Draft. Multi-Modal Transportation Study and Improvement Plan for the Highway 38 Corridor in Verona, ON. Prepared for: Township of South Frontenac

Transcription

1 Multi-Modal Transportation Study and Improvement Plan for the Highway 38 Corridor in Verona, ON Prepared for: Township of South Frontenac Prepared by: Stantec Consulting Ltd.

2 Sign-off Sheet This document entitled Multi-Modal Transportation Study and Improvement Plan for the Highway 38 Corridor in Verona, ON was prepared by Stantec Consulting Ltd. ( Stantec ) for the account of Township of South Frontenac (the Client ). Any reliance on this document by any third party is strictly prohibited. The material in it reflects Stantec s professional judgment in light of the scope, schedule and other limitations stated in the document and in the contract between Stantec and the Client. The opinions in the document are based on conditions and information existing at the time the document was published and do not take into account any subsequent changes. In preparing the document, Stantec did not verify information supplied to it by others. Any use which a third party makes of this document is the responsibility of such third party. Such third party agrees that Stantec shall not be responsible for costs or damages of any kind, if any, suffered by it or any other third party as a result of decisions made or actions taken based on this document. Prepared by (signature) Adrian Soo, P.Eng. Transportation Engineer Prepared by (signature) Garry Pappin, BES, LEL Project Manager Senior Associate, Transportation Stantec Consulting Ltd Cochrane Drive West Tower Markham, ON L3R 0B8 Tel: (905) Reviewed by (signature) Steven Kwan, P. Eng. Transportation Engineer

3 Table of Contents 1.0 INTRODUCTION EXISTING TRANSPORTATION CONDITIONS TRANSPORTATION FACILITIES Active Transportation (Walk and Cycle) Road Network OBSERVATIONS TRAFFIC DATA COLLECTION PROGRAM TRAFFIC VOLUMES VEHICLE COMPOSITION SPEED CHARACTERISTICS COLLISION SUMMARY PARKING MULTI-MODAL LEVEL OF SERVICE Active Transportation Vehicular Level of Service SUMMARY OF EXISTING TRANSPORTATION ISSUES FUTURE TRAFFIC CONDITIONS TRAFFIC FORECASTS VEHICULAR LEVEL OF SERVICE PUBLIC INFORMATION CENTRE IMPROVEMENT ALTERNATIVES AND EVALUATION GOALS AND OBJECTIVES HIGHWAY 38 SPEED AND TRAFFIC CONTROL Pavement Markings Flashing 40 km/h Sign in a School Zone Radar Speed Display Rumble Strips Rural to Urban Transition Gateway Treatments HIGHWAY 38 VEHICULAR TRAFFIC CAPACITY AND PARKING Remove On-Street Parking Create On-Street Parking Bays Increase Off-Street Parking in the Core Area Verona Street Connection to Highway ACTIVE TRANSPORTATION WALKING Pedestrian Crossings of Highway 38 (Urban Area) Pedestrian Travel Along Highway 38 (Rural Area) K & P Trail Improvements and Local Pedestrian Activity ACTIVE TRANSPORTATION CYCLING Signage and Pavement Markings (Urban Area) pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx i

4 5.5.2 Infrastructure Improvements (Rural Area) Bike Parking SAFETY AND SECURITY Access Management Improve/Maintain Sight Lines in Rural Area Standardize Lane Width in Urban Area and Remove On-Street Parking CONCLUSIONS RECOMMENDATIONS SHORTER TERM IMPROVEMENT PLAN LONGER TERM IMPROVEMENT PLAN List of Appendices Appendix A Highway 38 Typical Cross Sections Appendix B Traffic Data Appendix C Vehicle Traffic Composition Appendix D Speed Data Appendix E Collision Summaries Appendix F Synchro Traffic Operations Analysis Appendix G Public Information Centre Comment Sheets Appendix H Improvement Alternatives and Evaluation, and Sample Cross Sections pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx ii

5 List of Tables Table 1 Seasonal Daily Traffic Volumes Table 2 Seasonal Intersection Traffic Volumes Table 3 Intersection Collisions by Year Table 4 Mid-block Collisions by Year Table 5 Comparison of Peak Parking Occupancy by Season Table 6 Existing Conditions, November 2013, Peak Hour Level of Service Analysis Table 7 Existing Conditions, May 2013, Peak Hour Level of Service Analysis Table 8 Existing Conditions, July 2013, Peak Hour Level of Service Analysis Table 9 Future Conditions, Summer 2024, Peak Hour Level of Service Analysis Table 10 Transportation Goals and Objectives, Verona Community Improvement Plan List of Figures Figure 1 Study Area Figure 2 Pedestrian Facilities Figure 3 Walkability Map Figure 4 Traffic Data Collection Figure 5 Parking Data Collection Figure 6 Traffic Volumes November 2013 Figure 7 Traffic Volumes May 2014 Figure 8 Traffic Volumes July 2014 Figure 9 Speed Zones and Characteristics Figure 10 Collision Summary pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx i

6 Introduction 1.0 INTRODUCTION The Township of South Frontenac retained Stantec Consulting Ltd. to conduct a multi-modal transportation study along the Highway 38 corridor in Verona, Ontario. While this highway is now Township of South Frontenac Road 38, it is referred to throughout this report as Highway 38 for ease of reference. The Study Area is shown in Figure 1. Highway 38, which is a former provincial highway now under the jurisdiction of the Township, serves a dual function in the road network. It provides accessibility and mobility to the local residents and businesses of Verona (some catering to recreational traffic) as well as a transportation link between Highway 7 and Highway 401 (also serving other adjacent communities). These functions accommodate two types of trips local trips of shorter distance that are characterized by mixed modes of travel including motorists, pedestrians, and cyclists, and non-local trips of longer distance that are almost exclusively by motorists. Therefore, this multi-modal Study examines the travel characteristics and facilities required for pedestrians, cyclists, and motorized vehicles (automobiles and trucks). Prior to this Study, a Community Improvement Plan (CIP) was undertaken in Verona and the related report was completed in January 2012 ( The Township of South Frontenac, Verona Community Improvement Plan, FoTenn Planning and Urban Design ). A key component of the CIP was a public engagement process that sought input from various stakeholders in Verona, and produced the following Community Vision Statement (bold/italics added): Verona will continue to build upon its strengths as an active and engaged community that values the natural setting for both its recreational and ecological benefits; the village area will continue to provide local commercial goods and service retailing and social institutions to fulfill the day-to-day needs of residents and visitors; improvements to the main street area will improve safety for pedestrians and encourage both residents and visitors alike to mingle within an aesthetically appealing village atmosphere; private property owners along the main street will be encouraged to maintain and improve the visual appearance of buildings and properties to support the development of a unique character for the community. As part of the CIP, the public comments related to specific transportation issues were as follows: Pedestrian safety is a concern within the Main Street area; Traffic lights are suggested in addition to other traffic calming measures; Pathways, including sidewalks and bike paths need to be improved and integrated; and More public parking spaces are required. pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 1.1

7 Legend: Study Area Limits Figure 1 Study Area

8 Introduction Therefore, the purpose of this Study is to review the existing transportation issues, consider general growth in travel demand, and identify an improvement plan for the Highway 38 corridor. Specifically, this involved carrying out the following activities: Reviewing available traffic data and background reports; Reviewing the existing traffic control devices; Organizing a fall, spring, and summer data collection program; Analyzing the operational level of service at the key intersections within the corridor for existing and future conditions (10 year traffic estimates); Considering the merit of a northerly extension of Verona Street to a new intersection with Highway 38; Assessing pedestrian and cycling opportunities and constraints; Assessing parking demand within the corridor; and Developing and evaluating shorter and longer term transportation improvement measures. In addition to the technical activities listed above, a Public Information Centre was also held in April 2014 to provide a forum for an exchange of information. This provided an opportunity for the general public to view transportation-related data, express an opinion as to what issues are most important, consider improvement alternatives presented by the Project Team (including Township staff), and suggest additional alternatives. pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 1.2

9 Existing Transportation Conditions 2.0 EXISTING TRANSPORTATION CONDITIONS 2.1 TRANSPORTATION FACILITIES Active Transportation (Walk and Cycle) The primary pedestrian facilities in and adjacent to the Highway 38 corridor are shown in Figure 2, and include the existing sidewalk sections along Highway 38 and Kingston and Pembroke (K & P) trail. There are no dedicated cycling facilities within this corridor and cyclists would have to share the road with motorized traffic or use the trail. The opportunities and constraints with respect to active transportation include: The proximity of the sidewalks along Highway 38 to the travelled roadway in the business core; The lack of controlled pedestrian crossings opportunities along Highway 38. The only controlled and marked crossing is near the Prince Charles Public School where a school crossing guard is posted during the school year; The lack of cycling facilities outside of the business core area of Verona, and the narrow right-of-way and lanes through the core that require sharing space with regular vehicular traffic; The need for trail improvements along the Verona Street portion of the K & P trail; and The potential for a parking facility in the southeast corner of Verona Street and Station Street, which could accommodate out-of-town trail users. Walkability is a term referring to the measure of ease with which pedestrians can move through a transportation network enjoyably and safely. Ontario Traffic Manual Book 15 states: Most people are willing to walk 5 to 10 minutes at a comfortable pace to reach a destination with walking trips averaging a distance of 0.4 km. The threshold for walking trips is approximately 1.6 km in distance. The threshold distance would not include longer distance recreational walking, hiking, or running, but rather refers primarily to utilitarian trips between specific destinations for work, shopping, school, recreation, and other purposes. Compared to the 1.6 km threshold distance for pedestrian travel as previously discussed, cycling provides for much longer travel distances with five to eight km (or 20 to 30 minute ride) generally being a reasonable range for commuter (utilitarian) bike trips. Figure 3 shows a five minute walking radius as well as the typical maximum walking distance of 1.6 km superimposed on a map of Verona. This provides a demonstration that the central pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 2.3

10 Legend: No Sidewalk Provided Sidewalk Provided Kingston and Pembroke Trail Figure 2 Pedestrian Facilities

11 Legend: 5-10 Minute Walking Radius 400 m Walking Distance Maximum Walking Distance (20 to 30 min.) Foodland Supermarket/ LCBO/Beer Store Figure 3 Walkability Map

12 Existing Transportation Conditions urban/business area is generally walkable and the medical centre south of Verona Sand Road is relatively close (but is not connected with a pedestrian facility). Other amenities such as the food store/lcbo/beer complex are beyond the typical walking range. All destinations within the area shown on the map are within the typical cycling range of 5 to 8 km. Therefore, despite the distances being favourable to walking and cycling, the current constraints with respect to the lack of facilities as well as the lower comfort and safety level of existing facilities are not conducive to increasing participation in active transportation Road Network Highway 38 is a basic two lane highway providing a travel route between Highway 401 to the south and Highway 7 to the north, and access to many communities and recreational areas along this route. Within the core area of Verona, Highway 38 provides an arterial road function by accommodating a relatively high volume of through traffic as well as access to many local streets and property accesses. The change in function of Highway 38 is reflected by its different cross sections. Three existing typical cross sections along Highway 38 within the Study Area are described below with reference to Transportation Association of Canada (TAC) design guidelines, and supporting drawings are presented in Appendix A: Typical rural highway cross section (e.g. Highway 38 north of Bellrock Road) with lane and shoulder widths at or exceeding TAC guidelines, no pedestrian facilities (other than the shoulder), and a generous right-of-way (approximately 37m corridor); Verona central core cross section (e.g. Highway 38 north of Bank Street) with an offset centre line resulting in a narrow southbound lane (3.1m vs 3.5 m desirable), a wide northbound lane which also provides on-street parking, but with inadequate lane width (4.8 m vs. 6.3m desirable), narrow sidewalks immediately adjacent to the curb on each side of the road (1.2m vs 1.5m desirable), and a narrow right-of-way (approximately 12m corridor) with virtually no setback between private property and the road allowance; and Verona northern core cross section (e.g. Highway 38 south of Pine Ridge Road) also with an offset centre line and lane dimensions matching the central core section, a multi-use path on the west side with an acceptable width (3.4m), but immediately adjacent to the curb, a boulevard on the east side (2m vs 3m desirable), a narrow sidewalk (1.2m vs 1.5m desirable, and standard right-of-way for a two lane road (20m) with setbacks between the multi-use trail/sidewalk and private property (3.2m and 1.3m, respectively). Highway 38 operates as the through road at all public road and driveway intersections within the Study Area, and the minor public road approaches are controlled with Stop signs. The pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 2.4

13 Existing Transportation Conditions posted maximum speed limit is 80 km/h in the rural areas approaching Verona, and either 60km/h, 50 km/h, or 40 km/h within the areas with urban development. 2.2 OBSERVATIONS Several site visits were made to Verona by Stantec staff in 2013 and During the initial kickoff/project start-up Stantec staff met with Township Staff and various other stakeholders to walk the Study Area and to identify any operational or transportation related concerns. The various issues and concerns observed during the site walk or discussed at the meeting as well as proposed improvements are summarized as follows: Walker Street/Highway 38 intersection pedestrian and traffic crossing issues, poor sight lines; Potential development sites within Verona, including a seniors residence; Many private accesses and wide driveways; Bank Street/Highway 38 - poor sight lines, old No Left Turn sign for exit to Bank Street from Ontario Service Centre parking lot; Narrow roadway and sidewalks and occasionally travelled by wide load vehicles related to area construction, also many trucks - sand pits nearby to the north, quarry (Leonard) south of Verona. Trucks travelling southbound in the central area were observed to occasionally cross the yellow centre line and encroach on the opposing northbound lane; Verona Street potential for bypass (if considered, would also require geometric improvements at curves to accommodate trucks), one-way or two-way, on-street parking used by car dealership employees, K & P Trail connection, at north and south ends would involve trail crossing the street; Station Street road allowance used for event and church parking, potential use for K & P Trail parking; Extension of Verona Street northerly to Highway 38 to provide more routing flexibility for local and emergency traffic; Water Street/Highway 38 conflicts with parking and pedestrian crossings with Post Office on west side and on and off-street parking on the east side; No off road facilities for walking or cycling to the Foodland grocery store/lcbo/beer store on the west side of Highway 38 south of the central area, difficult for parents with pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 2.5

14 Existing Transportation Conditions strollers, and access by foot to the grocery store parking lot is difficult due to the grade change between the roadway (higher) and parking lot (lower); Similar issues for walking/cycling to the Medical Clinic on the east side of Hwy 38 south of the central area; Potential for a new access road to the relatively recently developed subdivision on the east side of Highway 38 opposite the grocery store access; Sight lines for exiting the Foodland grocery store access are somewhat limited by the vertical crest curve (hill) to the south on Highway 38 and the horizontal curve to the north; Concerns expressed that some motorists drive on the gravel shoulder to bypass left turning vehicles on the rural sections of Highway 38; At the south end of the Study Area, offset intersection of Conservation Area access on the east side of Highway 38 and the waste management facility access on the west side of Hwy 38, and a northbound right turn lane is provided for conservation area, but no left turn lanes are provided at either access. Future potential to realign the Township facility access directly opposite the Conservation Area access to create a four-leg intersection; and Within the central core area where on-street parking is permitted, regular occurrences of motorists parking their vehicles with driver s or left side wheels to the curb, which is contrary to the Township s by-law, but rarely (if ever) enforced. In addition to the above, site visits were conducted by Stantec staff on Wednesday, November 13, 2013, Thursday, July 10, 2014, and Saturday, July 12, 2014 during the traffic data collection program. The key traffic-related observations are as follows: Wednesday, November 13, 2013 Relatively low traffic volumes and no congestion observed during the peak periods at all Study Area intersections; Relatively little use of on-street parking, but several vehicles observed parked in the wrong direction (left side wheels to curb) near the post office for a short duration; Low volume of minor street traffic movements at Highway 38; Low number of pedestrian crossings at the Study Area intersections, some pedestrians walking along Highway 38 within the core; pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 2.6

15 Existing Transportation Conditions Sight distance from the Foodland grocery store driveway exit measured at approximately 145m to the south and 185m to the north, vegetation should be kept trimmed to maintain sight line to the south; and Within the core areas, several examples of limited sight distance at intersections due to the proximity site; of buildings to Highway 38. Thursday, July 10, 2014 During morning, two pedestrians using unpaved shoulder of Highway 38 south of Bellrock Road and two cyclists travelling southbound on sidewalk in core area; Three to six vehicles parked on-street in the core area during the day, all parked appropriately; Regular observations of aggregate trucks travelling through the core area; Observed vehicles parked in the wrong direction (left side wheels to curb) across from the Post Office (parked for less than two minutes); No excessive speeding noted within the core area; During afternoon, one pedestrian walking to the Foodland grocery store (appeared to be an employee) along the shoulder of Highway 38; Traffic was primarily travelling north-south through the core area with few turning movements onto or off the side streets or driveways; Limited sight lines looking south from the Foodland grocery store driveway entrance result in many left turn out vehicles using the left lane run out to accelerate and safely merge with traffic northbound traffic. This appeared to lead to slightly higher speeds approaching the core area; Saturday, July 12, 2014 Mid-day traffic within the core area observed to be very low, virtually no on-street parking being used, and off-street parking lots virtually empty; The Foodland/LCBO/beer store parking very busy, and approximately 75% occupied with what appears to be local cottagers; Small scale farmer s market at the public school site with attendees parked on-site; Fishing derby and related children's activities at McMullen Beach with up to 20 cars parked in and around that pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 2.7

16 Existing Transportation Conditions One to two cars typically parked on-street in the core area near the bank, and typically one or two cars parked on-street near the Post Office; and Early to mid-afternoon traffic through Verona described as steady, but with no traffic congestion or conflicts. Side street traffic remains very low, and there were four to five cars parked along the street in the vicinity of the post office and Mom s restaurant. 2.3 TRAFFIC DATA COLLECTION PROGRAM Traffic Survey Analysis Inc. (TSA) was retained by Stantec to undertake a traffic and parking data collection program. The data collection programs were conducted during the fall, summer, and spring periods, November 2013, May 2014, and July 2014, respectively. Figure 4 shows the types and locations of traffic data collection, which included turning movement and classification (TMC) counts and automatic traffic recorder (ATR) counts at midblock locations. The TMC counts were conducted on a typical weekday for the hours of 7 to 10 a.m., 11:30 a.m. to 1:30 p.m., and 3 to 6 p.m. and in addition to vehicle counts also include pedestrian crossings at intersections. ATR counts were conducted for a 24-hour weekday period in November 2013 and for a seven day period in May and July. The ATRs also record speed and vehicle classification (cars, trucks, etc.) information. It is noted that the data collection program was modified slightly for the May and July data collection as necessary due to ATR equipment placement restrictions as well as the Prince Charles Public school being out of session during the summer. Figure 5 shows the locations of the parking occupancy (number of cars parked) surveys for selected on-street sections and off-street lots. The surveys were carried out during a weekday in 30 minute and 60 minute intervals for the on and off-street locations, respectively. For on-street parking, the permitted curb side parking area included the east side of Highway 38 from Verona Sand Road to two houses north of the Post Office. The off-street parking was intended to capture a snapshot of longer term parking demand at the following sample of private lots: Parking lot in the northeast quadrant of Highway 38 at Water Street (near the Post Office); Bank of Montreal parking lot (east side of Highway 38 south of Water Street); Sears/Service Ontario parking lot (northwest quadrant of Highway 38 at Bank Street); Verona Convenience & Crafts parking lot (northwest quadrant of Highway 38 at Walker Street); and Local Family Farms and Drug Mart parking lot (east side of Highway 38 opposite Walker Street). pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 2.8

17 TMC s: HWY 38 / Desert Lake Road HWY 38 / Carleton Drive HWY 38 / Water Street RONA D/W HWY 38 / Genge Street-Bank Street Verona Street / Bank Street HWY 38 / Walker Street HWY 38 / Verona Sand Road HWY 38 / Bellrock Road HWY 38 / Foodland Supermarket D/W ATR s: A. HWY 38 just north of Carleton Drive (40 km/h zone) B. HWY 38 just south of Bravo Restaurant (50 km/h zone) C. HWY 38 just north of Supermarket (60 km/h zone) D. HWY 38 south end of Study Area (80 km/h zone) Pedestrian Crossings: P1. Pedestrian Crossing at School P2. Pedestrian Crossings at Post Office Legend: TMC Location ATR Count Location Pedestrian Crossing Count Location Figure 4 Traffic Data Collection

18 On-Street Parking (30 minute intervals): 1. Highway 38, east side only, from Verona Sand Road to two houses north of the Canada Post Office Off-Street Parking (60 minute intervals): 1. Parking Lot in the NE quadrant of Highway 38 at Water Street 2. Bank of Montreal parking lot 3. Sears/Service Ontario parking lot 4. Verona Convenience & Crafts parking lot 5. Local Family Farms and Drug Mart parking lot N Figure 5 Parking Data Collection

19 Existing Transportation Conditions 2.4 TRAFFIC VOLUMES The a.m. and p.m. peak hour intersection traffic volumes are shown in Figure 6, Figure 7, and Figure 8 for the November 2013, May 2014, and July 2014 counts. To consider the differences between the data collected, a summary of the daily volumes for the three seasons is presented in Table 1, and a comparison of the traffic volume entering the Study Area intersections is presented in Table 2. TABLE 1 SEASONAL DAILY TRAFFIC VOLUMES Location Time Period November Average Daily Traffic Average of 2013 May 2014 July 2014 Available Data (Fall) (Spring) (Summer) 7-Day Highway 38 North Weekday of Carleton Drive Weekend Day Highway 38 North Weekday of Post Office Weekend Highway 38 South 7-Day of Verona Sand Weekday Road Weekend Highway 38 South 7-Day of Bravo Weekday Restaurant Weekend Day Highway 38 North Weekday of Foodland Weekend Day Highway 38 at Weekday South Study Limit Weekend Only single 24-hour weekday collected in Fall No data collection for this location during subject period. For the daily weekday traffic, the summer (July) counts were in the order of 20 to 25% higher than the fall (November) counts in the central and southerly sections of Highway 38, and approximately 40% higher on the northerly section (north of Carleton Drive). The spring (May) traffic volumes are generally between the fall and summer volumes, but closer in order-ofmagnitude to the summer volumes. These differences reflect typical patterns, which were slightly exaggerated by the effects of deer hunting season in November 2013 when many local people are out of town and traffic volumes are correspondingly lower. For context, two lane roadways that exhibit capacity conditions during the peak hours would typically have daily traffic volumes in the order of 15,000 vehicles per day. The highest summer traffic volumes noted above are at approximately half the capacity threshold for two lane roadways. pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 2.9

20 Legend Automatic Traffic Recorder AM Peak Hour (PM Peak Hour) Average Daily Traffic Pedestrian Crossing Figure 6 Traffic Volumes November 2013

21 Legend Automatic Traffic Recorder AM Peak Hour (PM Peak Hour) Average Daily Traffic Pedestrian Crossing Figure 7 Traffic Volumes May 2014

22 Legend Automatic Traffic Recorder AM Peak Hour (PM Peak Hour) Average Daily Traffic Pedestrian Crossing Figure 8 Traffic Volumes July 2014

23 Existing Transportation Conditions TABLE 2 SEASONAL INTERSECTION TRAFFIC VOLUMES Total Volume Entering # Intersection AM Peak Hour 1 PM Peak Hour 2 8 Hour Total 3 November 2013 May 2014 July 2014 November 2013 May 2014 July 2014 November 2013 May 2014 July Desert Lake Road/ Highway Carleton Drive/ Highway Water Street- Rona Driveway/ Highway 38 4 Genge Street- Bank Street/ Highway 38 5 Bank Street/ Verona Street Walker Street/ Highway Verona Sand Road/ Highway Bellrock Road/ Highway Foodland Driveway/ Highway The a.m. peak hour was typically from 7:15 to 8:15 a.m. or 7:30 to 8:30 a.m. in November and May, while in July it was from 9:00 to 10:00 a.m. 2 The p.m. peak hour was typically from 4:15 to 5:15 p.m. in November, while in May and July it was typically later and started at either 4:30, 4:45, or 5:00 p.m. 3 The 8-hour total is for the hours 7:00 to 10:00 a.m., 11:30 a.m. to 1:30 p.m., and 3:00 to 6:00 p.m. pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 2.10

24 Existing Transportation Conditions The 8-hour traffic data collected at the various intersections showed much less variation (summer approximately 10% higher than fall), and the morning and afternoon peak hour data showed either very similar volumes during each season, or at some intersections, higher volumes during the fall. In general this indicates that while higher volumes do occur during the spring and summer, the additional traffic is spread throughout the day rather than concentrated during the typical commuter peak hours. It was also noted that in all seasonal traffic data, the volume of pedestrian crossings of Highway 38 was low (typically less than 10), which was consistent with site observations. The raw traffic data information is provided in Appendix B for reference. 2.5 VEHICLE COMPOSITION Based on the 2013 and 2014 daily traffic counts, the vehicle composition at the various count stations was as follows: November 2013 approximately 80 to 90 percent autos and 10 to 20 percent trucks; May 2014 approximately 90 percent autos and 10 percent trucks; and July 2014 approximately 85 to 90 percent autos and 10 to 15 percent trucks. Tabular summaries of the vehicle composition information are included in Appendix C. 2.6 SPEED CHARACTERISTICS Figure 9 illustrates the speed zones in the Study Area as well as the speed characteristics determined through the fall, spring, and summary data collection periods. Detailed spreadsheets providing additional speed data are provided in Appendix D. The speed data shows low compliance, i.e. travelling at or below the posted maximum speed limits, in each speed zone. For example, the highest compliance in the November 2013 traffic data was 28 percent in the northbound direction of the 60 km/h speed zone on Highway 38 north of the Foodland entrance, and only one percent in the southbound direction of the 50 km/h zone on Highway 38 south of the Bravo Restaurant. The posted 40 km/h speed limit in the vicinity of the Prince Charles Public School) also seems to be largely ineffective (even with occasional use of a radar speed and display sign) except perhaps when the school crossing guard is on duty. The overall daily compliance in the 40 km/h zone is less than 20 percent. The relatively high speeds within the 40 km/h, 50 km/h, and 60 km/h speed zones approaching the built-up area of Verona are primarily due to the lack of a noticeable transition area between the 80 km/h rural environment to the north and south of Verona and the urban Verona. environment within pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 2.11

25 Legend: 80 km/h Maximum Zone 60 km/h Maximum Zone 50 km/h Maximum Zone 40 km/h Maximum Zone Figure 9 Speed Zones and Characteristics

26 Existing Transportation Conditions 2.7 COLLISION SUMMARY The Township of South Frontenac provided collision data reports from January 2008 inclusive to August 2013, which represents approximately five and a half years of data. The number collisions by year for the intersections and mid-block locations are summarized in Table 3 and Table 4, respectively. A collision summary map displays the number, severity, and location of collisions that occurred during the five and a half year period is illustrated in Figure 10. A more detailed breakdown of collision information is provided in Appendix E. TABLE 3 INTERSECTION COLLISIONS BY YEAR Intersection Conservation Lane/Highway Foodland Access/Highway Burnett Road/Highway Cedarwoods Drive/Highway Bellrock Road/Highway Verona Sand Road/Highway Bank Street/Highway Genge Street/Highway Water Street/Highway Pine Ridge Road/Highway Desert Lake Road/Highway Total Half year of data TABLE 4 MID-BLOCK COLLISIONS BY YEAR Highway 38 Road Sections Between Bellrock Road and Verona Sand Road Between Verona Sand Road and Bank Street Between Bank Street and Water Street Between Water Street and Pine Ridge Road Between Pine Ridge Road and Desert Lake Road Total Half year of data pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 2.12

27 Note: As shown on the map, PDO is a collision where property damage only occurred (i.e. no injuries). Figure 10 Collision Summary

28 Existing Transportation Conditions The collision information was analyzed and the following summary is provided: A total of 43 intersection-related incidents occurred between 2008 and the first half of 2013; A total of 21 mid-block collisions occurred along Highway 38 between 2008 and the first half of 2013; No collisions involving pedestrians were reported; One incident involving a cyclist falling from their bike was reported (no motor vehicle involved); and No fatal collisions reported. In summary, the collision incidences are generally unremarkable. The majority of collisions involve property damage only (i.e. no injuries) and there were several collisions at the south end of the Study Area between wildlife (deer and bear) and single motor vehicles. 2.8 PARKING The maximum number of cars parked in each of the on-street (half hour intervals) or off-street parking lots (one hour intervals), and the maximum number of cars parked at one time in all facilities combined, are summarized in Table 5 for each of the three seasonal counts. TABLE 5 COMPARISON OF PEAK PARKING OCCUPANCY BY SEASON Parking Location November 2013 May 2014 July 2014 (Parking Supply) # Parked % Spaces Occupied # Parked % Spaces Occupied # Parked % Spaces Occupied On-Street Highway 38 (28-Spaces) 4 14% 9 32% 7 25% Off-Street Lot #1 (25-Spaces) 15 60% 22 88% % Lot #2 (15-Spaces) 10 67% 7 47% 10 67% Lot #3 (7-Spaces) 3 43% 6 86% 2 29% Lot #4 (12-Spaces) 5 42% 4 33% 5 42% Lot #5 (25-Spaces) 8 32% 10 40% 9 36% Total Off-Street (84-Spaces) 41 49% 49 58% 53 63% The individual peak demands at each parking facility are typically well within available supply with the exception of Lot #1 across from the Post Office. The higher occupancy figures noted for pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 2.13

29 Existing Transportation Conditions the May and July count may not reflect actual parking demand, but rather this area was likely being used to store vehicles for sale by the local car dealer (understood to be their ownership). The overall peak parking demand occurs later in the day between 4 and 5 p.m. and represents 50 to 60 percent of the available supply. In general, the demand for on-street parking was found to be up to approximately one-third of the available supply. Therefore, the current parking supply is more than sufficient for the existing land uses and services within the core area of Verona. The on-street parking, however, is seen to be problematic in terms of its effect on through traffic capacity and efficiency (resultant narrow lanes), its effect on safety (driver door opening and driver stepping into live traffic lane), and the observed occasional practice of parking with left wheels to the curb (contrary to Township bylaws and potentially hazardous in terms of head-on collisions). 2.9 MULTI-MODAL LEVEL OF SERVICE Active Transportation The Highway Capacity Manual provides formal methodology for a level of service analysis of pedestrian traffic and bicycle traffic, however, the current methodology is time and labour intensive and best suits very busy urban corridors. With the very low volume of pedestrian and cycling traffic observed in Verona, the focus has been placed on the following qualitative analysis of active transportation in this context: The relatively narrow sidewalks (1.2m) within the core area provide substantial pedestrian capacity for north-south travel, but their positioning immediately adjacent to the curb of the road effectively narrows their width to less than 1.0m or less since pedestrians would not feel comfortable walking next to live traffic. This is especially evident on the sidewalk along the west side of Highway 38 due to the narrow southbound travel lane created by the offset centre line; The lack of sidewalks to the south of the core area force pedestrians to travel along the shoulder of the road, and while the shoulder has a relatively generous width (2.5m) the walking surface consists of gravel and therefore does not prove a safe and secure service for all users or under all weather conditions. The perceived security of pedestrians is also affected by the proximity to a section of Highway 38 that has higher operating speeds; With the exception of the intermittent traffic control provided by the school crossing guard, there are no controlled pedestrian crossings of Highway 38 within Verona; Cyclists are faced with similar issues within the core area in that the narrow width of Highway 38, especially the southbound lane, forces a shared lane situation between bicycles and faster moving vehicular traffic. This is complicated by the permitted on- pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 2.14

30 Existing Transportation Conditions street parking along the east side of the northbound lane, and raises the prospect of cyclists being struck by the car doors of parked cars being opened as the cyclist passes ( dooring ); and Cyclists travelling on Highway 38 north and south of Verona would have to share the travelled lane with motorists or use the shoulder. The former practice may lead to conflicts with higher speed motorized vehicle traffic, and the latter would result in the cyclist travelling on the unstable material in the gravel shoulders. Therefore, it can concluded that there is sufficient capacity for the small volume of pedestrians and cyclists within Verona, but the level of service provided for active transportation is poor due to a lack of facilities and infrastructure. This is somewhat made up for by the availability of low volume streets and lanes to the east and west of the Highway 38 corridor and by the K & P Trail system, which offer alternative, but circuitous routes for active transportation. In summary, the lack of active transportation infrastructure is not conducive to promoting and supporting walking and cycling in the key business areas. As well, the relatively long walking distance between the majority of residential development and the Foodland/LCBO/Beer Store complex (highest traffic generator within the community) is an impediment to active modes Vehicular Level of Service The quality of intersection operations is typically measured in terms of level of service (LOS). The LOS is assigned on the basis of average delay per vehicle and includes deceleration delay, queue move-up time, stopped delay, and final acceleration delay. For unsignalized intersections, the LOS ranges from LOS A for 10 seconds or less average delay to LOS F for average delay greater than 50 seconds. In busy, urban areas LOS D to E can be considered acceptable for the critical movements at unsignalized intersections. Traffic operations at the Study Area intersections were assessed using the TrafficWare Synchro 8.0 Software package (incorporates Highway Capacity Manual methodology). The key parameters used in the analysis include: Existing lane configurations; Pedestrian crossings as derived from existing traffic counts; Heavy vehicle percentages as derived from existing traffic counts; Peak hour factor as derived from existing traffic counts (the peak hour factor is used to assess the operations of the highest volume 15 minute interval within the peak hour); and Synchro default values for all other inputs. pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 2.15

31 Existing Transportation Conditions The results of the analysis are presented in Table 6, Table 7, and Table 8 for November 2013, May 2014, and July 2014 peak hour traffic conditions, respectively. Synchro software output is provided for reference in Appendix F. TABLE 6 EXISTING CONDITIONS, NOVEMBER 2013 PEAK HOUR LEVEL OF SERVICE ANALYSIS 1 Unsignalized AM Peak Hour PM Peak Hour Approach/Movement Intersections LOS v/c LOS v/c Hwy 38 at Desert WB Left/Right B 0.07 B 0.05 Lake Road SB Left/Thru A 0.00 A 0.00 Hwy 38 at Carleton WB Left/Right B 0.03 B 0.04 Drive SB Left/Thru A 0.00 A 0.01 Hwy 38 at Water WB Left/Right B 0.01 B 0.01 Street SB Left/Thru A 0.00 A 0.00 Hwy 38 at RONA EB Left/Right B 0.00 B 0.03 Driveway NB Thru/Left A 0.00 A 0.00 Hwy 38 at Genge WB Left/Right B 0.01 B 0.01 Street SB Left/Thru A 0.00 Hwy 38 at Bank EB Left/Right B 0.04 B 0.03 Street NB Thru/Left A 0.00 A 0.01 EB Left/Thru/Right Verona Street at WB Left/Thru/Right A 0.00 A 0.00 Bank Street NB Left/Thru/Right A 0.01 A 0.01 SB Left/Thru/Right A 0.01 A 0.02 EB Left/Thru/Right B 0.02 B 0.02 Hwy 38 at Walker WB Left/Thru/Right A 0.00 A 0.00 Street NB Left/Thru/Right A 0.01 A 0.00 SB Left/Thru/Right Hwy 38 at Verona EB Left/Right B 0.04 B 0.05 Sand Road NB Thru/Left A 0.01 A 0.02 Left B 0.05 C 0.10 Hwy 38 at Bellrock EB Right B 0.08 A 0.04 Road NB Left A 0.01 A 0.06 Hwy 38 at Foodland EB Left/Right B 0.03 C 0.29 Driveway NB Left A 0.01 A Movements on intersection approaches that are free flow (unopposed by other traffic movements) are omitted from the results. movement. 2 0 vph for the conflicting pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 2.16

32 Existing Transportation Conditions TABLE 7 EXISTING CONDITIONS, MAY 2014 PEAK HOUR LEVEL OF SERVICE ANALYSIS 1 Unsignalized AM Peak Hour PM Peak Hour Approach/Movement Intersections LOS v/c LOS v/c Hwy 38 at Desert WB Left/Right B 0.08 B 0.03 Lake Road SB Left/Thru A 0.00 A 0.01 Hwy 38 at Carleton WB Left/Right B 0.04 B 0.04 Drive SB Left/Thru A 0.00 A 0.01 Hwy 38 at Water WB Left/Right B 0.01 B 0.02 Street SB Left/Thru A 0.00 A 0.00 Hwy 38 at RONA EB Left/Right A 0.00 B 0.02 Driveway NB Thru/Left A 0.01 A 0.00 Hwy 38 at Genge WB Left/Right B 0.00 B 0.00 Street SB Left/Thru Hwy 38 at Bank EB Left/Right B 0.02 B 0.02 Street NB Thru/Left A 0.00 A 0.01 EB Left/Thru/Right Verona Street at WB Left/Thru/Right A 0.00 A 0.00 Bank Street NB Left/Thru/Right A 0.01 A 0.01 SB Left/Thru/Right A 0.02 A 0.02 EB Left/Thru/Right B 0.02 B 0.01 Hwy 38 at Walker WB Left/Thru/Right B 0.01 B 0.01 Street NB Left/Thru/Right A 0.00 A 0.00 SB Left/Thru/Right A 0.00 A 0.00 Hwy 38 at Verona EB Left/Right B 0.05 B 0.04 Sand Road NB Thru/Left A 0.01 A 0.01 Left B 0.08 B 0.03 Hwy 38 at Bellrock EB Right B 0.10 A 0.03 Road NB Left A 0.02 A 0.04 Hwy 38 at Foodland EB Left/Right B 0.04 C 0.36 Driveway NB Left A 0.01 A Movements on intersection approaches that are free flow (unopposed by other traffic movements) are omitted from the results. 2 0 vph for the conflicting movement. pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 2.17

33 Existing Transportation Conditions TABLE 8 EXISTING CONDITIONS, JULY 2014 PEAK HOUR LEVEL OF SERVICE ANALYSIS 1 Unsignalized AM Peak Hour PM Peak Hour Approach/Movement Intersections LOS v/c LOS v/c Hwy 38 at Desert WB Left/Right B 0.09 B 0.03 Lake Road SB Left/Thru A 0.00 A 0.00 Hwy 38 at Water WB Left/Right B 0.02 B 0.01 Street SB Left/Thru A Hwy 38 at RONA EB Left/Right B 0.01 B 0.01 Driveway NB Thru/Left A 0.00 A 0.00 Hwy 38 at Genge WB Left/Right B 0.01 B 0.01 Street SB Left/Thru A 0.00 A 0.00 Hwy 38 at Bank EB Left/Right B 0.03 B 0.04 Street NB Thru/Left A 0.01 A 0.01 EB Left/Thru/Right A Verona Street at WB Left/Thru/Right A 0.00 A 0.00 Bank Street NB Left/Thru/Right A 0.01 A 0.01 SB Left/Thru/Right A 0.02 A 0.01 EB Left/Thru/Right B 0.02 B 0.02 Hwy 38 at Walker WB Left/Thru/Right B 0.01 B 0.04 Street NB Left/Thru/Right A 0.01 A 0.01 SB Left/Thru/Right A 0.00 A 0.00 Hwy 38 at Verona EB Left/Right B 0.04 B 0.03 Sand Road NB Thru/Left A 0.01 A 0.01 Left B 0.06 B 0.04 Hwy 38 at Bellrock EB Right B 0.06 A 0.02 Road NB Left A 0.02 A 0.05 Hwy 38 at Foodland EB Left/Right B 0.09 C 0.27 Driveway NB Left A 0.02 A Movements on intersection approaches that are free flow (unopposed by other traffic movements) are omitted from the results. 2 0 vph for the conflicting movement. The analysis of each of the Study Area intersections show that virtually all are operating at an excellent level of service LOS, which is demonstrated by LOS B or better and with all traffic demands well within capacity. The one exception is the Foodland Driveway, which is shown to operate at LOS C during all seasons, but also well within capacity. This is indicative of some relatively minor delay in making the left turn out from the driveway to northbound Highway 38. In addition to the LOS and capacity analysis noted above, warrant procedures contained in the Ontario Traffic Manual (OTM) have been reviewed and it was found that the criteria for the pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 2.18

34 Existing Transportation Conditions installation of all-way stop control, traffic signals, or pedestrian crossing signals would not be met at any of the Study Area intersections. This applies to all of the seasonal counts conducted during the fall, spring, and summer. Therefore, there are no road or traffic control improvements required to improve the level of service or increase the capacity of any of the intersections within the Study Area SUMMARY OF EXISTING TRANSPORTATION ISSUES Based on the review and analysis of existing conditions within the Study Area, the key transportation issues are as follows: Active transportation (walking and cycling) safety and security within the core area of Verona, lack of controlled crossing opportunities of Highway 38 within Verona, and travel distances to the major local retail services on the fringe of the core; Highway 38 cross section deficiencies within the core area of Verona relative to desirable travelled lane, parking lane, sidewalk, and right-of-way design guidelines; Relatively high vehicular traffic speeds on Highway 38 within the transition roadway sections between rural and urban areas; and The adverse effect of on-street parking on Highway 38 within the core of Verona on capacity, efficiency, safety, and by-law compliance. pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 2.19

35 Future Traffic conditions 3.0 FUTURE TRAFFIC CONDITIONS 3.1 TRAFFIC FORECASTS To examine traffic operations under future conditions, a 10-year forecast (2024 horizon year) was estimated by applying a two percent compounded annual growth rate as suggested by the Township. The growth factor would account for general population and employment growth within the Township of South Frontenac and the adjacent municipalities, and does not represent any specific development proposal within the Verona catchment area. For context, this growth rate is similar to the city-wide growth rate of 1.8 percent that the City of Kingston has derived from their travel demand model for use in local traffic studies. The growth rate, which represents an overall traffic volume increase of approximately 22 percent over the 10 year period, was applied within the Synchro software traffic analysis and modelling tool to the July a.m. and p.m. peak hour traffic volumes at each of the Study Area intersections. The July traffic demands were found to represent the highest seasonal traffic volumes (summer), and therefore, represent a worst case scenario in terms of traffic operations. 3.2 VEHICULAR LEVEL OF SERVICE The summer 2024 forecasts were analyzed with the same lane arrangements, traffic control devices, and other parameters used in the analysis of existing traffic conditions. The analysis results are presented in Table 9, and the Synchro software output is included in Appendix F. pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 3.20

36 Future Traffic conditions TABLE 9 FUTURE CONDITIONS, SUMMER 2024 PEAK HOUR LEVEL OF SERVICE ANALYSIS 1 Unsignalized AM Peak Hour PM Peak Hour Approach/Movement Intersections LOS v/c LOS v/c Hwy 38 at Desert WB Left/Right B 0.13 B 0.04 Lake Road SB Left/Thru A 0.01 A 0.00 Hwy 38 at Water WB Left/Right B 0.02 B 0.02 Street SB Left/Thru A Hwy 38 at RONA EB Left/Right B 0.01 B 0.01 Driveway NB Thru/Left A 0.01 A 0.00 Hwy 38 at Genge WB Left/Right B 0.01 B 0.02 Street SB Left/Thru A 0.00 A 0.01 Hwy 38 at Bank EB Left/Right B 0.04 B 0.06 Street NB Thru/Left A 0.01 A 0.01 EB Left/Thru/Right A Verona Street at WB Left/Thru/Right A 0.01 A 0.00 Bank Street NB Left/Thru/Right A 0.01 A 0.01 SB Left/Thru/Right A 0.02 A 0.02 EB Left/Thru/Right B 0.03 B 0.03 Hwy 38 at Walker WB Left/Thru/Right B 0.01 C 0.06 Street NB Left/Thru/Right A 0.01 A 0.01 SB Left/Thru/Right A 0.00 A 0.00 Hwy 38 at Verona EB Left/Right B 0.05 B 0.05 Sand Road NB Thru/Left A 0.01 A 0.01 Left B 0.09 C 0.06 Hwy 38 at Bellrock EB Right B 0.08 A 0.03 Road NB Left A 0.03 A 0.06 Hwy 38 at Foodland EB Left/Right B 0.13 C 0.39 Driveway NB Left A 0.02 A Movements on intersection approaches that are free flow (unopposed by other traffic movements) are omitted from the results. 2 0 vph for the conflicting movement. As in the analysis of existing conditions, the majority of traffic movements would continue to operate with relatively low delay and very good levels of service (LOS A and B). There only three movements with LOS C, which is generally acceptable, and those movements are shown to operate well within capacity. In addition to the operational analysis, the Ontario Traffic Manual (OTM) Book 12 signal justification analysis was undertaken for the Highway 38/Foodland Driveway intersection, which has the highest volumes in the Study Area. It was found that even with the higher 2024 traffic pg v:\01650\active\ verona multi modal\report\rpt_verona_ docx 3.21