Appendix A 2011 Oakville Road System Report

Transcription

1 Appendix A 2011 Oakville Road System Report Town of Oakville 2/29/2012 Page 1

2 Table of Contents 1. Purpose Background System Profile Traffic Volume Signalized Intersection Level of Service Safety Road Safety Management Program Speed Studies Conclusions APPENDIX A: List of Tables Table 1: Signalized Intersection Level of Service Table 2: Collision Statistics (2005 to 2010) Table 3: Network Screening Results and Review Plan B: List of Maps Map 1: Oakville Road System Map 2: 2011 Traffic Control Plan Map 3: 2011/2012 Crossing Guard Locations Map 4: 2011 Traffic Volumes Map 5: 2011 Signalized Intersection Level of Service Map 6: 2011 Network Screening Summary (Highest PSI Locations) Map 7: 2011 Speed Studies Summary Map 8: 2011 Traffic Calming Plan Town of Oakville 2/29/2012 Page 2

3 1. Purpose The town owns and operates a network of approximately 1900 lane km of roadway and 117 signalized intersections. To ensure this network operates effectively, a periodic review of key traffic characteristics is performed to monitor performance levels generally and to identify problem areas specifically. This report documents the key traffic characteristics, the typical factors used to assess performance, and the application of those factors in a screening process to identify locations which may require improvement. The results from this process provide background information to subsequent studies and programs that would be carried out in the future. Examples of these subsequent studies and programs are the transportation master plan, class environmental assessments, detail design studies, capital road reconstruction program and the traffic calming program. The current report provides an overview of the state of the town road network based on information available as of December 31, This report focuses on four key traffic operational characteristics of the road network. These key characteristics are: traffic volumes, signalized intersection levels of service, collision characteristics and traffic operating speeds. 2. Background The Traffic Engineering Division undertakes a range of activities from which key traffic operational characteristics are derived. These activities include: Data Collection Proactive Safety Assessments Proactive Operations Assessments Traffic Calming Program Public/Council Inquiries Transportation Studies Brief descriptions of these tasks are described below: Data Collection There are a wide variety of traffic data that is collected each year on a proactive and reactive basis. Some data is collected by contracting to outside service providers; others are collected by part-time staff. Halton Regional Police Service (HRPS) provides the town with collision reports. All data is coded and stored in a database. Town of Oakville 2/29/2012 Page 3

4 The types of data collected and the approximate number of locations are as follows: Automated traffic recorder (ATR) surveys 1/year. Speed surveys 80/year. Turning movement counts (TMC s) 100/year. TMC s for crossing guard locations 30/year. Collision Reports from Halton Police 11/year. Proactive Safety Assessments Oakville, in conjunction with Halton area municipalities, retained the services of a consultant to develop a collision prediction model consisting of Safety Performance Functions (SPF s). These SPF s were applied in a network screening process to a database of motor vehicle accident (MVA) reports for the five year period from January 1, 2005 to December 31, 2009 collectively for all intersections and road segments within Halton and its area municipalities. Typically this comprehensive approach to safety assessments on a network screening basis is done approximately every five years. From this process a measurement called a Potential for Safety Improvement (PSI) index value was derived for each intersection and road segment within the town. Locations with high PSI indices are identified and reviewed for action plans and/or countermeasures as part of the project planning carried out by the Engineering and Construction department. Proactive Operations Assessments A variety of traffic control device warrants and other evaluations are calculated annually. The types and numbers of calculations are as follows. School crossing guard warrants 30/year. Traffic signal warrants 30/year. All-way stop warrants 15/year. PXO conversion priority indices 7/year. Traffic Calming Program On a proactive basis staff applies the traffic calming warrant criteria to a number of locations that have been identified as candidates to receive physical or passive traffic calming. Typically there are approximately 20 locations per year where recently undertaken speed surveys are compared to the traffic calming warrant criteria. From this process, locations warranting traffic calming in the current year are established (typically 10 streets). Projections of potential locations to receive traffic calming in the future are also determined. As part of the post-installation review, staff also monitors the effectiveness of traffic calming treatments using post-installation speed survey data at approximately 20 locations per year. Town of Oakville 2/29/2012 Page 4

5 Public/Council Inquiries Staff responds to a number of inquiries from the public and Council regarding concerns over the safety of the road network, particularly as it relates to speeding. Often such inquiries are accompanied by a request for consideration of a change from the existing conditions such as prohibited parking or the implementation of all-way stop control at an intersection. Staff applies established and approved procedures/policies when responding to such inquires. Typically there are approximately 70 such inquires annually from the public, in addition to inquiries made by members of Council. Staff performs technical assessments related to the inquiry and provides a response to the inquiring party. In instances where the response does not satisfy the inquiring party, there may be a need to prepare a more detailed staff report presenting the issue/concern to Community Services Committee (CSC). In 2011, 3 inquiries led to detailed staff reports to CSC, namely, Darlington Trail (on-street parking concerns), Oakville Trafalgar Memorial Hospital Area (onstreet parking concerns) and Great Lakes Boulevard (speeding concerns). Transportation Studies Staff is periodically requested to participate in transportation studies which may be related to town wide issues. Recent examples of such requests include the update to the Oakville Transportation Master Plan, the GO Transit parking lot expansion at the Bronte GO Station (a development/site plan related matter) and unique projects such as the Wyecroft Road Long Combination Vehicle Route Assessment request. Town of Oakville 2/29/2012 Page 5

6 3. System Profile The town s road network (see Map 1 in Appendix B) consists of approximately 1900 lane km of roadway to support a population of 172,000. As of January 1, 2011 the number of fully signalized intersections under the jurisdiction of the town was 109. In 2011 additional traffic signals were installed at the following intersections. Bristol Circle and Dover Gate Bristol Circle and Hyde Park Gate Speers Road and Bronte GO Station driveway Lakeshore Road and Chalmers Street Wyecroft Road and South Service Road (east of Burloak Drive) Wyecroft Road and Silver City driveway South Service Road and Red Oak Boulevard Additional information regarding the town s 2011 Traffic Control Plan is provided on Map 2 (Appendix B). This map identifies the locations of traffic signals, allway stop controls, roundabouts or traffic circles, pedestrian crossovers (PXO s) and intersection pedestrian signals (IPS s) installed to date. Proposed future signal locations are also shown on this map. Prior to 2011, the number of IPS s under the jurisdiction of the town was 9. In 2011 the PXO at Kerr Street and Bond Street was replaced with an IPS as part of the ongoing PXO conversion program, bringing the total number of IPS s under the jurisdiction of the town to 10. Prior to 2011, the number of PXO s under the jurisdiction of the town was 8. With the removal of the PXO at Kerr Street and Bond Street, the number of PXO s under the jurisdiction of the town has decreased to 7. In 2011, per Council direction and following discussions with the affected school boards and HRPS, crossing guards were discontinued at the intersections of Rebecca Street at Sunset Drive and Rebecca Street at Warminster Drive. The changes to the provision of crossing guards at these locations brings the total number of crossing guard locations within the town to 89 (with 96 guards). Location and additional information regarding the school crossing guard program are provided on Map 3 (Appendix B). In 2011, due to minimum intersection sight lines not being met, all-way stop control was recommended for installation at the intersections of Chisholm Street at Burnet Street, Chalmers Street at Riverview Street and Maurice Drive at Deane Avenue. The all-way stop control was implemented at the intersection of Chisholm Street and Burnet Street, while work to install all-way stop control at Town of Oakville 2/29/2012 Page 6

7 the intersections of Chalmers Street at Riverview Street and Maurice Drive at Deane Avenue is currently underway. 4. Traffic Volume There is a hierarchy of roads in Oakville with the Ministry of Transportation and Halton Region owning and operating the upper tiered roads (i.e. freeway and regional arterials) and the town owning and operating the lower tiered roads (i.e. arterial, collector, local). The road hierarchy and the functional classification of roads within it have been designated in the Livable Oakville Official Plan. For this report, they have been illustrated in Map 4 (Appendix B). Town roads are designated within three classifications; these being local, collector and arterial roads based on the extent to which the road provides access to abutting properties and/or accommodates through traffic. Classifying roads into groups based on these criteria improves the town s ability to carry out its land use planning, transportation planning, road infrastructure design and maintenance, and road operations responsibilities as performed by various town departments. Other roads located within the town boundary have a higher order of function and are classified as being major arterials and freeways. These higher order roads are under the jurisdiction of either the region (Halton) or the Ministry of Transportation (MTO) respectively. The Livable Oakville Official Plan contains further detail regarding the town s road classification system. Relevant sections pertaining to function and traffic volume by road classification are outlined below. Local roads (including public laneways) function mainly to provide access to properties located adjacent to the roadway and are not intended to accommodate intra-community through traffic. Collector roads provide direct access to abutting properties while also accommodating intra-community traffic. Arterial roads are higher order roads which provide connectivity for intercommunity and inter-neighbourhood traffic. Their main purpose is to accommodate higher volumes of through traffic. Direct access from abutting residential properties is typically discouraged but may be accommodated if suitable provisions are incorporated into subdivision plans. The range of traffic volumes expected at mature development levels varies by functional classification. Local roads within subdivisions are typically designed such that daily traffic volumes would not exceed 10 vehicles per day (vpd). Collector roads within these same subdivisions are designed to carry higher volumes of traffic depending upon the type of collector road. Basic collectors are designed for a typical maximum of 5,000 vpd. Major collectors are designed for a maximum of 10,000 vpd while commercial collectors are designed to carry up to 15,000 vpd. Arterial roads are designed to carry higher traffic volumes at higher speeds than either collector or local roads in terms of their fundamental type of Town of Oakville 2/29/2012 Page 7

8 design (traffic signal control at major intersections and the number of through lanes ranging from 2 to 6). Depending upon the number of through lanes, an arterial road may carry a typical maximum of 20,000 vpd for 2 through lanes and up to,000 vpd for a road with 6 through lanes. Daily traffic volumes on Oakville roads are measured by staff through the Automatic Traffic Recorder (ATR) program which involves measurements at approximately 1 locations per year. Traffic volumes on roads under the jurisdiction of others within Oakville (i.e. Halton Region and MTO) are measured by these other agencies. A summary of the daily traffic volumes available through the town s ATR Program for 2011 supplemented by available volume information from Halton Region and the MTO is illustrated on Map 4 (Appendix B). The road classifications appearing on this map which fall under Oakville s jurisdiction are that of collector, major collector, industrial arterial, minor arterial and multi-purpose arterial. Major arterials are under regional jurisdiction while freeways are under provincial jurisdiction. The functional classifications for these two higher order road classes are also included in Map 4 (see appendix). Also as shown on Map 4, the daily traffic volumes for the town s road system are generally consistent with the typical maximum volumes outlined in the Livable Oakville Official Plan. The roads with higher volumes of traffic such as Dundas Street or QEW typically fall under the jurisdiction of others (i.e. Halton Region or MTO). 5. Signalized Intersection Level of Service Traffic volumes and traffic demand are generally the highest during the p.m. peak hour. During this time period, vehicle delay at signalized intersections often occurs. This is due to and results from the traffic signals function of allocating right of way (green) and corresponding stop control (red) to conflicting traffic movements at the intersection. To categorize the extent of this signalized intersection delay, the Highway Capacity Manual (HCM) uses the term Level of Service (LOS) and letter designations ranging from A to F to classify the delay. Table 1: Signalized Intersection Level of Service (Appendix A) provides details regarding level of service (LOS) categories and their related criteria. Average vehicle delay and LOS information for numerous intersections within the town have been collected as shown on Map 5 (Appendix B). This information was obtained from the town s traffic operations (Roads and Works Operations Department), traffic engineering and from transportation impact studies conducted in support of development applications. The average delay per vehicle and the corresponding LOS designation for these intersections for the p.m. peak period are shown on the map. LOS is often used as a first step in the review of traffic operations to determine whether a location is operating at acceptable levels of delay. A location which is Town of Oakville 2/29/2012 Page 8

9 operating at LOS A, B or C is considered to have satisfactory operations with delays to motorists at acceptable levels. When an intersection s LOS is found to be LOS E or F, its levels of delay are not acceptable to motorists. LOS D is the point at which an intersection may be experiencing the upper limit of tolerable delays on an average basis overall for the intersection. At LOS D, there may be individual movements at the intersection whose level of service and delays are at unacceptable levels (i.e. at LOS E). The 2010 Road System Report referenced the intersection of Third Line at Wyecroft Road/South Service Road operated during the P.M. peak period with a LOS of E, indicating the intersection operated with high levels of delay. A traffic operational and signal timing review for this location was undertaken in 2011 as part of the Bronte GO Station parking lot expansion study. The recommendations from the study were implemented in September. As noted in Map 5 (Appendix B), an improvement in overall intersection delay (LOS D) was achieved for this location. The intersections of Third Line at Speers Road and Third Line at North Service road were also included in the signal timing review. Improvements in overall intersection delay were achieved at these locations. However, the overall intersection delay for these 2 intersections is still within the LOS D range (average vehicle delay of 36 to seconds). There are 4 other intersections which operate with LOS D conditions during the PM peak hour. These occur along Rebecca Street at its intersections with Bronte Road, Third Line and Dorval Drive, and at the intersection of Kerr Street and Speers Road. In total, there are 7 intersections which operate with LOS D during the PM peak hour. The intersection of Cornwall Road/Speers Road and Cross Avenue currently operates under a P.M. peak period LOS of E, indicating the intersection operates under unacceptable vehicle delay. Several of the intersections which have been identified with LOS of D or E are the subject of intersection capacity studies planned for 2012 or were part of a signal timing review and intersection improvement project completed in 2011 (Third Line/Bronte GO Station Parking Lot Expansion Study). These LOS D and E locations will also be assessed as part of the update to the Oakville Transportation Master Plan which is currently underway. With the exception of the above intersections, the signalized intersections under Oakville s jurisdiction operate at a LOS of C or better. This suggests for the most part, the town s signalized intersections are operating in an acceptable manner with respect to intersection delay. Town of Oakville 2/29/2012 Page 9

10 6. Safety The town maintains a vehicle collision database based on motor vehicle accident (MVA) report information provided by HRPS. The database is used to review road safety at both the overall road network level and at the localized site specific level of analysis. Collision statistics for the years 2005 to 2010 are provided in Table 2 (Appendix A) showing type of collision (property damage, injury or fatality) and total number of collisions by year. 6.1 Road Safety Management Program Road agencies often maintain a road safety management program to assess the safety performance of a road network. Identifying road section and intersection locations that have poorer than expected safety performance is considered to be the initial step of the road safety management program. In 2010 a screening process was applied to the town s road network. The process involved a review and analysis of a database of MVA reports for the years 2005 to 2009 as provided by the Halton Regional Police Service. Intersection and midblock locations that experienced higher than the expected numbers of collisions relative to roads of similar classification, characteristics and function were identified. The objective of this procedure was to identify locations with the highest potential for safety improvement (PSI) for subsequent diagnosis and treatment purposes. Based on the 2010 network screening, the locations listed below and as shown on Map 6 (Appendix B) were identified as the top 10 intersection and midblock locations where the PSI was greatest. Ranking Intersection 1. Cornwall Road and Maple Grove Drive. 2. Speers Road and Third Line. 3. Cornwall Road/Speers Road and Cross Avenue. 4. Third Line and Glen Abbey Gate. 5. Speers Road and Morden Road. 6. Bronte Road and Rebecca Street. 7. Rebecca Street and Third Line. 8. Wyecroft Road and Third Line. 9. Speers Road and Kerr Street. 10. North Service Road West and Third Line. Town of Oakville 2/29/2012 Page 10

11 Ranking Road Segment 1. Speers Road between York Street and Fourth Line. 2. Speers Road between Fourth Line and #4 Speers Road. 3. Third Line between Bridge Road and Speers Road. 4. Speers Road between Kerr Street and Cross Avenue. 5. Iroquois Shore Rd. between Trafalgar Rd. and Oakville Place Dr. 6. Rebecca Street between Third Line and Savannah Gate. 7. Speers Road between St. Augustine Drive and Kerr Street. 8. Speers Road between #4 Speers Road and Morden Road. 9. Speers Road between Morden Road and Dorval Drive. 10. Third Line between Glen Abbey Gate and Upper Middle Rd. W. As shown in Table 3: Network Screening Results and Review Plan (Appendix A), the information and results of the network screening process are being used as input to subsequent studies such as Class Environmental Assessments, traffic operations reviews and detail design studies. These subsequent studies typically involve an assessment of collision type, causal factors, potential countermeasures, and economic evaluation from which recommended improvements would be identified. Several of the above locations have been assessed and improvements implemented in The intersection of Cornwall Road and Maple Grove Drive (Ranked 1 in the PSI list for intersections) received intersection improvements as part of the recent Cornwall Road improvement project. Signal timing changes were implemented in 2011 at the intersection of Speers Road and Third Line (Ranked 2 in the PSI list for intersections). In addition, an EA study was recently completed for Speers Road. Based on the EA study, improvements are planned for this intersection as part of Speers Road-Third Line to Fourth Line road improvement capital project. The Cornwall Road/Speers Road and Cross Avenue intersection (Ranked 3 in the PSI list for intersections) is currently being reviewed as part of a planning study for the new Oakville GO Station parking structure. The intersection is also part of the Midtown Core planning study. Recommended safety improvements identified in these studies will be considered for implementation as part of the future capital construction projects for this area. The sections of Speers Road from York St. to Fourth Line and Fourth Line to 4 Speers Road (Ranked 1 and 2 in the PSI list for mid-block sections) were reviewed as part of the recently completed Speers Road EA study. The improvements identified in the EA are currently included in the 10 year capital forecast for roadway improvements. Town of Oakville 2/29/2012 Page 11

12 The section of Third Line from Bridge Road to Speers Road (Ranked 3 in the PSI list for mid-block sections) has also been reviewed as part of the Speers Road EA. The Third Line and Speers Road intersection improvements are currently included in the 10 year capital forecast. Other locations as noted in Table 3 are planned to be reviewed through future planning and design studies. The roadway safety countermeasures recommended in these studies will be carried forward for implementation in future capital projects as provided in Table 3. The network screening conducted to date did not identify any locations that were in need of immediate remediation measures. 7. Speed Studies Typically, 70 to 80 speed studies are undertaken by the town each year. These studies may be completed in response to a report from the public that a section of roadway is experiencing a speeding problem or are done following the implementation of speed mitigation (traffic calming) measures. As such, most of the locations shown in Map 7 - Speed Studies Summary represent locations of reported speeding concerns (refer to Appendix B). The current speed study database contains over 0 studies representing over 300 locations. The results of the speed studies are compared to the threshold values established in the town s Traffic Calming Policy. To meet the Traffic Calming Policy warrant threshold, the observed 85 th percentile speed also referred to as the operating speed of a roadway must exceed the value shown below: 85 th Percentile Speed Warrant Posted Speed Limit Observed 85 th Percentile Speed (km/h) A review of over 0 studies completed to date reveals that less than 10 percent of locations have operating speeds in excess of acceptable values and therefore would be eligible for consideration of passive or physical traffic calming measures as per the town s Traffic Calming Policy. Passive and physical traffic calming measures have been implemented on an ongoing basis for more than 10 years. Map 8 (Appendix B) shows the 2011 Traffic Calming Plan; listing the location and year of installation of traffic calming measures implemented to date as well as the location and year of future Town of Oakville 2/29/2012 Page 12

13 proposed traffic calming works. The locations of the passive and physical traffic calming measures installed in 2011 are shown below Passive Traffic Calming Locations 1. River Oaks Boulevard- Oxford Avenue to Winding Woods Drive. 2. McCraney Street- Sewell Drive to Montclair Drive. 3. Nottinghill Gate- North Service Road West to Upper Middle Road. 4. Fourth Line- Upper Middle Road West to Westoak Trails. 5. Grand Boulevard- Upper Middle Road East to Glenashton Drive Physical Traffic Calming Locations 1. Bayshire Drive at St. Marguerite D Youville School. 2. Fourth Line at Westoak School. 3. Caldwell Drive at Post Corners School. 4. Lancaster Drive at Sheridan School. 8. Conclusions The 2011 Road System Report provides an overview of the traffic operational characteristics of the town s road system and a preliminary screening assessment related to basic performance measures. Information regarding traffic volumes, signalized intersection levels of service, collision characteristics and traffic operating speeds was collected and documented. The findings and conclusions are as follows. Traffic Volume- Daily traffic volumes on the road network are consistent with the road classification, maximum traffic volume levels and expectations identified within the Livable Oakville Official Plan. Signalized Intersection LOS- The majority of the 117 signalized intersections under the town s jurisdiction are operating at an acceptable level of service (i.e. LOS of A, B, or C) during the critical PM time period. Seven town intersections operate at LOS D which represents the upper limit of tolerable delay on average overall, indicating the possibility that some individual movements are operating with unacceptable delays (i.e. LOS E). Only one intersection, Cornwall Road and Cross Avenue operates at unacceptable LOS E during the critical PM peak period. Town of Oakville 2/29/2012 Page 13

14 Collision Characteristics The 10 intersections with the highest potential for safety improvement (PSI) and the 10 mid-block locations with the highest PSI were identified in a recent network screening review of the collision database for the years 2005 to These locations have been reviewed and received improvements or are planned to be reviewed in future planning studies and receive improvements as part of future capital projects. The network screening conducted to date did not identify any locations that were in need of immediate measures. Traffic Operating Speeds-Generally the vast majority of roads within Oakville have acceptable operating speeds. Less than 10% of locations studied have operating speeds that exceed traffic calming warrant thresholds. Next Steps: The traffic characteristics and performance measures identified in this report help to identify how well the road network is operating and to identify locations which may require improvement or further study. This information is utilized as background information/data to develop and support road improvement initiatives and programs the Engineering and Construction Department will undertake in 2012 and beyond as part of its future capital programs. Town of Oakville 2011 Road System Reportdraft with dmc edts.doc: 2/29/2012 Page 14

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18 APPENDIX B

19 Map OAKVILLE ROAD SYSTEM LEGEND Jurisdiction Oakville Halton Region or other MTO

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21 Map /2012 Crossing Guard Locations

22 Map TRAFFIC VOLUMES LEGEND Livable Oakville Functional Classification and Daily Volume in 000's Road Class Typical Maximum Major Arterials Volumes 2010 Volumes 2009 Volumes 2008 Volumes 2007 Volumes Multi-purpose Arterials Please Note: All Volumes Are Rounded to the Nearest 100. Minor Arterials Road Class Industrial Arterials Major Collectors Collectors Typical Maximum

23 Map Signalized Intersections - Level of Service (P.M. Peak Hour) LEGEND - Oakville Jurisdiction Signal - Halton Region, Peel Region, MTO or Burlington Signal - Level of Service A to C (average vehicle delay 0 to 35 seconds) - Level of Service D (average vehicle delay 36 to seconds) - Level of Service E and F (average vehicle delay seconds or higher)

24 6 7 3 Map Network Screening Summary (Locations with Highest PSI's) LEGEND 1 Intersection location and Potential for Safety Improvement ranking 1 Midblock location and Potential for Safety Improvement ranking

25 38 * * * * * 32 29* * 32 29* 32 29* 64 * * * * * * 61 29* * 32 29* * 29 32* * * 32 29* Map SPEED STUDIES SUMMARY * * LEGEND: xx yy 85th Percentile Speed by Direction xx yy xx yy 85th percentile speed warrant threshold** 85th percentile speed > warrant threshold ** Note 2: speeds within 1 km/h of warrant value are included herein. * 32 * xx * yy TYPICAL SPEEDS FOR PHYSICAL TRAFFIC CALMED LOCATIONS MEDIANS * CUSHIONS * Note 1: Includes 1999 to 2011 Speed Study Results

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