TRAIN AVENUE & YONGE STREET DEVELOPMENTSTrain Avenue & Yonge Street Developments Traffic Impact...

TRAIN AVENUE & YONGE STREET DEVELOPMENTS Village of Elmvale

Traffic Impact Study

prepared by: prepared for

C.C. Tatham & Associates Ltd. 8 Barron Drive Bracebridge, ON P1L 0A1 Tel: (705) 645-7756 Fax: (705) 645-8159 [email protected]

Daycore Venture Group Inc. & Bill Hatton

March 16, 2017

CCTA File 416428

Table of Contents

1 Introduction 1

2 Existing Conditions 2

2.1 Road Network 2

2.2 Existing Traffic Volumes 3

2.3 Existing Traffic Operations 3

3 Future Background Conditions 6

3.1 Road Network 6

3.2 Background Traffic Volumes 6

3.3 Background Traffic Operations 9

4 Proposed Development 11

4.1 Proposed Land-use 11

4.2 Development Phasing 12

4.3 Site Access 12

4.4 Parking 12

4.5 Site Traffic 13

5 Transportation Impacts 18

5.1 Future Traffic Volumes 18

5.2 Future Traffic Operations 18

5.3 Turn Lane Requirements 21

5.4 Sight Line Analysis 22

5.5 School Zone 22

6 Summary 23

Appendices Appendix A: Traffic Counts

Appendix B: Existing Operations

Appendix C: Future Background Operations

Appendix D: Future Total Operations

Appendix E: MTO Left Turn Warrant Graphs

List of Tables Table 1: Intersection Operations – 2017 Conditions 4

Table 2: Road Section Operations – 2017 Conditions 4

Table 3: Background Development – Trip Generation Rates 7

Table 4: Background Development – Trip Estimates 8

Table 5: Intersection Operations – 2021 Background Conditions 9



Table 8: Intersection Operations – 2031 Background Conditions (with improvements) 10

Table 9: Road Section Operations – 2031 Background Conditions 10

Table 10: Parking Supply 13

Table 11: Trip Generation Rates – Commercial Uses 14

Table 12: Trip Generation Rates 15

Table 13: Trip Estimates 15

Table 14: Pass-by & New Trips 16

Table 15: Intersection Operations – 2021 Total Conditions 19



Table 18: Road Section Operations – 2031 Total Conditions 20

List of Figures Figure 1: Site Location 25

Figure 2: Area Road Network 26

Figure 3: 2017 Traffic Volumes 27

Figure 4: Background Development Map 28

Figure 5: Background Development Volumes 29

Figure 6: 2021 Background Traffic Volumes 30



Figure 9: Concept Site Plan – Residential Development 33

Figure 10: Concept Site Plan - Commercial Development 34

Figure 11: Site Traffic – Pass-by Trips 35

Figure 12: Site Traffic – New Trips 36

Figure 13: Site Traffic – Total Trips 37

Figure 14: 2021 Total Traffic Volumes 38



Train Avenue & Yonge Street Developments Traffic Impact Study

Page 1 March 16, 2017

1 Introduction

C.C. Tatham & Associates was retained jointly by Daycore Venture Group Inc. and Bill Hatton to address the traffic impacts associated with their respective residential and commercial developments to be located in the Village of Elmvale, within the Township of Springwater. The location of the development sites and the immediate area road network are illustrated in Figure 1.

The purpose of this study is to address the requirements of the Township and County with respect to the potential transportation impacts of the development on the local road network. In particular, the following will be discussed:

the operations of the road system through the study area prior to the proposed development;

an estimation of the growth in the traffic volumes not otherwise attributed to the development (i.e. from overall growth in the area and/or other developments);

an estimation of the number of new trips the proposed development is likely to generate;

the operations of the study area road system upon completion of the development; and

the resulting impacts and need for mitigating measures (if required) to ensure acceptable overall road operations.

Chapter 2 of this report addresses the existing conditions, detailing the road system and corresponding traffic operations. Chapter 3 addresses future conditions, prior to the completion of the proposed development, and will address the expected growth in the traffic levels and the resulting operating conditions. Chapters 4 and 5 address the proposed development, the ensuing vehicle trips that it will generate, and the associated impacts on the road system. Lastly, Chapter 6 summarizes the report and the key findings.



2 Existing Conditions

This chapter will describe the road network, traffic volumes and operations for the existing conditions.

2.1 Road Network

The road network to be addressed by this study consists of Yonge Street/County Road 27, Train Avenue East and their respective intersection. The intersection of Yonge Street with the access to the existing Tim Hortons establishment south of Train Avenue West has also been reviewed.

Photographs of the road system are provided in Figure 2.

2.1.1 Road Network

As per the Township of Springwater Official Plan, Yonge Street is a north-south arterial road under the jurisdiction of the Township of Springwater. Approximately 80 metres south of Train Avenue East, Yonge Street transitions to County Road 27 and is under the jurisdiction of the County of Simcoe. As per the Official Plan of the County of Simcoe, County Road 27 is a primary arterial road. For the purpose of this study, the functional classification of Yonge Street/County Road 27 is considered to be consistent throughout the study area. Within the Elmvale settlement area the road has a two-lane urban cross-section (i.e. curb and gutter) with a paved width of 14.0 metres, providing one-lane of traffic per direction and 3.0 metre paved shoulders on both sides of the road. To the south of the Elmvale settlement limits, the road transitions to a rural cross-section (gravel shoulders and open ditches) with a narrower paved platform. The road has a posted speed limit of 70 km/h speed limit to the south, which reduces to 50 km/h limit upon entering Elmvale. As an arterial road, Yonge Street/County Road 27 has an assumed planning capacity in the order of 900 to 1,100 vehicles per hour per lane (vphpl). In considering the built-up area of Elmvale, the lower capacity threshold of 900 vehicles per hour has been assumed. The road is straight and flat through the study area.

Train Avenue East is a local road that serves existing residential development to the east of Yonge Street. The road has a two-lane urban cross-section and a reduced speed limit of 40 km/h (the road is within a school zone). As a local road, Train Avenue East has an assumed planning capacity of 400 vphpl.

Train Avenue West is currently an unopened road allowance with a 20 metre right-of-way width. Train Avenue West will be constructed as a two lane local road to serve the proposed development.

2.1.2 Key Intersections

The intersection of Yonge Street with Train Avenue East is a 3-leg ‘T’ intersection with stop control on Train Avenue East. The east approach (Train Avenue East) consists of a single shared left/right turn



lane. The south approach consists of a shared through/right turn lane, whereas the north approach consists of a shared left/through lane.

The intersection of Yonge Street with the Tim Hortons access is a 3-leg ‘T’ intersection with stop control on the commercial access. The west approach (Tim Hortons access) consists of a single shared left/right turn lane. The north approach consists of a shared through/right turn lane, whereas the south approach consists of a shared left/through lane.

2.2 Existing Traffic Volumes

To determine existing traffic volumes, a traffic count was conducted at the intersection of Yonge Street with Train Avenue East on Tuesday November 29, 2016 (from 7:00 to 10:00 and 15:00 to 18:00). A supplementary count was conducted at the intersection of Yonge Street with the Tim Hortons access on Thursday February 2, 2017 (from 7:00 to 10:00 and 15:00 to 18:00). The corresponding traffic count details are provided in Appendix A.

The existing traffic volumes are based on the traffic counts observed during the November 2016 counts. To reflect 2017 conditions, the observed volumes have been adjusted by a background growth rate of 1% (additional discussion regarding background growth is provide in Section 3.2). The turning volumes at the Tim Hortons access are based on the February 2017 traffic count.

The 2017 traffic volumes are illustrated in Figure 3.

2.3 Existing Traffic Operations

2.3.1 Intersection Operations

The assessment of existing conditions provides the baseline from which the future traffic volumes and operations (both with and without the subject development) can be assessed. The capacity, and hence operations, of a road system is effectively dictated by its intersections. As such, the analysis focused on the operations of the key intersections. The analysis is based on the 2017 traffic volumes, the existing configuration and intersection control and procedures outlined in the 2000 Highway Capacity Manual1 (using Synchro v.9 software). For unsignalized intersections, the analysis considers the average delay (measured in seconds), level of service (LOS) and volume to capacity (v/c) for the critical movements, namely the stop movements on the minor street. A summary of the analyses is provided in Table 1. Level of service A corresponds to the best operating condition with minimal delays whereas level of service F corresponds to poor operations resulting from high intersection delays. A v/c ratio of less than 1.0 indicates the intersection movement/approach is operating at less than capacity while a v/c ratio of 1.0 indicates capacity has been reached. Detailed operations worksheets for the existing traffic conditions are included in Appendix B.

1 Highway Capacity Manual. Transportation Research Board, Washington DC, 2000.



Table 1: Intersection Operations – 2017 Conditions

Intersection and Movement Control Weekday

AM Peak Hour Weekday

PM Peak Hour delay LOS v/c delay LOS v/c

Yonge Street & Train Avenue East WB stop 18 C 0.26 16 C 0.07

Yonge Street & Tim Hortons Access EB stop 22 C 0.49 15 B 0.19

Based on the existing volumes, the subject intersections currently provide good overall levels of service (LOS C or better) with average delays during both peak hours. As such, no improvements are required to support the existing conditions.

2.3.2 Road Section Operations

As previously noted, the following lane capacities have been considered for the adjacent road network:

Yonge Street – 900 vphpl; and

Train Avenue East – 400 vphpl.

The existing road section operations are summarized in Table 2. The analysis considers the peak hour peak directional volumes and the noted assumed planning capacities.

Table 2: Road Section Operations – 2017 Conditions

Road and Lanes per Direction Capacity1 Traffic Volumes

(vph) Volume to Capacity

NB/EB SB/WB NB/EB SB/WB

Yonge Street 1 900 509 564 0.56 0.63

Train Avenue East 1 400 117 95 0.29 0.24 1 Capacity is denoted as vehicles per hour per direction As noted, the road network is operating at 63% of capacity or less (i.e. v/c ≤ 0.63), thus indicating that the remaining network has reserve capacity. No improvements are recommended to address capacity under existing conditions.

2.3.3 Turn Lane Requirements

Despite the otherwise good levels of service at the noted intersections, the need for left and right turn lanes has been reviewed in consideration of MTO warrants for exclusive left and right turn lanes at unsignalized intersections on a two-lane highway, assuming a design speed of 60 km/h (posted speed limit of 50 km/h + 10 km/h for lower speed roads) and considering the 2017 volumes.



Right Turn Lanes

MTO guidelines suggest that an exclusive right turn lane be considered where right turn volumes exceed 60 vehicles per hour and impede the operations of through traffic.

Based on the existing volume of right turning traffic entering the Tim Horton’s site (120 vehicles per hour during the AM peak and 60 vehicles during the PM peak), an exclusive right turn lane is warranted under existing conditions. While there is a paved 3.0 metre shoulder on Yonge Street through the area, the shoulder is delineated with a solid white line and there is “Do Not Drive on Paved Shoulder” signage, thus the shoulder is not typically used by motorists as a right turn lane.

At Train Avenue East, the northbound right turn volumes are in the order of 60 vehicles during the PM peak hour. While these volumes are at the MTO threshold, a right turn lane is not considered necessary to address existing conditions.

Left Turn Lanes

With respect to left turn lanes, the needs are based on the volume of left turn traffic, the volume of advancing and opposing traffic, the design speed and the appropriate MTO left turn warrant graph.

A review of the existing volumes indicates that a northbound left turn lane with 15 metres of storage is warranted on Yonge Street at the Tim Horton’s access to accommodate the PM peak hour volumes, whereas a southbound left turn lane with 15 metres of storage is warranted on Yonge Street at Train Avenue East (MTO left turn warrant graphs are provided in Appendix E). Based on MTO geometric design standards, a left turn lane on a two-lane highway with a design speed of 60 km/h requires 30 metres of parallel lane and an 85 metre taper in addition to the storage requirement identified in the MTO warrant graphs. Runout lanes of 30 metres plus a taper of equal length to the approach taper is also required.

Recommendations – Existing Conditions

As indicated, the relatively high volume of southbound right turn traffic at the Tim Horton’s access warrants an exclusive right turn lane. A right turn lane would improve flow for through traffic on Yonge Street.

In consideration of the close proximity of the Tim Horton access to the Train Street East intersection (approximately 42 metres measured centre to centre), and further considering the design requirements for the warranted left turn lanes (recognizing that the respective runout lanes would overlap), it is recommended that a continuous centre turn lane be constructed through the area. As previously noted, the road has an existing paved width of 14.0 metres and could theoretically be restriped to accommodate the warranted and recommended lane improvements, thus mitigating reconstruction of the road. It is noted that the subject intersections provide good operations under the existing conditions, thus the improvements are not required to address poor operations.



3 Future Background Conditions

This chapter will describe the road network and background traffic volumes expected for the years 2021, 2026 and 2031. The 2021 horizon year has been adopted to reflect full build-out of the subject developments, whereas the 2026 and 2031 horizons will address the longer-term impacts (5 and 10 years beyond build-out).

3.1 Road Network

3.1.1 Planned Improvements

The Township of Springwater will be reconstructing Yonge Street between Queen Street and Train Avenue in 2017. While the road will be reconstructed, improvements with respect to provision of exclusive turning lanes or additional through lanes have not been identified at this time. Therefore the road network as discussed in Section 2.1 will be maintained through all future horizons. The improvements warranted under existing conditions (i.e. exclusive turn lanes) have not otherwise been considered in the analysis of future background conditions, recognizing that such are not required to address the intersection operations. The operational assessment of the existing road network under future background conditions will inform the timing of any improvements (i.e. while a left turn lane may be warranted under existing conditions, it may not be required to address operational deficiencies until a later horizon).

No other planned improvements to the study area road network have been identified.

3.2 Background Traffic Volumes

Future background traffic volumes expected for the 2021, 2026 and 2031 horizon years for the study area have been determined based on the existing traffic volumes, historical and projected growth, and additional increases in volumes due to other development within the immediate area (apart from the subject development).

3.2.1 Background Growth

Population Growth

The 2016 census results for the population centre of Elmvale indicate that the population increased from 2,248 persons in 2011 to 2,314 persons in 2016, or approximately 0.60% per annum over the 5-year period2. When considering the census results for the Township of Springwater, the population increased from 18,223 persons in 2011 to 19,059 in 2016, translating to an annual growth rate of 2 Elmvale [Population centre], Census Profile - 2016 Census. Statistics Canada Catalogue no. 98-316-X2016001. Statistics

Canada (Released February 8, 2017).



0.90%3. Further consideration of the 2006 census shows an annual growth rate of 0.88% from 2006 to 2016. According to the Growth Plan for the Greater Golden Horseshoe4, the Township of Springwater has been allocated an ultimate population (year 2031) of 24,000 persons. In consideration of the 2016 census population of 19,059, this translates to an annual increase of 1.5% in population.

In consideration of historic and projected growth in the area, and recognizing that consideration will also be given to specific developments and the traffic that they will generate, a background growth rate of 1.0% per annum has been applied to the background volumes.

Development Growth

Through discussions with Township staff, the following draft plan approved developments were identified for inclusion in the development of the background traffic volumes:

Elmvale Village, Phase 1: 78 single units and 43 townhouse units (121 total units);

Wye River Estates, Phases 1 & 2: 71 single units; and

Green Meadows of Elmvale: 103 single units.

In addition to these developments, the Elmvale Meadows residential development has also been considered. Elmvale Meadows (Phase 2), located west of Simcoe Street and accessible by Train Avenue East, consists of 34 single units. Approximately 15 lots are still to be constructed. The location of the background developments is provided in Figure 4.

The trip estimates for each of the noted developments have been established based on the applicable ITE trip generation rates, as published in the ITE Trip Generation Manual5 9th Edition. The trip rates and estimates are provided in Table 3 and Table 4, respectively.

Table 3: Background Development – Trip Generation Rates

Land Use variable Weekday


PM Peak Hour in out total in out total

single family detached (ITE Code 210) units 0.19 0.56 0.75 0.63 0.37 1.00

residential condo/townhouse (ITE Code 230) units 0.07 0.37 0.44 0.35 0.17 0.52

3 Springwater, TP [Census subdivision], Census Profile - 2016 Census. Statistics Canada Catalogue no. 98-316-X2016001.

Statistics Canada (Released February 8, 2017). 4 Growth Plan for the Greater Golden Horseshoe, Ministry of Infrastructure. 2006 (Office Consolidated June 2013) 5 ITE Trip Generation Manual, 9th Edition. Institute of Transportation Engineers, 2012.



Table 4: Background Development – Trip Estimates

Development units Weekday


PM Peak Hour In Out Total In Out Total

Elmvale Village (singles) 78 15 44 59 49 29 78 Elmvale Village (towns) 43 3 16 19 15 7 22

Wye River Estates 71 13 40 53 45 26 71 Green Meadows of Elmvale 103 19 58 77 65 38 103

Elmvale Meadows 15 3 8 11 9 6 15

Total 310 53 166 219 183 106 289 As noted, the background developments are expected to generate in the order of 219 to 289 additional new peak hour trips upon full build-out; however, not all of these trips will be distributed through the study area (i.e. the trips will be distributed north, south, east and west based on distribution patterns). The assignment of the background development trips to the road network is illustrated in Figure 5 (the distribution/assignment of trips is consistent with the discussion provided in Section 4.5.2).

With respect to construction timing and build-out of the background developments, the following assumptions have been made:

2021 Horizon 2026 Horizon 2031 Horizon

Elmvale Village (towns) 25% 50% 100%

Wye River Estates 25% 50% 100%

Green Meadows of Elmvale 25% 50% 100%

Elmvale Meadows 100% 100% 100%

As noted, all background developments are assumed to achieve full build-out by the 2031 horizon.

3.2.2 Background Traffic Volumes

The resulting 2021, 2026 and 2031 background traffic volumes are illustrated in Figure 6 through Figure 8. The background volumes are based on the 2017 volumes, adjusted to reflect an annual background growth rate of 1.0% and the traffic volumes associated with the background developments. It is noted that the 2031 background volumes reflect an overall annual growth rate in the order of 2.5%.



3.3 Background Traffic Operations


The key intersections were again analyzed for each horizon year given the projected background volumes. The results are summarized in Table 5 through Table 7 (detailed worksheets are provided in Appendix C). The existing intersection configurations have been maintained in the analysis.

Table 5: Intersection Operations – 2021 Background Conditions





Yonge Street & Tim Hortons Access EB stop 27 D 0.56 16 C 0.22






Yonge Street & Tim Hortons Access EB stop 32 D 0.63 18 C 0.24





Yonge Street & Train Avenue East WB stop 31 D 0.48 25 C 0.17

Yonge Street & Tim Hortons Access EB stop 46 E 0.73 22 C 0.29

As indicated, the key intersections are expected to continue to provide acceptable overall operating conditions (LOS D or better) with average delays through the 2026 horizon. In 2031, the Tim Horton’s access will operate at LOS E during the AM peak hour. While LOS E is acceptable, it is an indication of longer than average delays for the exit movement from Tim Horton’s. To address the operations, consideration has been given to implementation of a continuous centre turn lane through the area, as recommended under existing conditions. The operations of both intersections have been re-assessed



in consideration of the noted improvement, recognizing that the continuous left turn lane will impact both intersections.

Table 8: Intersection Operations – 2031 Background Conditions (with improvements)





Yonge Street & Tim Hortons Access EB stop 23 C 0.52 14 B 0.18

As noted, the provision of a continuous left turn lane results in improved operating conditions at both intersections.


The road section capacity operations have been reviewed for the 2031 future horizon (considered the critical horizon) based on the projected background volumes and the assumed capacity of the existing road network. The results are summarized in Table 9.

Table 9: Road Section Operations – 2031 Background Conditions




Yonge Street 1 900 720 770 0.80 0.85

Train Avenue East 1 400 150 120 0.38 0.30 1 Capacity is denoted as vehicles per hour per direction

Based on the projected volumes, the study area road network is expected to operate at 85% of capacity or less through the 2031 horizon period (i.e. v/c ≤ 0.85). Thus no improvements are required to increase road section capacity given the projected background conditions.



4 Proposed Development

This chapter will provide additional details with respect to the proposed development, including its location, the projected site generated traffic volumes and the assignment of such to the adjacent road network.

4.1 Proposed Land-use

The proposed developments include the Train Avenue West Residential Development, 70 Yonge Street Commercial Development and the Subway Commercial Development. The Train Avenue West Residential and Yonge Street Commercial developments are still in the conceptual phase, whereas the Subway Commercial development is further advanced. Details of each development are provided below.

Train Avenue West Residential Development

There are various concept plans for the Train Avenue West Residential development, ranging from 31 to 75 residential units. Natural Hazard and Erosion Hazard studies have recently been completed for the site, the results of which will inform the site plan process and ultimate unit count. For the purpose of this study, we have assumed the site will consist of 75 residential townhouse units. This reflects the upper unit count threshold and thus provides a conservative approach to the traffic impact assessment. It is understood that the unit count will likely be lower than the assumed 75 units. A conceptual site plan is provided in Figure 9.

70 Yonge Street Commercial Development

The Yonge Street Commercial parcel does not currently have a site plan prepared. While the site has an overall area of approximately 6,400 m2, the existing environmental constraints and required setbacks from the Wye River (as identified in the Natural Hazard6 and Erosion Hazard7 studies) limit the developable area to 2,806 m2. As per the Township of Springwater Comprehensive Zoning By-law 5000, the maximum lot coverage for a parcel zoned as Tourist Commercial is 40%. For the purpose of this study, 20% lot coverage has been assumed (i.e. the commercial GFA will be 20% of the developable area, 561 m2 or 6,041 ft2). This is consistent with the proposed lot coverage for the Subway commercial development, which abuts the property to the north. The developable area is illustrated in Figure 10.

6 5/6 Train Avenue West & 70 Yonge Street South Natural Hazard Study. C.C. Tatham & Associates Ltd. January 2017. 7 5-6 Train Ave. & 70 Yonge S. Wye River Erosion Hazard Study. Water’s Edge Environmental Solutions. February 2017.



Subway Commercial Development

The Subway commercial development will consist of the following:

138 m2 (1,485 ft2) Subway restaurant with drive-through;

328 m2 (3,530 ft2) retail space; and

25 parking spaces.

A conceptual site plan is provided in Figure 7.

4.2 Development Phasing

Full build-out of the subject developments has been assumed by 2021.

4.3 Site Access

Access to the proposed residential development will be provided via Train Avenue West and its intersection with Yonge Street. Train Avenue West will be constructed to reflect a typical local road as per Town of Springwater engineering standards.

The commercial developments (70 Yonge Street and the Subway site) will each have dedicated full-moves access points on Yonge Street/County Road 27 (access to both sites will be located south of the Elmvale settlement limits and thus fall within the County’s jurisdiction). The access to the Subway development site will be located at the southeast corner of the property and will have a width of 8.0 metres, providing two-way operations (i.e. providing one lane of travel per direction). The Simcoe County’s By-law No. 544, which regulates entrances to County roads, does not identify a minimum width for a commercial entrance but notes a maximum width of 9.0 metres. Regardless, it is recognized that the entrance must be of sufficient width to accommodate the manoeuvring requirements of typical design vehicles (i.e. garbage truck and/or fire truck). In this respect, an access width of 8.0 metres is considered appropriate. As previously noted, the 70 Yonge Street parcel does not have a detailed site plan at this time; however, it is expected that any access serving the site will be constructed to reflect/satisfy the appropriate County standards.

4.4 Parking

In terms of parking requirements, only the Subway commercial development site has been reviewed, recognizing that the 70 Yonge Street does not have a detailed site plan prepared at this time and that adequate parking for the residential townhouses is expected to be provided on each lot via driveways and garages. The following parking requirements have been considered in establishing the parking requirements for the Subway Commercial development:



restaurant – 1 parking space per 14 m2 of GFA, with a minimum of 10 spaces; and

retail space – 1 space per 30 m2 of GFA.

The overall parking requirement for the Subway commercial development (based on the concept site plan and each proposed use) is provided in Table 10.

Table 10: Parking Supply

Proposed Land-use Rate GFA Required # of Parking Spaces

Subway Restaurant 1 space/14 m2 138 m2 10 Retail Space 1 space/30m2 328 m2 11

Total Parking Spaces Required 21 As per the site plan, the Subway commercial development will provide 25 parking spaces, thus satisfying the Township’s by-law requirement.

4.5 Site Traffic

4.5.1 Trip Generation

The number of vehicle trips to be generated by the subject developments for the weekday AM and PM peak hours has been determined based on type of use, development size, and trip generation rates as per the ITE Trip Generation Manual8 9th Edition.

For the Train Avenue West residential development, the low-rise residential condo/townhouse (ITE code 231) trip rates have been applied.

For the commercial developments, the Subway restaurant is the only specific use that has been identified, with the remaining uses yet to be established. As such, the fast food restaurant with drive thru (ITE code 934) trip rates have been applied to the Subway restaurant; whereas for the remaining commercial/retail uses, the permitted land uses for the sites (as per the applicable zoning) have been reviewed against the land-uses provided in the ITE Trip Generation Manual in order to establish the trip generating potential for the remainder of the commercial development. Based on the permitted uses, the following ITE land-uses have been considered:

8 ITE Trip Generation Manual, 9th Edition. Institute of Transportation Engineers, 2012.



day care centre (ITE code 565); clinic (ITE code 630); general office building (ITE code 710); single tenant office building (ITE code

715); medical-dental office building (ITE code

720); government office building (ITE code

730);

shopping centre (ITE code 820); specialty retail centre (ITE code 826); hair salon (ITE code 918); copy, print and express ship store (ITE

code 920); high turnover (sit down) restaurant (ITE

code 932); and fast food restaurant with drive-thru (ITE

code 934). Given that unit sizes (in the case of 70 Yonge Street) and specific uses have not yet been determined for the proposed commercial developments (notwithstanding the Subway restaurant), the available trip generation rates have been used to establish an average trip generation rate to apply to the commercial/retail space. The trip generation rates for the ITE land-uses considered and the resulting average rates are provided in Table 11.

Table 11: Trip Generation Rates – Commercial Uses




day care centre 1000 ft2 GFA 6.46 5.72 12.18 5.80 6.54 12.34

clinic 1000 ft2 GFA 2.59 2.59 5.18

general office building 1000 ft2 GFA 1.37 0.19 1.56 0.25 1.24 1.49

single tenant office building 1000 ft2 GFA 1.60 0.20 1.80 0.26 1.48 1.74

medical-dental office building 1000 ft2 GFA 1.89 0.50 2.39 1.00 2.57 3.57

government office building 1000 ft2 GFA 4.94 0.94 5.88 0.38 0.83 1.21

shopping centre 1000 ft2 GFA 0.60 0.36 0.96 1.78 1.93 3.71

specialty retail 1000 ft2 GFA 1.19 1.52 2.71

hair salon 1000 ft2 GFA 1.21 1.21 0.25 1.20 1.45

copy, print & express ship store 1000 ft2 GFA 2.09 0.70 2.78 3.26 4.15 7.41

high turnover restaurant 1000 ft2 GFA 5.95 4.86 10.81 5.91 3.94 9.85

fast food restaurant + drive thru 1000 ft2 GFA 23.16 22.26 45.42 16.98 15.67 32.65

average (w/fast food use) 1000 ft2 GFA 4.93 3.57 8.50 3.30 3.64 6.94

average (w/o fast food use) 1000 ft2 GFA 2.90 1.50 4.40 2.15 2.65 4.80



As noted, two averages have been calculated – one that includes the trip rates for the fast food restaurant with drive-thru land-use, and one that does not. The average trip rates that include the fast food restaurant with drive-thru trip rates will be applied to the 70 Yonge Street commercial development. The average without the fast food restaurant with drive-thru trip rates will be applied to the Subway commercial development, recognizing that the fast food restaurant with drive-thru trip rates have been applied to the Subway restaurant (and thus have already been explicitly considered for the site).

The associated trip rates and trip estimates are provided in Table 12 and Table 13.

Table 12: Trip Generation Rates




townhouses units 0.17 0.50 0.67 0.45 0.33 0.78

fast food restaurant w/drive-thru 1000 ft2 GFA 23.16 22.26 45.42 16.98 15.67 32.65

commercial average (w/fast food) 1000 ft2 GFA 0.09 0.05 0.14 0.10 0.12 0.22

commercial average (w/o fast food) 1000 ft2 GFA 0.11 0.06 0.17 0.07 0.15 0.22

Table 13: Trip Estimates

Land Use units/ GFA

Weekday AM Peak Hour

Weekday PM Peak Hour

In Out Total In Out Total Train Ave West Residential 75 13 37 50 34 25 59

70 Yonge Street Commercial 6,041 ft2 30 22 52 20 22 42

Subway Restaurant 1,485 ft2 34 34 68 25 23 48

Subway Retail 3,531ft2 11 5 16 8 9 17

Total 88 98 186 87 79 166 Overall, the proposed developments are expected to generate 186 trips during the weekday AM peak hour and 166 trips during the weekday PM peak hour.

Given the commercial nature of the development, a portion of the trips generated by the site are expected to be pass-by trips. These are trips that are already on the road system and will simply visit the site as they are driving past (e.g. on their way to work, on their way home, etc.). As per the ITE Trip Generation Handbook, 2nd Edition and in considering the respective land uses, the following pass-by rates have been considered:



fast food restaurant with drive-thru – 50%; and

shopping centre – 34%.

The 50% pass-by rate has been applied to the Subway restaurant use, whereas the 34% pass-by rate has been applied to the remaining commercial/retail uses.

The commercial sites are also expected to experience shared/internal trips. A shared/internal trip occurs when there is interaction between the uses on the site (i.e. patrons of the restaurant may visit one of the other commercial/retail establishments within the site). For shared/internal trips, it is common practice to apply a reduction to the trip estimates in order to avoid double counting; however, to ensure a conservative approach, shared/internal trips have not been considered.

A summary of the resulting estimates of pass-by trips and new trips is provided in Table 14.

Table 14: Pass-by & New Trips

Land Use Pass-by Trips New Trips

% AM Peak PM Peak AM Peak PM Peak

Train Ave West Residential n/a - - 50 59

70 Yonge Street Commercial 34% 18 14 34 28

Subway Restaurant 50% 34 24 34 24

Subway Commercial/Retail 34% 6 6 10 11

Total 58 44 128 122 As noted, the proposed developments are estimated to generate 128 new trips during the weekday AM peak hour and 122 new trips during the weekday PM peak hour.

4.5.2 Trip Distribution & Assignment

The distribution of site generated trips was considered from two perspectives: pass-by trips and new trips.

As previously indicated, pass-by trips are those trips already on the road system that are expected to stop at the site as they travel past. The distribution of the pass-by trips was based on the directional volumes on Yonge Street/County Road 27 as observed at its intersection with Train Avenue East during the respective peak periods. The greatest approach volumes past the site will contribute the greatest number of pass-by trips. The following distribution of pass-by trips was realized:

AM peak – 66%% from the north, 34% from the south; and



PM peak - 34% from the north, 66% from the south.

The distribution of the new trips generated by the site has been developed based on the results of the Transportation Tomorrow Survey (TTS) completed in 2011. The TTS is a telephone interview of a random sampling of 5% of the households in the Greater Toronto Area and surrounding area of Central Ontario, including the Township of Springwater. Based on a review of the TTS data with respect to trips to/from the Township, the following trip distribution was identified:

to/from the north – 15%;

to/from the south – 70%;

to/from the east – 8%; and

to/from the west – 7%.

The assignment of the trips generated by the development onto the area road network is based on the trip distribution noted above with consideration given to the expected travel routes. Trips to the east and west have been assigned to Queen Street, whereas trips to the north and south have been assigned to Yonge Street/County Road 27.

The assignment of site generated traffic to the road network, considering pass-by trips and new trips, is illustrated in Figure 11 through Figure 13.



5 Transportation Impacts

This chapter will address the resulting impacts of the proposed development on the adjacent road system. The following areas are to be addressed:

operations of the key intersections, including the site access points;

road section operations;

available sight lines along Yonge Street/County Road 27 at the proposed access points; and

potential improvements to the study area road network, if necessary.

5.1 Future Traffic Volumes

To assess the impacts of the increased traffic volumes resulting from the proposed development, the site generated traffic was combined with the 2021, 2026 and 2031 background traffic volumes. The resulting total traffic volumes are presented in Figure 14 through Figure 16.

5.2 Future Traffic Operations


The operations of the key intersections were again investigated considering the total traffic volumes for each horizon year. In addition to this, the operations of the new site access points on Yonge Street/County Road 27 have also been reviewed, assuming stop control on the minor movements. The existing intersection configurations and control have been maintained in the analysis. The continuous left turn lane recommended in 2031 under background conditions has been considered in the analysis of the 2031 total conditions. The results of the operational review are provided in Table 15 through Table 17 (detailed worksheets are provided in Appendix D).

It is noted that the assessment only considers the weekday AM and PM peak period. In some circumstances, where commercial sites are being considered, a Saturday peak period is also considered in order to assess peak conditions associated with commercial/retail establishments. The Saturday peak period has not been considered in this assessment. The weekday AM peak period is considered the critical period, recognizing that it considers the peak operating conditions of the Tim Horton’s and the AM school commute (given the proximity of the high school). While weekend trip generation at retail locations is sometimes greater than the weekday trip generation, the traffic volumes on the overall road network tend to be less. Thus in considering the weekday AM and PM peak periods, the critical and typical peak periods have been assessed. The conditions associated with the Saturday peak period are expected to be better than the AM peak period, and certainly not



worse. Thus any improvements recommended to address the AM peak period will address any operational issues that may occur during the weekday PM and/or Saturday peak period.

As indicated, the subject intersections will provide acceptable overall operations (LOS D or better) with average delays through the 2031 horizon given the projected total volumes. Thus no further improvements are required to address the future total conditions, notwithstanding the continuous centre turn lane recommended in 2031 under background conditions. It is noted that the Tim Horton’s access will experience LOS E in 2026 under total conditions. Advancing implementation of the continuous left turn lane to 2026 would improve the operating conditions, as is evident by the improved conditions in 2031, which considers the noted improvement.

Table 15: Intersection Operations – 2021 Total Conditions





Yonge Street & Train Avenue West EB stop 18 C 0.13 15 B 0.08

Yonge Street & Tim Horton’s Access EB stop 35 D 0.65 19 C 0.25

Yonge Street & Subway Access EB stop 19 C 0.16 19 C 0.15

Yonge Street & Commercial Access EB stop 19 C 0.11 19 C 0.10





Yonge Street & Train Avenue East WB stop 29 D 0.47 24 C 0.18

Yonge Street & Train Avenue West EB stop 20 C 0.15 16 C 0.09

Yonge Street & Tim Horton’s Access EB stop 44 E 0.72 21 C 0.28

Yonge Street & Subway Access EB stop 21 C 0.18 21 C 0.16

Yonge Street & Commercial Access EB stop 21 C 0.12 21 C 0.12








Yonge Street & Train Avenue West EB stop 23 C 0.17 18 C 0.10

Yonge Street & Tim Horton’s Access EB stop 27 D 0.57 15 B 0.20

Yonge Street & Subway Access EB stop 17 C 0.13 15 B 0.10

Yonge Street & Commercial Access EB stop 16 C 0.09 14 B 0.08


The road section operations were reviewed again with consideration of the projected total traffic volumes for the 2031 horizon period (the considered the critical). The results are provided in Table 18.

Table 18: Road Section Operations – 2031 Total Conditions




Yonge Street 1 900 800 845 0.89 0.94

Train Avenue East 1 400 155 125 0.39 0.31 1 Capacity is denoted as vehicles per hour per direction

The area road network is expected to operate below capacity through 2031. While Yonge Street will approach capacity in 2031, recall that the lower capacity threshold of 900 vphpl has been assumed. The lane capacity for arterial roads ranges from 900 to 1,100 vphpl. Furthermore, the addition of the continuous centre turn lane in 2031 will increase the capacity of Yonge Street by removing left turning vehicles from the through traffic flow (the City of Barrie Multi-Modal Active Transportation Plan assumes an increase in lane capacity between 10% and 25% through provision of a left turn lane). In consideration of the recommended improvements and the otherwise acceptable operations of the area study area intersections, no additional improvement are considered necessary to address lane capacity.



5.3 Turn Lane Requirements

5.3.1 Continuous Left Turn Lane

As noted under existing conditions, exclusive left turn lanes are warranted on Yonge Street at the Tim Horton’s access and the Train Avenue East intersection. With respect to the operational analysis, a left turn lane is required at the Tim Horton’s access in 2031 under background conditions to ensure adequate operations of the intersection. In consideration of the close proximity of the Tim Horton’s access and the Train Street East intersection, and further considering the design requirements for the warranted left turn lanes, it is recommended that a continuous centre turn lane be constructed through the area. While these improvements are warranted under existing conditions, it is recognized that the improvement would provide future operational benefits at the access points to the proposed commercial and residential developments. It is noted that a northbound left turn lane at Train Avenue West would also be warranted under future conditions. The left turn volumes at the commercial access points are not significant (10 to 15 per hour, or 1 vehicle every 4 to 6 minutes); however, given the volumes on Yonge Street, provision of a left turn lane would be beneficial (and warranted when considering the MTO warrant graph for 5% left turn volumes, although the actual left turn volumes only make up 2% to 2.5% of the advancing volumes). In considering the existing needs and multilateral benefits offered to all adjacent properties in the area, it is expected that such improvements would be covered through development charges. Given the Town’s planned reconstruction of Yonge Street in 2017, it is recommended that the road be configured to accommodate the continuous centre turn lane at that time. It is noted that the continuous turn lane could be extended north to Queen Street, providing improved access to several properties and intersections throughout the area. As previously noted, Yonge Street has an existing paved platform of approximately 14.0 metres and thus could readily accommodate a 3-lane cross section through restriping of the road. It is noted, however, that the road platform narrows as it transitions to a County Road at the south settlement limit of Elmvale. Thus some widening would be required through this area to accommodate the continuous left turn lane. Further consideration is also required with respect to impacts to the bridge structure on County Road 27 which crosses the Wye River to the south of the study area. The taper length for a left turn lane with a design speed of 60 km/h is 100 metres. To accommodate this taper length in advance of the 70 Yonge Street access point would require widening through the bridge. To avoid widening through the bridge, a substandard taper length would be required (i.e. 25 to 65 metres, depending on the preferred access location for 70 Yonge Street, which has yet to be established).

Right Turn Lanes

As previously noted, MTO guidelines suggest that an exclusive right turn lane be considered where right turn volumes exceed 60 vehicles per hour and impede the operations of through traffic. As indicated in Figure 13, the right turn volumes do not warrant the provision of right turn lanes at Train Avenue West or the proposed commercial driveways.



5.4 Sight Line Analysis

Based on County of Simcoe standards, the minimum stopping sight distance requirement for a posted speed of 50 km/h is 135 metres; whereas for a 70 km/h posted speed, the minimum stopping sight distance requirement is 200 metres. This provides a sufficient distance for an approaching motorist to observe a stationary hazard in the road and bring their vehicle to a complete stop prior to the hazard.

The relatively flat and straight alignment of Yonge Street/County Road 27 provides excellent sight lines to the north and south throughout the study area. The available sight lines at Train Avenue West and the Subway site access location exceed the minimum stopping sight distance requirement of 200 metres. While the access location from 70 Yonge Street has not yet been established, the sight lines across the frontage of the site to the north and south are also in excess of 200 metres. No improvements are required to address the available sight lines.

5.5 School Zone

Elmvale District High School is located on Robinson Road, approximately 240 metres north of Train Avenue West. In considering the projected trip generation and the assumed trip distribution/assignment, the proposed development is expected to contribute an additional 38 to 45 peak hour trips to Yonge Street through the school zone. This additional traffic is not significant and is not expected to have any appreciable impact on the school zone.

With respect to the recommended improvements along Yonge Street, the continuous two-way left turn lane will add an additional lane of traffic for pedestrians to cross. Although it is recognized that the improvements will not result in additional pavement width (recall that Yonge Street currently has a paved width of 14.0 metres), there will be an additional active travel lane. While not included in the scope of this study, it is recommended that a pedestrian crossing assessment be conducted to establish pedestrian crossing patterns and determine whether or not a signalized pedestrian crossing is warranted at Robinson Street.



6 Summary

This study has addressed the transportation impacts associated with the proposed residential and commercial developments to be located along the Yonge Street/County Road 27 corridor in the vicinity of Train Avenue East, towards the south limits of the Elmvale settlement area. Upon completion, the subject developments are expected to generate a total of 186 trips during the weekday AM peak hour and 166 trips during the weekday PM peak hour. However, in considering pass-by trips, the developments are estimated to generate 128 new trips during the weekday AM peak hour and 122 new trips during the weekday PM peak hour.

In addressing the study area operations, the key intersections were analysed under existing conditions (2017) and for the 2021, 2026 and 2031 horizon periods. Based on the results of the operational analysis, a northbound left turn lane on Yonge Street at the Tim Horton’s access is required in 2031 to accommodate future background conditions. All other intersections and access points will provide acceptable operations through the 2031 horizon period.

A review of MTO left turn lane warrants indicates that exclusive left turn lanes are warranted on Yonge Street at the Tim Horton’s access (northbound left) and at Train Avenue East (southbound left) under existing conditions. Under future total conditions, a left turn lane is also warranted at Train Avenue West. While the left turn volumes at the subject commercial driveways are relatively low, a left turn lane would provide improved access. In consideration of the close proximity of the Tim Horton’s access and the Train Street East intersection, and further considering the design requirements for the warranted left turn lanes, it is recommended that a continuous centre turn lane be constructed through the area. Furthermore, a southbound right turn lane is also warranted at the Tim Horton’s access.

The capacity of the adjacent road network was reviewed under both background and future traffic conditions. The area road network is expected to operate below capacity through 2031. The proposed continuous two-way left turn lane will further increase capacity along Yonge Street.

Sight lines were reviewed along Yonge Street/County Road 27 to ensure that adequate sight distances are provided with respect to County of Simcoe design requirements. The available sightlines along Yonge Street at the subject intersections/driveways are in excess of 200 metres and thus satisfy the minimum stopping sight distance for a posted speed limit of 70 km/h.



Authored by:

David Perks, PTP Transportation Planner

Reviewed by:

Michael Cullip, P.Eng. Director, Manager – Transportation & Municipal Engineering

© C.C. Tatham & Associates Ltd The information contained in this document is solely for the use of the Client identified on the cover sheet for the purpose for which it has been prepared and C.C. Tatham & Associates Ltd. undertakes no duty to or accepts any responsibility to any third party who may rely upon this document. This document may not be used for any purpose other than that provided in the contract between the Owner/Client and the Engineer nor may any section or element of this document be removed, reproduced, electronically stored or transmitted in any form without the express written consent of C.C. Tatham & Associates Ltd.

Train Avenue & Yonge Street Developments, Traffic Impact Study Figure

Site Location 1

N

Site


Area Road Network 2

Looking north along Yonge Street from Train Avenue West

Looking east along Train Avenue East from Yonge Street

Looking south along Yonge Street from Train Avenue West

Looking west along Train Avenue West from Yonge Street source: Google Streetview


(0) (0) (82) (0)

0 0 0 0 192 165 0 0

(0) (0) (77) (0)

(0) (0) (0) (0) (40) (42) (0) (0)

0 0 0 (0) 0 0 0 (0) 116 76 120 (60) 0 0 0 (0) 493 (271)

560 (263) 560 (263) 560 (263) 444 (223) 564 (283) 6 (56) 499 (326)

(509) 285 (0) 0 Yonge Street (0) 0 (17) 45 (0) 0 (473) 281 (484) 305

(509) 285 (509) 285 (492) 240 (534) 316 (62) 35 71 24

(12) (11)

100 Weekday AM Peak Hour (117)

(100) Weekday PM Peak Hour 41 95

(23)

Train Avenue East

Train Avenue Residential Development

Yonge StreetCommercial Development Subway Commercial Tim Hortons

Train Avenue West

2017 Traffic Volumes

3


Background Development Map 4

N

Elmvale Village

Wye River Estates

Green Meadows of Elmvale

Elmvale Meadows


(0) (0) (0) (0)

0 0 0 0 0 0 0 0

(0) (0) (0) (0)

(0) (0) (0) (0) (0) (0) (0) (0)

0 0 0 (0) 0 0 0 (0) 0 0 0 (0) 0 0 0 (0) 110 (70)

116 (74) 116 (74) 116 (74) 116 (74) 116 (74) 1 (2) 111 (73)

(128) 37 (0) 0 Yonge Street (0) 0 (0) 0 (0) 0 (122) 35 (123) 37

(128) 37 (128) 37 (128) 37 (128) 37 (7) 2 6 2

(4) (2)



(6)



Train Avenue West

Train Avenue East

Background Development Volumes

5


(0) (0) (85) (0)

0 0 0 0 200 165 0 0

(0) (0) (80) (0)

(0) (0) (0) (0) (40) (45) (0) (0)

0 0 0 (0) 0 0 0 (0) 120 80 120 (60) 0 0 0 (0) 545 (300)

625 (300) 625 (300) 625 (300) 505 (260) 625 (320) 10 (65) 555 (365)

(575) 310 (0) 0 Yonge Street (0) 0 (20) 45 (0) 0 (525) 305 (540) 335

(575) 310 (575) 310 (555) 265 (600) 345 (75) 40 80 30

(20) (15)



(35)



Train Avenue West

Volumes rounded to nearest 5Train Avenue East

2021 Background Traffic Volumes

6


(0) (0) (85) (0)

0 0 0 0 200 165 0 0

(0) (0) (80) (0)

(0) (0) (0) (0) (40) (45) (0) (0)

0 0 0 (0) 0 0 0 (0) 120 80 120 (60) 0 0 0 (0) 595 (335)

680 (335) 680 (335) 680 (335) 560 (295) 680 (355) 10 (65) 605 (400)

(630) 335 (0) 0 Yonge Street (0) 0 (20) 45 (0) 0 (580) 325 (595) 355

(630) 335 (630) 335 (610) 290 (655) 370 (75) 45 85 30

(20) (15)



(35)Volumes rounded to nearest 5Train Avenue East



Train Avenue West


7


(0) (0) (85) (0)

0 0 0 0 200 165 0 0

(0) (0) (80) (0)

(0) (0) (0) (0) (40) (45) (0) (0)

0 0 0 (0) 0 0 0 (0) 120 80 120 (60) 0 0 0 (0) 680 (385)

770 (385) 770 (385) 770 (385) 650 (345) 770 (405) 10 (70) 690 (455)

(720) 370 (0) 0 Yonge Street (0) 0 (20) 45 (0) 0 (665) 360 (680) 390

(720) 370 (720) 370 (700) 325 (745) 405 (80) 45 90 30

(20) (15)



(35)Volumes rounded to nearest 5Train Avenue East



Train Avenue West


8


Concept Site Plan – Residential Development

9


Concept Site Plan – Commercial Development

10

(Developable Area 2806 m2)


(7) (15) (0) (0)

9 9 19 20 0 0 0 0

(7) (15) (0) (0)

(2) (5) (5) (10) (0) (0) (0) (0)

6 3 6 (2) 13 7 13 (5) 0 0 0 (0) 0 0 0 (0) 0 (0)

0 (0) -6 -(2) -13 -(5) 0 (0) 0 (0) 0 (0) 0 (0)

(0) 0 (5) 3 Yonge Street (10) 7 (0) 0 (0) 0 (0) 0 (0) 0

-(5) -3 -(10) -7 (0) 0 (0) 0 (0) 0 0 0

(0) (0)



(0)

Train Avenue East



Train Avenue West

Site Traffic – Pass-by Trips

11


(15) (17) (0) (25)

12 21 19 26 0 0 37 13

(13) (17) (0) (34)

(1) (13) (2) (15) (0) (0) (17) (7)

1 11 19 (11) 2 17 23 (15) 0 0 0 (0) 26 11 4 (10) 41 (34)

30 (20) 28 (19) 45 (28) 68 (44) 41 (26) 0 (0) 41 (34)

(27) 14 (2) 3 Yonge Street (2) 3 (0) 0 (24) 9 (33) 36 (33) 36

(25) 11 (37) 19 (52) 36 (29) 27 (3) 3 4 0

(3) (0)



(3)

Train Avenue East



Train Avenue West

Site Traffic – New Trips

12


(22) (32) (0) (25)

22 30 38 45 0 0 37 13

(20) (33) (0) (34)

(4) (18) (7) (26) (0) (0) (17) (7)

8 14 25 (13) 15 23 36 (21) 0 0 0 (0) 26 11 4 (10) 41 (34)

30 (20) 23 (16) 32 (23) 68 (44) 41 (26) 0 (0) 41 (34)

(27) 14 (7) 6 Yonge Street (12) 10 (0) 0 (24) 9 (33) 36 (33) 36

(20) 8 (27) 13 (52) 36 (29) 27 (3) 3 4 0

(3) (0)



(3)

Train Avenue East



Train Avenue West

Site Traffic – Total Trips

13


(25) (40) (85) (30)

25 35 40 50 200 165 45 15

(25) (40) (80) (40)

(5) (20) (10) (30) (40) (45) (20) (10)

10 15 25 (15) 15 25 40 (25) 120 80 120 (60) 30 15 5 (15) 590 (335)

660 (320) 650 (315) 660 (320) 580 (305) 670 (345) 10 (65) 600 (400)

(605) 330 (10) 10 Yonge Street (15) 10 (20) 45 (25) 10 (560) 345 (575) 375

(595) 320 (600) 325 (610) 305 (630) 375 (80) 45 85 30

(25) (15)



(40)



Train Avenue West


2021 Total Traffic Volumes

14


(25) (40) (85) (30)

25 35 40 50 200 165 45 15

(25) (40) (80) (40)

(5) (20) (10) (30) (40) (45) (20) (10)

10 15 25 (15) 15 25 40 (25) 120 80 120 (60) 30 15 5 (15) 640 (370)

715 (355) 705 (350) 715 (355) 635 (340) 725 (380) 10 (65) 650 (435)

(660) 355 (10) 10 Yonge Street (15) 10 (20) 45 (25) 10 (615) 365 (630) 395

(650) 345 (655) 350 (665) 330 (685) 400 (80) 50 90 30

(25) (15)



(40)



Train Avenue West



15


(25) (40) (85) (30)

25 35 40 50 200 165 45 15

(25) (40) (80) (40)

(5) (20) (10) (30) (40) (45) (20) (10)

10 15 25 (15) 15 25 40 (25) 120 80 120 (60) 30 15 5 (15) 725 (420)

805 (405) 795 (400) 805 (405) 725 (390) 815 (430) 10 (70) 735 (490)

(750) 390 (10) 10 Yonge Street (15) 10 (20) 45 (25) 10 (700) 400 (715) 430

(740) 380 (745) 385 (755) 365 (775) 435 (85) 50 95 30

(25) (15)



(40)



Train Avenue West



16

APPENDIX A: TRAFFIC COUNTS

Ontario Traffic IncMorning Peak Diagram Specified Period

From:To:

7:00:0010:00:00

One Hour PeakFrom:To:

8:00:009:00:00

Municipality:Site #:Intersection:TFR File #:Count date:

Elmvale1634500001Yonge St (CR 27) & Train Ave E629-Nov-16

Weather conditions:

Person(s) who counted:

** Non-Signalized Intersection ** Major Road: Yonge St (CR 27) runs N/S

North Leg Total:

North Entering:

North Peds:

Peds Cross:

796

494

0

Cyclists

Trucks

Cars

Totals

0

36

452

488

0

0

6

6

0

36

458

Cyclists

Trucks

Cars

Totals

0

43

259

302

Yonge St (CR 27)

W

N

E

STrain Ave E

Yonge St (CR 27)

East Leg Total:

East Entering:

East Peds:

Peds Cross:

137

96

0

Cars Trucks Cyclists Totals

16 8 0 24

54 16 0 70

70 26 0


37 4 0 41

Cars

Trucks

Cyclists

Totals

506

52

0

558

Cars

Trucks

Cyclists

Totals

243

35

0

278

31

4

0

35

274

39

0

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

313

871

Comments

Ontario Traffic IncAfternoon Peak Diagram Specified Period

From:To:

15:00:0018:00:00


16:15:0017:15:00



Weather conditions:



North Leg Total:

North Entering:

North Peds:

Peds Cross:

802

323

0

Cyclists

Trucks

Cars

Totals

0

30

238

268

0

8

47

55

0

38

285

Cyclists

Trucks

Cars

Totals

0

35

444

479

Yonge St (CR 27)

W

N

E

STrain Ave E

Yonge St (CR 27)

East Leg Total:

East Entering:

East Peds:

Peds Cross:

139

23

0


11 0 0 11

9 3 0 12

20 3 0


99 17 0 116

Cars

Trucks

Cyclists

Totals

247

33

0

280

Cars

Trucks

Cyclists

Totals

433

35

0

468

52

9

0

61

485

44

0

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

529

809

Comments

Ontario Traffic IncTotal Count Diagram



Weather conditions:



North Leg Total:

North Entering:

North Peds:

Peds Cross:

4338

2238

0

Cyclists

Trucks

Cars

Totals

0

189

1904

2093

0

21

124

145

0

210

2028

Cyclists

Trucks

Cars

Totals

0

202

1898

2100

Yonge St (CR 27)

W

N

E

STrain Ave E

Yonge St (CR 27)

East Leg Total:

East Entering:

East Peds:

Peds Cross:

685

274

2


61 11 0 72

175 20 0 195

236 38 0


345 66 0 411

Cars

Trucks

Cyclists

Totals

2079

209

0

2288

Cars

Trucks

Cyclists

Totals

1837

191

0

2028

221

45

0

266

2058

236

0

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

2294

4582

Comments

Ontario Traffic Inc.Morning Peak Diagram Specified Period

From:To:

7:00:0010:00:00


7:15:008:15:00


Elmvale1703600001Yonge St & Tim Hortons Driveway52-Feb-17

Weather conditions:


** Non-Signalized Intersection ** Major Road: Yonge St runs N/S

North Leg Total:

North Entering:

North Peds:

Peds Cross:

635

408

0

Cyclists

Trucks

Cars

Totals

0

2

118

120

0

6

282

288

0

8

400

Cyclists

Trucks

Cars

Totals

0

7

220

227

Cyclists Trucks Cars Totals

0 3 162 165


0 1 75 76

0 2 114 116

0 3 189

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

192

357

Yonge St

Tim Hortons DrivewayW

N

E

S

Yonge St

Cars

Trucks

Cyclists

Totals

396

8

0

404

Cars

Trucks

Cyclists

Totals

44

1

0

45

145

6

0

151

189

7

0

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

196

600

Comments

Ontario Traffic Inc.Afternoon Peak Diagram Specified Period

From:To:

15:00:0018:00:00


16:30:0017:30:00



Weather conditions:



North Leg Total:

North Entering:

North Peds:

Peds Cross:

838

301

0

Cyclists

Trucks

Cars

Totals

0

0

60

60

0

5

236

241

0

5

296

Cyclists

Trucks

Cars

Totals

0

1

536

537


0 0 77 77


0 0 42 42

0 0 40 40

0 0 82

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

82

159

Yonge St


N

E

S

Yonge St

Cars

Trucks

Cyclists

Totals

276

5

0

281

Cars

Trucks

Cyclists

Totals

17

0

0

17

494

1

0

495

511

1

0

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

512

793

Comments

Ontario Traffic Inc.Total Count Diagram



Weather conditions:



North Leg Total:

North Entering:

North Peds:

Peds Cross:

4009

1881

0

Cyclists

Trucks

Cars

Totals

0

2

459

461

0

61

1359

1420

0

63

1818

Cyclists

Trucks

Cars

Totals

0

51

2077

2128


0 4 628 632


0 1 306 307

0 3 361 364

0 4 667

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

671

1303

Yonge St


N

E

S

Yonge St

Cars

Trucks

Cyclists

Totals

1720

64

0

1784

Cars

Trucks

Cyclists

Totals

169

2

0

171

1771

50

0

1821

1940

52

0

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

1992

3776

Comments

APPENDIX B: EXISTING OPERATIONS

HCM Unsignalized Intersection Capacity Analysis 2017 Existing Conditions3: Yonge Street & Train Ave E AM Peak Hour

2/23/2017 Synchro 9 ReportPage 1

Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 71 24 281 35 6 493Future Volume (Veh/h) 71 24 281 35 6 493Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 75 25 296 37 6 519PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 846 314 333vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 846 314 333tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 77 97 100cM capacity (veh/h) 327 719 1210

Direction, Lane # WB 1 NB 1 SB 1Volume Total 100 333 525Volume Left 75 0 6Volume Right 25 37 0cSH 379 1700 1210Volume to Capacity 0.26 0.20 0.00Queue Length 95th (m) 7.9 0.0 0.1Control Delay (s) 17.9 0.0 0.1Lane LOS C AApproach Delay (s) 17.9 0.0 0.1Approach LOS C

Intersection SummaryAverage Delay 1.9Intersection Capacity Utilization 42.8% ICU Level of Service AAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis 2017 Existing Conditions8: Yonge Street & Tim's AM Peak Hour


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (veh/h) 76 116 45 240 444 120Future Volume (Veh/h) 76 116 45 240 444 120Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 80 122 47 253 467 126PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (m)pX, platoon unblockedvC, conflicting volume 877 530 593vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 877 530 593tC, single (s) 6.4 6.2 4.1tC, 2 stage (s)tF (s) 3.5 3.3 2.2p0 queue free % 73 78 95cM capacity (veh/h) 300 543 968

Direction, Lane # EB 1 NB 1 SB 1Volume Total 202 300 593Volume Left 80 47 0Volume Right 122 0 126cSH 411 968 1700Volume to Capacity 0.49 0.05 0.35Queue Length 95th (m) 20.0 1.2 0.0Control Delay (s) 21.9 1.8 0.0Lane LOS C AApproach Delay (s) 21.9 1.8 0.0Approach LOS C

Intersection SummaryAverage Delay 4.5Intersection Capacity Utilization 67.1% ICU Level of Service CAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis 2017 Existing Conditions3: Yonge Street & Train Ave E PM Peak Hour




Intersection SummaryAverage Delay 1.2Intersection Capacity Utilization 59.3% ICU Level of Service BAnalysis Period (min) 15

HCM Unsignalized Intersection Capacity Analysis 2017 Existing Conditions8: Yonge Street & Tim's PM Peak Hour



Direction, Lane # EB 1 NB 1 SB 1Volume Total 86 536 298Volume Left 44 18 0Volume Right 42 0 63cSH 462 1246 1700Volume to Capacity 0.19 0.01 0.18Queue Length 95th (m) 5.1 0.3 0.0Control Delay (s) 14.6 0.4 0.0Lane LOS B AApproach Delay (s) 14.6 0.4 0.0Approach LOS B


APPENDIX C: FUTURE BACKGROUND OPERATIONS

HCM Unsignalized Intersection Capacity Analysis 2020 Background Conditions3: Yonge Street & Train Ave E AM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2020 Background Conditions8: Yonge Street & Tim's AM Peak Hour



Direction, Lane # EB 1 NB 1 SB 1Volume Total 210 321 652Volume Left 84 47 0Volume Right 126 0 126cSH 372 920 1700Volume to Capacity 0.56 0.05 0.38Queue Length 95th (m) 25.4 1.2 0.0Control Delay (s) 26.5 1.8 0.0Lane LOS D AApproach Delay (s) 26.5 1.8 0.0Approach LOS D


HCM Unsignalized Intersection Capacity Analysis 2020 Background Conditions3: Yonge Street & Train Ave E PM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2020 Background Conditions8: Yonge Street & Tim's PM Peak Hour




























Direction, Lane # WB 1 NB 1 SB 1Volume Total 127 421 722Volume Left 95 0 11Volume Right 32 47 0cSH 264 1700 1122Volume to Capacity 0.48 0.25 0.01Queue Length 95th (m) 18.5 0.0 0.2Control Delay (s) 30.7 0.0 0.3Lane LOS D AApproach Delay (s) 30.7 0.0 0.3Approach LOS D





Direction, Lane # EB 1 NB 1 SB 1Volume Total 210 384 805Volume Left 84 47 0Volume Right 126 0 126cSH 287 806 1700Volume to Capacity 0.73 0.06 0.47Queue Length 95th (m) 40.3 1.4 0.0Control Delay (s) 45.5 1.8 0.0Lane LOS E AApproach Delay (s) 45.5 1.8 0.0Approach LOS E

Intersection SummaryAverage Delay 7.3Intersection Capacity Utilization 73.2% ICU Level of Service DAnalysis Period (min) 15











HCM Unsignalized Intersection Capacity Analysis 2030 BG (w/improvements)3: Yonge Street & Train Ave E AM Peak Hour


Movement WBL WBR NBT NBR SBL SBTLane ConfigurationsTraffic Volume (veh/h) 90 30 355 45 10 675Future Volume (Veh/h) 90 30 355 45 10 675Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 95 32 374 47 11 711PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None TWLTLMedian storage veh) 2Upstream signal (m)pX, platoon unblockedvC, conflicting volume 1130 398 421vC1, stage 1 conf vol 398vC2, stage 2 conf vol 733vCu, unblocked vol 1130 398 421tC, single (s) 6.4 6.2 4.1tC, 2 stage (s) 5.4tF (s) 3.5 3.3 2.2p0 queue free % 77 95 99cM capacity (veh/h) 416 646 1122

Direction, Lane # WB 1 NB 1 SB 1 SB 2Volume Total 127 421 11 711Volume Left 95 0 11 0Volume Right 32 47 0 0cSH 457 1700 1122 1700Volume to Capacity 0.28 0.25 0.01 0.42Queue Length 95th (m) 8.5 0.0 0.2 0.0Control Delay (s) 15.9 0.0 8.2 0.0Lane LOS C AApproach Delay (s) 15.9 0.0 0.1Approach LOS C


HCM Unsignalized Intersection Capacity Analysis 2030 BG (w/improvements)8: Yonge Street & Tim's AM Peak Hour


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (veh/h) 80 120 45 320 645 120Future Volume (Veh/h) 80 120 45 320 645 120Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 84 126 47 337 679 126PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type TWLTL NoneMedian storage veh) 2Upstream signal (m)pX, platoon unblockedvC, conflicting volume 1173 742 805vC1, stage 1 conf vol 742vC2, stage 2 conf vol 431vCu, unblocked vol 1173 742 805tC, single (s) 6.4 6.2 4.1tC, 2 stage (s) 5.4tF (s) 3.5 3.3 2.2p0 queue free % 79 69 94cM capacity (veh/h) 401 411 806

Direction, Lane # EB 1 NB 1 NB 2 SB 1Volume Total 210 47 337 805Volume Left 84 47 0 0Volume Right 126 0 0 126cSH 407 806 1700 1700Volume to Capacity 0.52 0.06 0.20 0.47Queue Length 95th (m) 21.8 1.4 0.0 0.0Control Delay (s) 22.9 9.7 0.0 0.0Lane LOS C AApproach Delay (s) 22.9 1.2 0.0Approach LOS C


HCM Unsignalized Intersection Capacity Analysis 2030 BG (w/improvements)3: Yonge Street & Train Ave E PM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2030 BG (w/improvements)8: Yonge Street & Tim's PM Peak Hour



Direction, Lane # EB 1 NB 1 NB 2 SB 1Volume Total 89 21 732 421Volume Left 47 21 0 0Volume Right 42 0 0 63cSH 488 1122 1700 1700Volume to Capacity 0.18 0.02 0.43 0.25Queue Length 95th (m) 5.0 0.4 0.0 0.0Control Delay (s) 14.0 8.3 0.0 0.0Lane LOS B AApproach Delay (s) 14.0 0.2 0.0Approach LOS B


APPENDIX D: FUTURE TOTAL OPERATIONS

HCM Unsignalized Intersection Capacity Analysis 2020 Total Conditions3: Yonge Street & Train Ave E AM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2020 Total Conditions4: Yonge Street & Train Ave W AM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2020 Total Conditions7: Yonge Street & Commercial Access AM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2020 Total Conditions8: Yonge Street & Tim's AM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2020 Total Conditions11: Yonge Street & Subway AM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2020 Total Conditions3: Yonge Street & Train Ave E PM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2020 Total Conditions4: Yonge Street & Train Ave W PM Peak Hour



Direction, Lane # EB 1 NB 1 SB 1Volume Total 32 689 385Volume Left 11 26 0Volume Right 21 0 11cSH 400 1157 1700Volume to Capacity 0.08 0.02 0.23Queue Length 95th (m) 2.0 0.5 0.0Control Delay (s) 14.8 0.6 0.0Lane LOS B AApproach Delay (s) 14.8 0.6 0.0Approach LOS B


HCM Unsignalized Intersection Capacity Analysis 2020 Total Conditions7: Yonge Street & Commercial Access PM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2020 Total Conditions8: Yonge Street & Tim's PM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2020 Total Conditions11: Yonge Street & Subway PM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2025 Total Conditions3: Yonge Street & Train Ave E AM Peak Hour



Direction, Lane # WB 1 NB 1 SB 1Volume Total 127 437 685Volume Left 95 0 11Volume Right 32 53 0cSH 271 1700 1107Volume to Capacity 0.47 0.26 0.01Queue Length 95th (m) 17.8 0.0 0.2Control Delay (s) 29.4 0.0 0.3Lane LOS D AApproach Delay (s) 29.4 0.0 0.3Approach LOS D


HCM Unsignalized Intersection Capacity Analysis 2025 Total Conditions4: Yonge Street & Train Ave W AM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2025 Total Conditions7: Yonge Street & Commercial Access AM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2025 Total Conditions8: Yonge Street & Tim's AM Peak Hour



Direction, Lane # EB 1 NB 1 SB 1Volume Total 210 394 789Volume Left 84 47 0Volume Right 126 0 126cSH 291 818 1700Volume to Capacity 0.72 0.06 0.46Queue Length 95th (m) 39.2 1.4 0.0Control Delay (s) 44.0 1.8 0.0Lane LOS E AApproach Delay (s) 44.0 1.8 0.0Approach LOS E


HCM Unsignalized Intersection Capacity Analysis 2025 Total Conditions11: Yonge Street & Subway AM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2025 Total Conditions3: Yonge Street & Train Ave E PM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2025 Total Conditions4: Yonge Street & Train Ave W PM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2025 Total Conditions7: Yonge Street & Commercial Access PM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2025 Total Conditions8: Yonge Street & Tim's PM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2025 Total Conditions11: Yonge Street & Subway PM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2030 Total (w/improvements)3: Yonge Street & Train Ave E AM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2030 Total (w/improvements)4: Yonge Street & Train Ave W AM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2030 Total (w/improvements)7: Yonge Street & Commercial Access AM Peak Hour


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (veh/h) 20 10 10 370 790 30Future Volume (Veh/h) 20 10 10 370 790 30Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 21 11 11 389 832 32PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None TWLTLMedian storage veh) 2Upstream signal (m)pX, platoon unblockedvC, conflicting volume 1259 848 864vC1, stage 1 conf vol 848vC2, stage 2 conf vol 411vCu, unblocked vol 1259 848 864tC, single (s) 6.4 6.2 4.1tC, 2 stage (s) 5.4tF (s) 3.5 3.3 2.2p0 queue free % 94 97 99cM capacity (veh/h) 373 357 766



HCM Unsignalized Intersection Capacity Analysis 2030 Total (w/improvements)8: Yonge Street & Tim's AM Peak Hour



Direction, Lane # EB 1 NB 1 NB 2 SB 1Volume Total 210 47 379 884Volume Left 84 47 0 0Volume Right 126 0 0 126cSH 369 753 1700 1700Volume to Capacity 0.57 0.06 0.22 0.52Queue Length 95th (m) 25.7 1.5 0.0 0.0Control Delay (s) 26.9 10.1 0.0 0.0Lane LOS D BApproach Delay (s) 26.9 1.1 0.0Approach LOS D


HCM Unsignalized Intersection Capacity Analysis 2030 Total (w/improvements)11: Yonge Street & Subway AM Peak Hour


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (veh/h) 25 20 10 380 800 40Future Volume (Veh/h) 25 20 10 380 800 40Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 26 21 11 400 842 42PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type TWLTL TWLTLMedian storage veh) 2 2Upstream signal (m)pX, platoon unblockedvC, conflicting volume 1285 863 884vC1, stage 1 conf vol 863vC2, stage 2 conf vol 422vCu, unblocked vol 1285 863 884tC, single (s) 6.4 6.2 4.1tC, 2 stage (s) 5.4tF (s) 3.5 3.3 2.2p0 queue free % 93 94 99cM capacity (veh/h) 367 350 753



HCM Unsignalized Intersection Capacity Analysis 2030 Total (w/improvements)3: Yonge Street & Train Ave E PM Peak Hour



Direction, Lane # WB 1 NB 1 SB 1 SB 2Volume Total 42 826 74 442Volume Left 26 0 74 0Volume Right 16 89 0 0cSH 365 1700 792 1700Volume to Capacity 0.11 0.49 0.09 0.26Queue Length 95th (m) 2.9 0.0 2.3 0.0Control Delay (s) 16.1 0.0 10.0 0.0Lane LOS C BApproach Delay (s) 16.1 0.0 1.4Approach LOS C


HCM Unsignalized Intersection Capacity Analysis 2030 Total (w/improvements)4: Yonge Street & Train Ave W PM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2030 Total (w/improvements)7: Yonge Street & Commercial Access PM Peak Hour


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (veh/h) 25 5 10 735 400 20Future Volume (Veh/h) 25 5 10 735 400 20Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 26 5 11 774 421 21PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type None TWLTLMedian storage veh) 2Upstream signal (m)pX, platoon unblockedvC, conflicting volume 1228 432 442vC1, stage 1 conf vol 432vC2, stage 2 conf vol 796vCu, unblocked vol 1228 432 442tC, single (s) 6.4 6.2 4.1tC, 2 stage (s) 5.4tF (s) 3.5 3.3 2.2p0 queue free % 93 99 99cM capacity (veh/h) 387 618 1102



HCM Unsignalized Intersection Capacity Analysis 2030 Total (w/improvements)8: Yonge Street & Tim's PM Peak Hour





HCM Unsignalized Intersection Capacity Analysis 2030 Total (w/improvements)11: Yonge Street & Subway PM Peak Hour


Movement EBL EBR NBL NBT SBT SBRLane ConfigurationsTraffic Volume (veh/h) 30 10 15 745 410 25Future Volume (Veh/h) 30 10 15 745 410 25Sign Control Stop Free FreeGrade 0% 0% 0%Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95Hourly flow rate (vph) 32 11 16 784 432 26PedestriansLane Width (m)Walking Speed (m/s)Percent BlockageRight turn flare (veh)Median type TWLTL TWLTLMedian storage veh) 2 2Upstream signal (m)pX, platoon unblockedvC, conflicting volume 1261 445 458vC1, stage 1 conf vol 445vC2, stage 2 conf vol 816vCu, unblocked vol 1261 445 458tC, single (s) 6.4 6.2 4.1tC, 2 stage (s) 5.4tF (s) 3.5 3.3 2.2p0 queue free % 92 98 99cM capacity (veh/h) 377 607 1087



APPENDIX E: MTO LEFT TURN WARRANT GRAPHS

MTO Left Turn Lane Warrant – Yonge St & Tim Hortons 2017 AM Peak

MTO Left Turn Lane Warrant – Yonge St & Train Ave East 2017 PM Peak

Date post:	18-Sep-2020
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