road ‐ SouthboundCedar Springs Road North of Britannia Road 43 750 0.06 81 750 0.11 83 750 0.11Guelph Line North of Britannia Road 206 950 0.22 304 950 0.32 320 950 0.34Walkers Line North of Britannia Road 221 850 0.26 238 850 0.28 237 850 0.28Appleby Line North of Britannia Road 230 850 0.27 278 850 0.33 237 850 0.28

700 3400 0.21 901 3400 0.27 877 3400 0.26

17 North of Dundas Street ‐ NorthboundCedar Springs Road North of Dundas Street 476 600 0.79 431 600 0.72 447 600 0.75Guelph Line North of Dundas Street 292 700 0.42 333 700 0.48 335 700 0.48

768 1300 0.59 764 1300 0.59 782 1300 0.6017 North of Dundas Street ‐ Southbound

Cedar Springs Road North of Dundas Street 413 600 0.69 291 600 0.49 344 600 0.57Guelph Line North of Dundas Street 234 700 0.33 278 700 0.40 298 700 0.43

647 1300 0.50 569 1300 0.44 642 1300 0.49

18 North of Dundas Street ‐ NorthboundWalkers Line North of Dundas Street 489 700 0.70 738 1400 0.53 712 1400 0.51Appleby Line North of Dundas Street 567 1700 0.33 1015 2550 0.40 962 2550 0.38

1056 2400 0.44 1753 3950 0.44 1674 3950 0.4218 North of Dundas Street ‐ Southbound

Walkers Line North of Dundas Street 464 700 0.66 752 1400 0.54 804 1400 0.57Appleby Line North of Dundas Street 893 1700 0.53 968 2550 0.38 941 2550 0.37

1357 2400 0.57 1720 3950 0.44 1745 3950 0.44

19 South of Dundas Street ‐ NorthboundBrant Street South of Dundas Street (HOV Lanes) 51 850 0.06 8 850 0.01Brant Street South of Dundas Street (GP Lanes) 1050 1700 0.62 958 1700 0.56 905 1700 0.53Guelph Line South of Dundas Street 759 1700 0.45 1164 2550 0.46 1218 2550 0.48

1809 3400 0.53 2173 5100 0.43 2131 5100 0.42

19 South of Dundas Street ‐ SouthboundBrant Street South of Dundas Street (HOV Lanes) 25 850 0.03 21 850 0.02Brant Street South of Dundas Street (GP Lanes) 718 1700 0.42 711 1700 0.42 693 1700 0.41Guelph Line South of Dundas Street 1044 1700 0.61 1104 2550 0.43 1142 2550 0.45

1762 3400 0.52 1840 5100 0.36 1856 5100 0.36

20 South of Dundas Street ‐ NorthboundWalkers Line South of Dundas Street 654 1700 0.38 826 1700 0.49 814 1700 0.48Appleby Line South of Dundas Street 877 1700 0.52 1677 2550 0.66 1642 2550 0.64

1531 3400 0.45 2503 4250 0.59 2456 4250 0.58

20 South of Dundas Street ‐ SouthboundWalkers Line South of Dundas Street 815 1700 0.48 891 1700 0.52 878 1700 0.52Appleby Line South of Dundas Street 1158 1700 0.68 1475 2550 0.58 1412 2550 0.55

1973 3400 0.58 2366 4250 0.56 2290 4250 0.54

21 North of Upper Middle Road ‐ NorthboundBrant Street North of Upper Middle Road (HOV Lanes) 101 850 0.12 77 850 0.09Brant Street North of Upper Middle Road (GP L 917 1700 0.54 835 1700 0.49 769 1700 0.45Guelph Line North of Upper Middle Road 1195 1700 0.70 1607 2550 0.63 1654 2550 0.65

2112 3400 0.62 2543 5100 0.50 2500 5100 0.49

21 North of Upper Middle Road ‐ SouthboundBrant Street North of Upper Middle Road (HOV Lanes) 25 850 0.03 21 850 0.02Brant Street North of Upper Middle Road (GP L 564 1700 0.33 550 1700 0.32 554 1700 0.33Guelph Line North of Upper Middle Road 1141 1700 0.67 1201 2550 0.47 1256 2550 0.49

1705 3400 0.50 1776 5100 0.35 1831 5100 0.36

22 North of Upper Middle Road ‐ NorthboundWalkers Line North of Upper Middle Road 1261 1700 0.74 1433 1700 0.84 1414 1700 0.83Appleby Line North of Upper Middle Road 1349 1700 0.79 2111 2550 0.83 2081 2550 0.82

2610 3400 0.77 3544 4250 0.83 3495 4250 0.82

22 North of Upper Middle Road ‐ SouthboundWalkers Line North of Upper Middle Road 993 1700 0.58 1144 1700 0.67 1135 1700 0.67Appleby Line North of Upper Middle Road 1282 1700 0.75 1554 2550 0.61 1486 2550 0.58

2275 3400 0.67 2698 4250 0.63 2621 4250 0.62

Page A‐1


Scenario: 6010 31005 31006Network: 2006 Base Calibrated Network 2031 Planned Network 2031 Planned Network



23 North of Hwy 403‐QEW ‐ NorthboundHighway 6 North of Highway 403 1956 2400 0.82 3395 3600 0.94 3120 3600 0.87Plains Road North of Hillsdale Avenue 294 700 0.42 228 700 0.33 178 700 0.25Waterdown Road North of North Service Road 646 850 0.76 1471 1700 0.87 1297 1700 0.76

2896 3950 0.73 5094 6000 0.85 4595 6000 0.77

23 North of Hwy 403‐QEW ‐ SouthboundHighway 6 North of Highway 403 2369 2400 0.99 2876 3600 0.80 2887 3600 0.80Plains Road North of Hillsdale Avenue 223 700 0.32 38 700 0.05 32 700 0.05Waterdown Road North of North Service Road 424 850 0.50 768 1700 0.45 560 1700 0.33

3016 3950 0.76 3682 6000 0.61 3479 6000 0.58

24 North of Hwy 403‐QEW ‐ NorthboundBrant Street North of QEW 1774 2550 0.70 1915 2550 0.75 1820 2550 0.71Guelph Line North of QEW 2703 2550 1.06 2831 2550 1.11 2930 2550 1.15

4477 5100 0.88 4746 5100 0.93 4750 5100 0.93

24 North of Hwy 403‐QEW ‐ SouthboundBrant Street North of QEW 1610 2550 0.63 1750 2550 0.69 1765 2550 0.69Guelph Line North of QEW 2730 2550 1.07 2775 2550 1.09 2762 2550 1.08

4340 5100 0.85 4525 5100 0.89 4527 5100 0.89

25 North of Hwy 403‐QEW ‐ NorthboundWalkers Line North of QEW 2113 2550 0.83 2057 2550 0.81 2093 2550 0.82Appleby Line North of QEW 1364 1700 0.80 1841 2550 0.72 1789 2550 0.70Burloak Drive North of QEW 869 1900 0.46 1686 2850 0.59 1737 2850 0.61

4346 6150 0.71 5584 7950 0.70 5619 7950 0.71

25 North of Hwy 403‐QEW ‐ SouthboundWalkers Line North of QEW 1973 2550 0.77 2095 2550 0.82 2164 2550 0.85Appleby Line North of QEW 1281 1700 0.75 1872 2550 0.73 1770 2550 0.69Burloak Drive North of QEW 630 1900 0.33 1021 2850 0.36 1077 2850 0.38

3884 6150 0.63 4988 7950 0.63 5011 7950 0.63

26 CNR ‐ NorthboundWaterdown Road at CNR 496 800 0.62 784 1600 0.49 853 1600 0.53King Road at CNR 538 850 0.63 435 850 0.51 445 850 0.52

1034 1650 0.63 1219 2450 0.50 1298 2450 0.53

26 CNR ‐ SouthboundWaterdown Road at CNR 496 800 0.62 942 1600 0.59 959 1600 0.60King Road at CNR 478 850 0.56 624 850 0.73 605 850 0.71

974 1650 0.59 1566 2450 0.64 1564 2450 0.64

27 CNR ‐ NorthboundBrant Street at CNR 808 2550 0.32 1225 2550 0.48 1104 2550 0.43Guelph Line at CNR 1807 2550 0.71 1744 2550 0.68 1861 2550 0.73

2615 5100 0.51 2969 5100 0.58 2965 5100 0.58

27 CNR ‐ SouthboundBrant Street at CNR 958 2550 0.38 1332 2550 0.52 1209 2550 0.47Guelph Line at CNR 1924 2550 0.75 2117 2550 0.83 2017 2550 0.79

2882 5100 0.57 3449 5100 0.68 3226 5100 0.63

28 CNR ‐ NorthboundWalkers Line at CNR 1423 2550 0.56 1393 2550 0.55 1467 2550 0.58Appleby Line at CNR 623 1700 0.37 1078 2550 0.42 1068 2550 0.42Burloak Drive at CNR 931 1900 0.49 1234 1700 0.73 1268 1700 0.75

2977 6150 0.48 3705 6800 0.54 3803 6800 0.56

28 CNR ‐ SouthboundWalkers Line at CNR 1704 2550 0.67 1891 2550 0.74 1910 2550 0.75Appleby Line at CNR 1194 1700 0.70 1953 2550 0.77 1864 2550 0.73Burloak Drive at CNR 1328 1900 0.70 1478 1700 0.87 1440 1700 0.85

4226 6150 0.69 5322 6800 0.78 5214 6800 0.77

29 Skyway ‐ NorthboundQEW North of Skyway Bridge 3686 7200 0.51 4623 7200 0.64 4146 7200 0.58Beach Boulevard North of Liftbridge 164 850 0.19 366 850 0.43 377 850 0.44

3850 8050 0.48 4989 8050 0.62 4523 8050 0.56

29 Skyway ‐ SouthboundQEW North of Skyway Bridge 6781 7200 0.94 7048 7200 0.98 6628 7200 0.92Beach Boulevard North of Liftbridge 159 850 0.19 409 850 0.48 217 850 0.26

6940 8050 0.86 7457 8050 0.93 6845 8050 0.85

Page A‐2





4 East of Highway 6 ‐ EastboundDundas Street East of Highway 6 1619 1700 0.95 2224 1700 1.31 1989 1700 1.17Highway 403 East of Highway 6 4804 4950 0.97 6381 6600 0.97 6182 6600 0.94Plains Road East of Highway 6 446 1700 0.26 340 1700 0.20 260 1700 0.15

6869 8350 0.82 8945 10000 0.89 8431 10000 0.84

4 East of Highway 6 ‐ WestboundDundas Street East of Highway 6 2307 1700 1.36 1572 1700 0.92 1378 1700 0.81Highway 403 East of Highway 6 5246 4950 1.06 7008 6600 1.06 6812 6600 1.03Plains Road East of Highway 6 1248 1700 0.73 1041 1700 0.61 887 1700 0.52

8801 8350 1.05 9621 10000 0.96 9077 10000 0.91

1 East of Burlington West Boundary (Rural) ‐ EastboundDerry Road East of Halton West Border 87 500 0.17 268 500 0.54 263 500 0.53Kilbride Street East of Halton West Border 3 400 0.01 20 400 0.05 17 400 0.04Britannia Road East of Halton West Border 64 400 0.16 67 400 0.17 57 400 0.141 Side Road East of Halton West Border 4 500 0.01 12 500 0.02 6 500 0.01

158 1800 0.09 367 1800 0.20 343 1800 0.19

1 East of Burlington West Boundary (Rural) ‐ WestboundDerry Road East of Halton West Border 333 500 0.67 326 500 0.65 317 500 0.63Kilbride Street East of Halton West Border 44 400 0.11 42 400 0.11 32 400 0.08Britannia Road East of Halton West Border 213 400 0.53 157 400 0.39 131 400 0.331 Side Road East of Halton West Border 112 500 0.22 86 500 0.17 25 500 0.05

702 1800 0.39 611 1800 0.34 505 1800 0.28

5 East of King ‐ EastboundDundas Street East of Kerns Road 1188 1800 0.66 1673 1800 0.93 1593 1800 0.89North Service Road East of King Road 672 850 0.79 804 850 0.95 710 850 0.84Highway 403 West of QEW/Highway 407 ETR 4512 4950 0.91 7240 7200 1.01 7094 7200 0.99Plains Road East of King Road 1025 1900 0.54 1157 1900 0.61 1135 1900 0.60

7397 9500 0.78 10874 11750 0.93 10532 11750 0.90

5 East of King ‐ WestboundDundas Street East of Kerns Road 2152 1800 1.20 1968 1800 1.09 1908 1800 1.06North Service Road East of King Road 1017 850 1.20 1146 850 1.35 922 850 1.08Highway 403 West of QEW/Highway 407 ETR 4933 4950 1.00 8125 7200 1.13 8104 7200 1.13Plains Road East of King Road 1753 1900 0.92 1541 1900 0.81 1473 1900 0.78

9855 9500 1.04 12780 11750 1.09 12407 11750 1.06

6 East of Brant ‐ EastboundDundas Street East of Brant Street 906 1800 0.50 1162 1800 0.65 1134 1800 0.63Upper Middle Road east of Brant Street 629 1700 0.37 737 1700 0.43 690 1700 0.41Highway 407 ETR East of Brant Street 1403 5400 0.26 2743 5400 0.51 2511 5400 0.47

2938 8900 0.33 4642 8900 0.52 4335 8900 0.49

6 East of Brant ‐ WestboundDundas Street East of Brant Street 1610 1800 0.89 1333 1800 0.74 1363 1800 0.76Upper Middle Road east of Brant Street 887 1700 0.52 872 1700 0.51 775 1700 0.46Highway 407 ETR East of Brant Street 2731 5400 0.51 3354 5400 0.62 3379 5400 0.63

5228 8900 0.59 5559 8900 0.62 5517 8900 0.62

7 East of Brant ‐ EastboundNorth Service Road East of Brant Street 860 1500 0.57 1085 1500 0.72 1080 1500 0.72QEW East of Brant Street (HOV Lanes) 1506 1600 0.94 1515 1600 0.95QEW East of Brant Street (GP Lanes) 5509 5400 1.02 5834 5400 1.08 5663 5400 1.05Plains Road East of Brant Street 162 1700 0.10 500 1700 0.29 633 1700 0.37Fairview Street East of Brant Street 1202 1700 0.71 1450 1700 0.85 1504 1700 0.88James Street East of Brant Street 258 500 0.52 328 500 0.66 329 500 0.66Lakeshore Road East of Brant Street 778 950 0.82 840 950 0.88 849 950 0.89

8769 11750 0.75 11543 13350 0.86 11573 13350 0.87

7 East of Brant ‐ WestboundNorth Service Road East of Brant Street 1517 1500 1.01 1416 1500 0.94 1379 1500 0.92QEW East of Brant Street (HOV Lanes) 1534 1600 0.96 1535 1600 0.96QEW East of Brant Street (GP Lanes) 5735 5400 1.06 6366 5400 1.18 6168 5400 1.14Plains Road East of Brant Street 1374 1700 0.81 1530 1700 0.90 1237 1700 0.73Fairview Street East of Brant Street 1930 1700 1.14 1780 1700 1.05 1678 1700 0.99James Street East of Brant Street 282 500 0.56 233 500 0.47 248 500 0.50Lakeshore Road East of Brant Street 1062 950 1.12 1046 950 1.10 981 950 1.03

11900 11750 1.01 13905 13350 1.04 13226 13350 0.99

8 East of Guelph ‐ EastboundDundas Street East of Guelph Line 972 1800 0.54 1553 1800 0.86 1546 1800 0.86Highway 407 ETR East of Guelph Line 1403 5400 0.26 2743 5400 0.51 2511 5400 0.47Upper Middle Road east of Guelph Line 933 1700 0.55 1018 1700 0.60 1030 1700 0.61Mainway East of Guelph Line 246 1700 0.14 419 1700 0.25 419 1700 0.25

3554 10600 0.34 5733 10600 0.54 5506 10600 0.52

8 East of Guelph ‐ WestboundDundas Street East of Guelph Line 2193 1800 1.22 1862 1800 1.03 1891 1800 1.05Highway 407 ETR East of Guelph Line 2731 5400 0.51 3354 5400 0.62 3379 5400 0.63Upper Middle Road east of Guelph Line 1219 1700 0.72 1215 1700 0.71 1212 1700 0.71Mainway East of Guelph Line 1239 1700 0.73 1274 1700 0.75 1167 1700 0.69

7382 10600 0.70 7705 10600 0.73 7649 10600 0.72

Page A‐3





9 East of Guelph ‐ EastboundNorth Service Road East of Guelph Line 267 750 0.36 321 750 0.43 309 750 0.41QEW East of Guelph Line (HOV Lanes) 1428 1600 0.89 1524 1600 0.95QEW East of Guelph Line (GP Lanes) 5544 5400 1.03 6046 5400 1.12 5876 5400 1.09Harvester Road East of Guelph Line 84 1700 0.05 209 1700 0.12 327 1700 0.19Fairview Street East of Guelph Line 1171 1700 0.69 1261 1700 0.74 1308 1700 0.77New Street East of Guelph Line 457 1500 0.30 682 1500 0.45 679 1500 0.45Lakeshore Road East of Guelph Line 697 950 0.73 661 950 0.70 667 950 0.70

8220 12000 0.69 10608 13600 0.78 10690 13600 0.79

9 East of Guelph ‐ WestboundNorth Service Road East of Guelph Street 658 750 0.88 686 750 0.91 633 750 0.84QEW East of Guelph Street (HOV Lanes) 1519 1600 0.95 1597 1600 1.00QEW East of Guelph Street (GP Lanes) 5530 5400 1.02 6386 5400 1.18 6282 5400 1.16Harvester Road East of Guelph Street 1347 1700 0.79 1560 1700 0.92 1522 1700 0.90Fairview Street East of Guelph Street 1547 1700 0.91 1294 1700 0.76 1290 1700 0.76New Street East of Guelph Street 715 1500 0.48 723 1500 0.48 738 1500 0.49Lakeshore Road East of Guelph Street 991 950 1.04 688 950 0.72 710 950 0.75

10788 12000 0.90 12856 13600 0.95 12772 13600 0.94

2 West of Walkers Line (Rural) ‐ EastboundDerry Road West of Walkers Line 406 950 0.43 607 950 0.64 597 950 0.63Britannia Road West of Walkers Line 139 600 0.23 335 600 0.56 356 600 0.591 Side Road West of Walkers Line 16 500 0.03 17 500 0.03 14 500 0.03

561 2050 0.27 959 2050 0.47 967 2050 0.47

2 West of Walkers Line (Rural) ‐ WestboundDerry Road West of Walkers Line 705 950 0.74 753 950 0.79 729 950 0.77Britannia Road West of Walkers Line 363 600 0.61 419 600 0.70 421 600 0.701 Side Road West of Walkers Line 148 500 0.30 76 500 0.15 67 500 0.13

1216 2050 0.59 1248 2050 0.61 1217 2050 0.59

10 West of Walkers Line ‐ EastboundHighway 407 ETR West of Walkers Line 813 5400 0.15 2737 5400 0.51 2508 5400 0.46Dundas Street West of Walkers Line 1372 1800 0.76 1418 1800 0.79 1405 1800 0.78Upper Middle Road West of Walkers Line 791 1700 0.47 922 1700 0.54 947 1700 0.56Mainway West of Walkers Line 375 1700 0.22 593 1700 0.35 590 1700 0.35

3351 10600 0.32 5670 10600 0.53 5450 10600 0.51

10 West of Walkers Line ‐ WestboundHighway 407 ETR West of Walkers Line 3242 5400 0.60 3558 5400 0.66 3615 5400 0.67Dundas Street West of Walkers Line 1592 1800 0.88 1432 1800 0.80 1460 1800 0.81Upper Middle Road West of Walkers Line 1377 1700 0.81 1323 1700 0.78 1333 1700 0.78Mainway West of Walkers Line 859 1700 0.51 884 1700 0.52 796 1700 0.47

7070 10600 0.67 7197 10600 0.68 7204 10600 0.68

11 West of Walkers Line ‐ EastboundNorth Service Road East of Walkers Line 392 750 0.52 532 750 0.71 516 750 0.69QEW West of Walkers Line (HOV Lanes) 1428 1600 0.89 1524 1600 0.95QEW West of Walkers Line (GP Lanes) 5544 5100 1.09 6046 5400 1.12 5876 5400 1.09Harverster Road West of Walkers Line 477 1700 0.28 810 1700 0.48 952 1700 0.56Fairview Street West of Walkers Line 1374 1700 0.81 1437 1700 0.85 1488 1700 0.88New Street West of Walkers Line 427 1500 0.28 649 1500 0.43 656 1500 0.44Lakeshore Road West of Walkers Line 673 1425 0.47 619 950 0.65 636 950 0.67

8887 12175 0.73 11521 13600 0.85 11648 13600 0.86

11 West of Walkers Line ‐ WestboundNorth Service Road East of Walkers Line 477 750 0.64 475 750 0.63 449 750 0.60QEW West of Walkers Line (HOV Lanes) 1519 1600 0.95 1597 1600 1.00QEW West of Walkers Line (GP Lanes) 5530 5100 1.08 6386 5400 1.18 6282 5400 1.16Harverster Road West of Walkers Line 992 1700 0.58 908 1700 0.53 893 1700 0.53Fairview Street West of Walkers Line 1676 1700 0.99 1567 1700 0.92 1539 1700 0.91New Street West of Walkers Line 786 1500 0.52 800 1500 0.53 837 1500 0.56Lakeshore Road West of Walkers Line 1025 1425 0.72 622 950 0.65 635 950 0.67

10486 12175 0.86 12277 13600 0.90 12232 13600 0.90

12 West of Appleby ‐ EastboundHighway 407 west of Appleby Line 812 5400 0.15 2737 5400 0.51 2508 5400 0.46Dundas Street West of Appleby Line 1008 1800 0.56 692 1800 0.38 678 1800 0.38Upper Middle Road West of Appleby Line 771 1700 0.45 919 1700 0.54 942 1700 0.55Mainway West of Appleby Line 517 1700 0.30 734 1700 0.43 807 1700 0.47

3108 10600 0.29 5082 10600 0.48 4935 10600 0.47

12 West of Appleby ‐ WestboundHighway 407 west of Appleby Line 3242 5400 0.60 3558 5400 0.66 3615 5400 0.67Dundas Street West of Appleby Line 1597 1800 0.89 1166 1800 0.65 1179 1800 0.66Upper Middle Road West of Appleby Line 1035 1700 0.61 1568 1700 0.92 1608 1700 0.95Mainway West of Appleby Line 921 1700 0.54 771 1700 0.45 807 1700 0.47

6795 10600 0.64 7063 10600 0.67 7209 10600 0.68

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13 West of Appleby ‐ EastboundNorth Service Road West of Appleby Line 193 750 0.26 243 750 0.32 256 750 0.34QEW West of Appleby Line (HOV Lanes) 1531 1600 0.96 1534 1600 0.96QEW West of Appleby Line (GP Lanes) 5427 5400 1.01 5854 5400 1.08 5695 5400 1.05Harvester Road West of Appleby Line 679 1700 0.40 941 1700 0.55 1014 1700 0.60Fairview Street West of Appleby Line 694 1700 0.41 785 1700 0.46 866 1700 0.51New Street West of Appleby Line 565 1500 0.38 798 1500 0.53 807 1500 0.54Lakeshore Road West of Appleby Line 542 950 0.57 553 950 0.58 568 950 0.60

8100 12000 0.68 10705 13600 0.79 10740 13600 0.79

13 West of Appleby ‐ WestboundNorth Service Road West of Appleby Line 499 750 0.67 473 750 0.63 444 750 0.59QEW West of Appleby Line (HOV Lanes) 1497 1600 0.94 1530 1600 0.96QEW West of Appleby Line (GP Lanes) 5352 5400 0.99 6096 5400 1.13 5865 5400 1.09Harvester Road West of Appleby Line 1064 1700 0.63 1085 1700 0.64 1059 1700 0.62Fairview Street West of Appleby Line 1031 1700 0.61 998 1700 0.59 1034 1700 0.61New Street West of Appleby Line 883 1500 0.59 824 1500 0.55 832 1500 0.55Lakeshore Road West of Appleby Line 892 950 0.94 527 950 0.55 528 950 0.56

9721 12000 0.81 11500 13600 0.85 11292 13600 0.83

14 West of Tremaine‐Burloak ‐ EastboundHighway 407 ETR West of Tremaine Road 859 5400 0.16 3222 5400 0.60 2962 5400 0.55Dundas Street West of Tremaine Road 1446 2400 0.60 1640 2400 0.68 1640 2400 0.68Upper Middle Road East of Blue Spruce Avenue 331 700 0.47 691 2550 0.27 683 2550 0.27Mainway West of Burloak Drive 110 1700 0.06 216 1700 0.13 231 1700 0.14

2746 10200 0.27 5769 12050 0.48 5516 12050 0.46

14 West of Tremaine‐Burloak ‐ WestboundHighway 407 ETR West of Tremaine Road 4086 5400 0.76 4082 5400 0.76 4101 5400 0.76Dundas Street West of Tremaine Road 2147 2400 0.89 1831 2400 0.76 1827 2400 0.76Upper Middle Road East of Blue Spruce Avenue 729 700 1.04 1545 2550 0.61 1570 2550 0.62Mainway West of Burloak Drive 145 1700 0.09 327 1700 0.19 311 1700 0.18

7107 10200 0.70 7785 12050 0.65 7809 12050 0.65

15 West of Burloak ‐ EastboundNorth Service Road West of Burloak Drive 199 750 0.27 294 750 0.39 282 750 0.38QEW West of Burloak Drive (HOV Lanes) 1411 1600 0.88 1454 1600 0.91QEW West of Burloak Drive (GP Lanes) 5158 5100 1.01 5482 5400 1.02 5362 5400 0.99Harvester Road West of Burloak Drive 552 1700 0.32 866 1700 0.51 781 1700 0.46New Street West of Burloak Drive 623 1500 0.42 832 1500 0.55 844 1500 0.56Lakeshore Road West of Burloak Drive 317 1425 0.22 311 950 0.33 317 950 0.33

6849 10475 0.65 9196 11900 0.77 9040 11900 0.76

15 West of Burloak ‐ WestboundNorth Service Road West of Burloak Drive 62 750 0.08 58 750 0.08 66 750 0.09QEW West of Burloak Drive (HOV Lanes) 1377 1600 0.86 1396 1600 0.87QEW West of Burloak Drive (GP Lanes) 5043 5100 0.99 5618 5400 1.04 5412 5400 1.00Harvester Road West of Burloak Drive 315 1700 0.19 692 1700 0.41 519 1700 0.31New Street West of Burloak Drive 932 1500 0.62 828 1500 0.55 825 1500 0.55Lakeshore Road West of Burloak Drive 798 1425 0.56 395 950 0.42 364 950 0.38

7150 10475 0.68 8968 11900 0.75 8582 11900 0.72

3 West of Burlington East Boundary (Rural) ‐ EastboundDerry Road West of Burlington East Border 619 950 0.65 805 950 0.85 797 950 0.84Britannia Road West of Burlington East Border 414 600 0.69 579 850 0.68 593 850 0.70

1033 1550 0.67 1384 1800 0.77 1390 1800 0.77

3 West of Burlington East Boundary (Rural) ‐ WestboundDerry Road West of Burlington East Border 801 950 0.84 856 950 0.90 809 950 0.85Britannia Road West of Burlington East Border 456 600 0.76 672 850 0.79 719 850 0.85

1257 1550 0.81 1528 1800 0.85 1528 1800 0.85

All screenlines 247,699 378,800 0.65 309,158 430,000 0.72 302,748 430,000 0.70

East‐West Screenlines ‐ Peak Direction 105,458 132,550 0.80 120,831 146,200 0.83 118,684 146,200 0.81

North‐South Screenlines ‐ Peak Direction 38,489 56,850 0.68 47,610 68,800 0.69 46,029 68,800 0.67

Note: v/c ratios ≥ 0.80 shown in yellow and v/c ratios ≥ 0.90 shown in red.

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City of Burlington · 2015-01-22 · City of Burlington Development Charge Background Study Final...

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