Fleetwood Enclave Transportation Impact Assessment

Transcription

1 Fleetwood Enclave Transportation Impact ssessment Draft Report Prepared for City of Surrey Date October 31, 2012 Prepared by Bunt & ssociates Project No

2 TBLE OF CONTENTS EXECUTIVE SUMMRY... I 1. Introduction... i 2. Existing Conditions... i 3. Future Road Network Plans... i. Proposed Development... i 5. Traffic Forecasts... ii. Future Background Traffic Operations... ii 7. CONCLUSIONS & RECOMMENDTION... iii 1. INTRODUCTION Background Study rea Scope of Study Report Structure EXISTING CONDITIONS Existing Land Use Existing Road Network Existing Traffic Volumes Existing Traffic Operations FUTURE PLNS Future Land Use Road Network Plans City of Surrey Road Network Plans City of Surrey 10 Year Servicing Plan PROPOSED DEVELOPMENT Site Traffic Generation Site Traffic Distribution and ssignment TRFFIC FORECSTS Background Traffic Volumes Total Traffic Volumes FUTURE TRFFIC OPERTIONS Performance Thresholds Future Intersection Traffic Operations Opening Day bunt & associates Project No October 31, Horizon Year Horizon Year Summary of Findings & Improvements dditional Network Improvements for Consideration Potential Traffic Calming Measures CONCLUSIONS ND RECOMMENDTIONS Conclusions Existing Conditions Future Conditions Recommendations PPENDIX School Trip Generation & Distribution Methodology PPENDIX B Existing Conditions Synchro Outputs PPENDIX C Trip Generation Estimates PPENDIX D EMME Model Outputs PPENDIX E Background Traffic Conditions Synchro Outputs PPENDIX F Total Traffic Conditions Synchro Outputs

3 EXHIBITS Exhibit 1.1: Site Location... 2 Exhibit 1.2: Study rea... 3 Exhibit 2.1: Existing Road Network & Traffic Control... 5 Exhibit 2.2: Observed 2012 M Peak Hour Intersection Volumes... 7 Exhibit 2.3: Observed 2012 PM Peak Hour Intersection Volumes... 8 Exhibit 2.: Estimated M Peak Hour School Trips... 9 Exhibit 2.5: Estimated PM Peak Hour School Trips Exhibit 2.: djusted 2012 M Peak Hour Intersection Volumes Exhibit 2.7: djusted 2012 PM Peak Hour Intersection Volumes Exhibit 3.1: Fleetwood Town Centre Land Use Plan Exhibit 3.2: City of Surrey R-91 Plan and Major Road llowance Plan... 1 Exhibit.1: Fleetwood Enclave Development Plan Exhibit.2: Traffic Zone System Exhibit.3: EMME Regional Model Traffic Zone System Exhibit.: M Peak Hour Site Trip ssignment Exhibit.5: PM Peak Hour Site Trip ssignment... 2 Exhibit.: M Peak Hour Site Intersection Traffic Volumes Exhibit.7: PM Peak Hour Site Intersection Traffic Volumes... 2 Exhibit 5.1: Projected 2017 M Background Peak Hour Traffic Volumes Exhibit 5.2: Projected 2017 PM Background Peak Hour Traffic Volumes Exhibit 5.3: Projected 2022 M Background Peak Hour Traffic Volumes Exhibit 5.: Projected 2022 PM Background Peak Hour Traffic Volumes Exhibit 5.5: Projected 2027 M Background Peak Hour Traffic Volumes Exhibit 5.: Projected 2027 PM Background Peak Hour Traffic Volumes Exhibit 5.7: Projected 2017 M Total Peak Hour Traffic Volumes... 3 Exhibit 5.8: Projected 2017 PM Total Peak Hour Traffic Volumes Exhibit 5.9: Projected 2022 M Total Peak Hour Traffic Volumes... 3 Exhibit 5.10: Projected 2022 PM Total Peak Hour Traffic Volumes Exhibit 5.11: Projected 2027 M Total Peak Hour Traffic Volumes Exhibit 5.12: Projected 2027 PM Total Peak Hour Traffic Volumes Exhibit.1: Proposed Widening on 82 venue at 152 Street... 2 Exhibit.2: Proposed Widening on 8 venue at 152 Street... 3 Exhibit.3: 7 venue vailable Storage Length... 5 TBLES Table 2.1: Study rea Roadway Characteristics... Table 2.2: Existing (2012) Intersection Traffic Operation Performance Table 3.1: City of Surrey Road Cross Section Standards... 1 Table 3.2: Currently Planned Capital Improvements in Study rea Table.1: Land Use llocation to Traffic Zone Table.2: Fleetwood Enclave Trip Generation Rates Table.3: Fleetwood Enclave Trip Generation Volumes (vehicles per hour) Table.: Fleetwood Enclave Trip Distribution to External Gates Table 5.1: EMME ssignment Plot Calculated Growth Rates at Study rea Boundaries - Entering Table 5.2: EMME ssignment Plot Calculated Growth Rates at Study rea Boundaries - Exiting Table.1: 2017 Background Intersection Traffic Operations Performance... 0 Table.2: 2017 Background Intersection Traffic Operations Performance with Improvements... 1 Table.3: 2017 Total Intersection Traffic Operations Performance... Table.: 2022 Background Intersection Traffic Operations Performance... Table.5: 2022 Total Intersection Traffic Operations Performance... 5 Table.: 2027 Background Intersection Traffic Operations Performance... Table.7: 2027 Background Intersection Traffic Operations Performance with Improvements... 7 Table.8: 2027 Total Intersection Traffic Operations Performance... 7 Table.9: Road Network Improvements Summary for Background Traffic Growth... 8 bunt & associates Project No October 31, 2012

4 EXECUTIVE SUMMRY 1. Introduction Fleetwood Enclave is a proposed new residential development in the southwestern area of Fleetwood in Surrey, BC. There are 227 single-family units planned in this area which will access the road network via 155 Street and 15 Street south of 78 venue. Bunt & ssociates was retained by the City of Surrey Engineering Department to assess the traffic impact of this development and identify any mitigation required to support the future traffic conditions both with and without Fleetwood Enclave development in place. The study area for this Transportation Impact ssessment (TI) is bounded by 8 venue to the north, 10 Street to the east, 7 venue to the south, and 152 Street to the west. 2. Existing Conditions The Fleetwood Enclave site today includes three types of zoning: Comprehensive Development, General gricultural, and One cre Residential. The site is bounded by mainly single family homes on the north, Fleetwood Park on the east, and gricultural Land Reserve (LR) on the west and south. There are two schools (Coyote Creek Elementary School and Fleetwood Park Secondary School) within the TI study area and Walnut Road Elementary School is located just outside the study area. 152 Street and 8 venue are arterial roads; 152 Street is a major lane urban standard arterial carrying high volumes of traffic while 8 venue has a 2 lane interim arterial cross section with separate left turn lanes at key intersections. There are 5 signalized intersections in the study area: 7 venue & 152 Street, 82 venue & 152 Street, 8 venue & 152 Street, 8 venue & 15 Street, and 8 venue & 10 Street. Signals at 82 venue and 8 venue are coordinated on the north-south direction along 152 Street with a cycle length of 100 seconds. Currently, neither of these signalized intersections meet the City s performance criteria, with v/c ratios significantly higher than 0.85 and LOS D or worse during M or PM Peak Hours. The unsignalized intersections at 82 venue & 15 Street and 8 venue & 158 Street also experience long delays with LOS D or worse. bunt & associates Project No October 31, Future Road Network Plans The Fleetwood area has generally developed over time in accordance with the Fleetwood Town Centre Land Use Plan. lthough to the northeast of the site, part of the Fraser Highway corridor are anticipated to be redeveloped with higher density residential and mixed use commercial uses. ccording to the City s Major Road Classification Plan and the Major Road llowance Plan, there is a new east-west road connector planned along the southern perimeter of Fleetwood connecting Fraser Highway just east of 18 Street in the east to 10 Street in the west. This new road is expected to divert some traffic currently on Fraser Highway, 8 venue, 82 venue and 152 Street, thereby relieving several of the poorly-performing intersections in the TI study area. However, this is a long term improvement and is not planned to be implemented within this TI time frame. nother long term road improvement that may have significant impact on the study area traffic condition is the extension of 8 venue from 10 Street to the west, King George Boulevard. Coupled with ultimate rterial widening, this would increase the attractiveness of 8 venue for longer distance east-west traffic and potentially reduce traffic demands on 7 venue/82 venue and Fraser Highway. The City of Surrey s 10 Year Servicing Plan indentifies a new traffic signal at 8 venue and 158 Street, and 2 roundabouts at 82 venue & 15 Street and at 82 venue and 10 Street to be implemented in the short-term period, i.e. within 1-3 years.. Proposed Development The proposed development covers 7.5 acres land and proposes 227 new single family lots, with densities mostly at units per acres. Transitional densities of 2 units per acre are planned along the southern and southeastern edges of the Fleetwood Enclave. It is possible that most units will have secondary suites, therefore for the purpose of this TI, it was conservatively assumed that every unit would have one. The forecast total population of the Fleetwood Enclave is 1,1 people. ccess to the Fleetwood Enclave is limited to 78 venue via 155 and 15 Streets, due to geographical and land use constraints to the south, east and west. It is estimated that the development will generate approximately 2 vehicles per hour ( in, 200 out) during the M peak hour, and 358 vehicles per hour (225 in, 133 out) during the PM peak hour. The forecasted Fleetwood Enclave traffic was distributed onto the study area road network based on information from the regional EMME model, specifically the M Peak Hour distribution of zone 782 which was considered to be representative of the anticipated distribution patterns of the Fleetwood Enclave traffic. The TRFFIX software was employed to assign site traffic to the external points of the study area, assuming a shortest path method and then adjusted based on engineering judgment. i

5 5. Traffic Forecasts Background traffic forecasts were prepared by applying a growth rate factor to existing peak hour volumes, after stripping off school-related traffic. Background traffic growth in the TIS study area was assumed to be 2%/year, based on the overall study area growth rates calculated from 2008 and 2021 EMME model assignment plots. However, for the congested 152 Street corridor, which the City has no plans to widen, a lesser 0.5%/year growth rate was applied. Fleetwood Enclave and school-generated were then superimposed on the factored volumes to establish Total traffic forecasts with the Fleetwood Enclave developed. Forecasts for three future horizon years were developed: Opening Day (2017) Opening Day = 5 Years (2022); and, Opening Day +10 Years (2027).. Future Background Traffic Operations Opening Day 2017 ll the short term improvements identified in the City of Surrey s 10 Year Servicing Plan were assumed to be in place for Opening Day in Based on detailed traffic operations analysis, additional improvements are recommended to be implemented in 2017, to address background traffic growth alone, include: Northbound left turn phase on 152 Street at 7 venue and a longer cycle length of 90 seconds; Extension of the cycle length at 82 venue & 152 Street and 8 venue & 152 Street to 120 seconds (which may be dependent on the City s overall 152 Street corridor coordination strategy). new exclusive westbound right turn lane on 82 venue at 152 Street which can be accommodated within the available right-of-way; and, dditional westbound and eastbound through lanes on 8 venue approaching 152 Street and a longer westbound left turn storage length of 75m. The latter two improvements are recommended to be included in the next update to the City s 10 Year Servicing Plan, for short-medium term implementation. With all the above recommended improvements, the intersection of 82 venue and 152 Street will still operate above the City s desired criteria, with a v/c ratio of 0.87 during the PM peak hour in However, only installation of a new separate northbound right turn lane at this intersection could improve bunt & associates Project No October 31, 2012 the intersection performance and this is not considered a feasible improvement due to major property impacts. The intersection of 8 venue & 152 Street intersection will operate at the City s desired threshold of v/c = 0.85 overall, although the northbound through movement will experience long delays with a v/c ratio close to ll other intersections will perform well within the City s desired performance thresholds with v/c ratio less than 0.85 and LOS C or better in The new signal at 8 venue and 158 Street will improve the delays on the north south directions considerably and the intersection performance is well within the acceptable criteria. The new 2 roundabouts at 82 venue & 15 Street and 82 venue & 10 Street will greatly improve the delays at the intersections compared to the current conditions. Opening Day + 5 Years (2022) In 2022 under background traffic conditions, the eastbound left turn queue on 7 venue at 152 Street will be longer than the available storage length; however this is not considered a major operational issue as left turn queues will clear on every signal cycle and not consistently block 151 Street, therefore no improvement is recommended. Opening Day + 10 Years (2027) In 2027, further improvements at the 7 venue & 152 Street intersection will be required to address poor southbound through movement operations under background traffic conditions. It is recommended that the eastbound right turn lane be converted into a shared right and left turn lane, which will allow a reduction in the eastbound green phase time which can then be allocated to the southbound through movement. This improvement will also reduce the eastbound left turn 95 th percentile queue on 7 venue at 152 venue and reduce queue blocking problems. It will increase delays to the eastbound right turn movement, but this movement is only 100 vph and additional delays are not considered significant. Both the 82 and 8 venue intersections with 152 Street will not meet City performance criteria in 2027 under background traffic conditions. Besides the implementation of a separate northbound right turn lane at both intersections (which would have major property impacts in the SE quadrant) it is likely only major network improvements as described below could bring operational performance at these two intersections within desired targets even without Fleetwood Enclave redeveloped. The new east-west road south of Fleetwood connecting 10 Street and Fraser Highway just east of 18 is recommended to be considered for inclusion in the City s next update to the 10 Year Servicing Plan, to relieve traffic operational issues at 82 venue & 152 Street and 8 venue & 152 Street. nother road possible improvement to be considered is the widening of 8 venue between 10 Street and 10 Street to a full ultimate arterial standard, to attract more east-west long distance traffic. These improvements could reduce the east-west transfer of traffic on 152 Street between 7 and 8 venues. ii

6 Future Traffic Operations with Fleetwood Enclave Developed s long as the recommended background improvements listed above are implemented, the Fleetwood Enclave development is expected to have minimal impact on the surrounding road network, increasing v/c ratios by a maximum of only 0.01 and overall delays by 20 seconds/vehicle. The traffic operations issues in the study area are caused by background traffic and the recommended improvements would be required regardless of whether the Fleetwood Enclave area redeveloped. Based on shortest path/shortest travel time routing, It is anticipated that some Fleetwood Enclave traffic may choose to route through the traffic calmed residential neighbourhood to the northwest of the Fleetwood Enclave via 153 Street, 81 venue, and 153 Street instead of using 15 Street and 82 venue to access the signal at 82 venue & 152 Street. This type of behavior is difficult to predict and may not materialize. However, it is recommended that the City monitor the traffic volumes through this neighbourhood over time as the Fleetwood Enclave builds out to identify any cut-through traffic and apply supplemental traffic calming measures as necessary. It is recommended that the developer(s) of the Fleetwood Enclave be required to fund the monitoring program and the planning, design and implementation of any traffic calming measures ultimately installed. 7. CONCLUSIONS & RECOMMENDTION Conclusions Existing Conditions Currently, the southbound through movement on 152 Street at 7 venue has a v/c ratio of 0.9 during the morning peak hour although the overall intersection performance is still within the acceptable performance criteria of v/c ratio = 0.85 or less and LOS D or better. The 82 venue & 152 Street intersection does not meet the City s performance criteria in the PM peak hour with v/c ratio of 0.88 and LOS F. This is due to a heavy northbound right turn volume without exclusive right turn lane. The current intersection configuration and signal phasing at 8 venue & 152 Street cannot accommodate the existing traffic volumes. The intersection v/c ratio is close to 1.0 in the morning peak hour and over 1.0 in the afternoon peak hour. The 82 venue & 15 Street intersection experiences long delay with LOS F in the northbound movement and LOS E in the eastbound movement during the morning peak hour. The northbound movement with stop control at 8 venue & 158 Street also experiences LOS F during the M peak hour. bunt & associates Project No October 31, 2012 Future Conditions The City plans to install a new signal at 8 venue & 158 Street intersection within 1-3 years which will considerably improve this intersection s performance. new roundabout is planned by the City to be implemented before the 2017 Opening Day. This will considerably reduce the delay at 82 venue & 15 Street intersection. With a 2% per year background traffic growth and no further improvements except those identified in the City s current 10 Year Servicing Plan, the intersection performance of the 3 signalized intersections in the study area currently not meeting the City s performance thresholds will worsen. dditional improvements are recommended to support background traffic growth as noted in the following section. The Fleetwood Enclave development is estimated to generate about 2 vehicles per hour ( in, 200 out) during the M peak hour and 358 vehicles per hour (225 in, 133 out) during the PM peak hour. The proposed Fleetwood Enclave development will have minimal impact on the study intersections performance, as long as the recommended improvements to support background traffic are implemented. There is a risk that some Fleetwood Enclave drivers will cut through the traffic-calmed neighbourhood to the northwest rather than use 15 Street and 82 venue to connect with the 82 venue & 152 Street intersection as there are both distance and travel time advantages. Recommendations 7 venue & 152 Street longer cycle length (90 seconds) and a protected northbound left turn phase are recommended to be implemented by 2017 to improve the northbound and southbound performance. The eastbound right turn lane is proposed to be changed to a shared left and right turn lane by 2027 to further improve the southbound through movement performance and reduce the eastbound left turn queue length. 82 venue & 152 Street longer cycle length (120 seconds) and a separate westbound right turn lane are recommended to accommodate the anticipated 2017 background traffic volumes and improve the intersection performance. Widening of 82 venue can be accommodated within the available right-of-way. 8 venue & 152 Street longer cycle length of 120 seconds, coordinated with 82 venue & 152 Street signal, should be implemented by iii

7 dditional westbound and eastbound through lanes on 82 venue approaches to 152 Street are recommended as an Interim rterial improvement to increase the intersection capacity. This widening is possible within the available right-of-way. n increase of the westbound left turn storage length to 75m is also recommended to accommodate the peak hour queue. It is noted that the improvements identified above at 82 venue and 8 venue at 152 Street will not be adequate to meet the City s performance thresholds of 0.85 or less and LOS D or better due to high northbound right turn volumes at these two intersections. However, the only way to improve this is by widening 152 Street to add separate northbound right turn lanes which are not possible without acquiring extra right-of-way from the SE quadrants of the intersections. While these improvements could be considered for long term implementation, there are several network level improvements that could relieve the intersections of these high turning movements. We recommend that the City s planned new east-west roadway along the southern perimeter of Fleetwood be considered for inclusion in the next 10 Year Servicing Plan; this new connection could alleviate the operational issues at 82 venue & 152 Street and 8 venue & 152 Street. lso, the City should consider widening of 8 venue between Fraser Highway and 10 Street to carry more east-west traffic and possibly reduce traffic using 82 venue. Traffic Calming It is recommended that the City monitor traffic volumes through this neighbourhood as the Fleetwood Enclave develops and if cut-through traffic is evident, supplement the existing traffic calming measures already in place. Such supplemental measures could include pairing the existing speed humps, curb extensions, diverters, turn restrictions, etc. which are targeted at the desired short cutting route. The funding for monitoring through traffic and the planning, designing and consulting with the community for such measures should be provided by the Fleetwood Enclave developer(s). bunt & associates Project No October 31, 2012 iv

8 1. INTRODUCTION 1.1 Background The Fleetwood Enclave is a proposed new residential development area in the southwestern area of Fleetwood in Surrey, BC. Exhibit 1.1 illustrates the location of the Fleetwood Enclave which is bounded by Coyote Creek golf course to the west, 78 venue to the north, Surrey Lake to the south and Fleetwood Park to the east. Bunt & ssociates was retained by the City of Surrey Engineering Department to assess the traffic impacts of the proposed 227 unit single family housing development, which will access the existing roadway network via 155 Street and 15 Street. This Traffic Impact ssessment (TI) report identifies all off-site roadway or traffic control improvements that may be required to support future background traffic conditions (without the Fleetwood Enclave developed) as well as those required to support the full buildout of the Fleetwood Enclave. 1.2 Study rea The study area for the TI as agreed with City staff is illustrated on Exhibit 1.2 along with the key intersections to be included in the analysis. The study area is bounded by 7 venue to the south, 8 venue to the north, 10 Street to the east, and 152 Street to the west. total of 15 intersections were included in the study area. 1.3 Scope of Study The primary tasks of the Traffic Impact ssessment agreed with City of Surrey staff were as follows: Project Initiation and Information ssembly Obtain and review available background information, including mapping, proposed land use plans and projected units from City of Surrey s Planning Department, recent traffic count data and signal timing plans; Plan, design and execute a traffic data collection program to supplement available City data for the Weekday M and PM Peak Periods; Summarize raw data, establish existing peak hour traffic demands; and, Traffic Forecasting & nalysis Obtain and review EMME2 model assignment plots and OD tables covering the study area for the years 2008 and 2021; Using the EMME assignment plots and historical growth rates (where available) as a guide, establish forecasted growth rates for study area roadways for the three horizon periods: Opening Day (2017), Opening Day + 5 Years (2022) and Opening Day + 10 Years (2027); Develop a Synchro model of the study area for the two existing time periods and assess current operating conditions; Prepare a TRFFIX model of the existing study area representing existing conditions; pply forecasted growth rates to estimate future background volumes, assess future background operating conditions using Synchro and identify any mitigation measures to address future background traffic conditions; Estimate peak hour trip generation for the Fleetwood Enclave development, using ITE rates and assuming that all of the proposed single family homes would have secondary suites; Superimpose Fleetwood Enclave traffic data on the TRFFIX network and re-assign based on judgement regarding logical routings and patterns; Prepare Total traffic Synchro models, assess operations and identify mitigation measures to address any operational issues. Reporting Prepare a Draft report will be prepared summarizing the findings; Finalize the report incorporating all the comments received from City staff. Meetings, Liaison & Project Management Meet/liaise with City staff throughout the project Monitor progress ttend one public meeting, if necessary, to present results Establish overall peak hour of traffic for study area and existing study area traffic patterns. bunt & associates Project No October 31,

9 N Exhibit 1.1 Site Location October 2012 Scale NTS Site & S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics

10 Enver Creek Secondary School rh wy 1 St se 10 St Fra 15 St 152 St 1 St Study Boundary 155 St 8 ve 82 ve Walnut Road Elementary School Coyote Creek Elementary School 80 ve 155 St S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N Fleetwood Park Secondary School 78a ve Site 7 ve Exhibit 1.2 Study rea October 2012 Scale NTS &

11 1. Report Structure The report is divided into 8 sections as follows: Section 1 Introduction Provides an overview of the site location, proposed development and study area. Section 2 Existing Conditions Provides a summary of the existing peak hour traffic volumes at study area intersections, how these were adjusted to account for peak school traffic periods and the results of the intersection operations analysis. Section 3 Future Plans Provides a summary of the future land use, road network and traffic control plans in the area. Section Site Generated Traffic Provides an overview of trip generation rates and trip volumes forecasted, the assumed distribution of site traffic, as well as the projections of site traffic at study area intersections. Section 5 Traffic Forecasts Provides an overview of the forecast methodology as well as projected background and total traffic volumes at the study area intersections. Section Future Traffic Operations Provides a summary of the analysis assumptions, the background and total traffic intersection analysis and recommend any required mitigations. 2. EXISTING CONDITIONS 2.1 Existing Land Use The Fleetwood Enclave site currently has three different land use zones: Comprehensive Development Zone in the southern part; General gricultural Zone east of 15 Street and west of 155 Street; and One cre Residential Zone between 155 Street and 15 Street. The site is bounded by existing predominantly single family residential uses to the north, Fleetwood Park to the east, and Surrey Lake to the south and golf course to the west which are on gricultural Land Reserve (LR) lands. The Fleetwood Community Centre and Library is located at the southwest corner of 8 venue and 10 Street and to the north, commercial uses predominate fronting Fraser Highway. There are a few senior assisted homes and community living for people with brain injuries close to the community centre area. There are two schools within the study area and one school just outside the study area: Coyote Creek Elementary School, Fleetwood Park Secondary School, and Walnut Road Elementary School. 2.2 Existing Road Network The existing road network and traffic control in the study area is illustrated on Exhibit 2.1 and the roadway characteristics are listed in Table 2.1. Section 7 Conclusions & Recommendations Provides a summary of the study conclusions and recommendations. Six technical appendices have also been provided, but only in the electronic version of this report, as most readers would not require direct reference to this material. bunt & associates Project No October 31, 2012

12 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N 8 ve 152 St 82 ve 15 St 155 St 10 St 80 ve 155 St 78a ve Site 7 ve rterial Roadway Collector Roadway Stop Control ll-way Stop ll streets are one-lane per direction unless otherwise noted Exhibit 2.1 Existing Road Network & Traffic Control October 2012 Scale NTS &

13 Table 2.1: Study rea Roadway Characteristics Roadway Classification Number of Lanes Speed Limit On-Street Parking 152 Street rterial 0 km/h None 15 Street Collector 2 50 km/h East side only 158 Street Collector 2 50 km/h Both sides 10 Street rterial north of 8 ve 2 0 km/h None 10 Street Collector south of 8 ve 2 50 km/h East side only 78 venue Local 2 50 km/h Both sides 80 venue Collector east of 15 St 2 30 km/h North side only South side only 80 venue Local west of 155 St to the east; 2 50 km/h 15 St Both sides 155 St to the west 82 venue Collector 2 50 km/h Both sides 8 venue rterial 2 50 km/h Both sides 152 Street is an urban standard arterial road with 0 km/h posted speed limit. It has -lane cross section plus left-turn lanes at the intersections. No parking is allowed on either side of the street. 8 venue is categorized as an arterial road. The posted speed limit is 50km/h and it has a 2-lane interim arterial cross-section with left-turn lanes at major intersections. Parking is permitted on both sides of the street. 2. Existing Traffic Volumes City of Surrey traffic count data from May 2012 was available at 82 venue and 152 Street and older data were available at 8 venue & 158 Street and 80 venue & 10 Street. To supplement this historic data, new traffic counts at the remaining study area intersections were undertaken by Bunt and City of Surrey staff between July 10 and July 12, 2012 to capture the weekday M and PM peak periods. The counts took place from 7 M to 9 M and from 3 PM to PM. s the supplemental counts did not capture the peak season of commuter traffic, adjustments were made to each key corridor in the study area to normalize the counts to a peak spring/fall commuter period. The through movements at 152 Street were adjusted based on the seasonal pattern at the City s permanent count data station on 152 Street just south of 72 venue, and all other movements were adjusted to balance with the locations where historic May data from the City was available. The observed counts adjusted to the peak spring/fall commuter period are shown in Exhibits 2.2 and 2.3 for the M and PM peak hours, respectively. lso, as the additional counts did not capture school-related traffic associated with Fleetwood Secondary School and the two nearby Elementary Schools, background school traffic was estimated separately and superimposed on the study area network. Then, the adjusted Bunt count volumes were compared to the City s counts in May 2012 completed when the schools were in session. The estimated school traffic distribution was then adjusted as necessary to provide a reasonable match between the City s May 2012 counts when the schools were in session and Bunt s seasonally/school adjusted counts. Refer to ppendix for a full description of the methodology employed to estimate Peak Hour School trip volumes and their distribution to the study area roadway system. The estimated additional school traffic during the M and PM peak hour are summarized in Exhibits 2. and 2.5. Exhibits 2. and 2.7 illustrate the estimated existing 2012 turning movement volumes during the peak commuter period with all the school in session at the study area intersections during the M and PM peak hour, respectively. 15 Street, 158 Street, and 10 Street (south of 8 venue) are collector roads with 50km/h speed limits. Each street has 2-lane cross-section and separate left-turn lanes at major intersections. Parking is permitted on the east side along 15 Street and 10 Street, but allowed on both sides on 158 Street. 82 venue is also a collector road with 50 km/h speed limit. It has 2 lanes for two-way traffic and parking on both sides of the street. The traffic signals on 152 Street at 82 venue and 8 venue are coordinated in the north-south direction with a cycle length of 100 seconds, although the signal to the south at 7 venue is not. bunt & associates Project No October 31, 2012

14 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N SITE Exhibit 2.2 Observed 2012 M Peak Hour Intersection Volumes October 2012 Scale NTS &

15 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N SITE Exhibit 2.3 Observed 2012 PM Peak Hour Intersection Volumes October 2012 Scale NTS &

16 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N SITE Exhibit 2. Estimated M Peak Hour School Trips October 2012 Scale NTS &

17 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N SITE Exhibit 2.5 Estimated PM Peak Hour School Trips October 2012 Scale NTS &

18 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N SITE Exhibit 2. djusted 2012 M Peak Hour Intersection Volumes October 2012 Scale NTS &

19 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N SITE Exhibit 2.7 djusted 2012 PM Peak Hour Intersection Volumes October 2012 Scale NTS &

20 2.5 Existing Traffic Operations Trafficware s Synchro 8 was used to analyse the existing conditions in the study area. network covering the roadways in the study area was coded in Synchro 8 with existing signal timings provided by the City of Surrey, and current intersection and link laning configurations. The existing 2012 peak hour volumes were applied to this network and HCM 2000 reports along with Synchro 8 queuing reports were produced. These reports are provided in ppendix B, and are summarized in Table 2.2. This table (and other similar tables in this report) identifies in red text where overall or individual movements do not meet the City s desired operational performance thresholds which are: Level of Service (LOS) D or better; Volume-to-Capacity ratio (V/C) of 0.85 or less; and, Individual movement or total delay less than or equal to 35 seconds for unsignalized intersection. LOS reported in the table represents overall performance for signalized intersection, while it represents the worst movement LOS for unsignalized intersection. column labelled Critical Movements provides further information on individual movements that do not meet the City s performance criteria or where the Synchro-estimated 95 th percentile queues exceed available storage. The analysis summary indicates that the intersections of 82 venue & 152 Street and 8 venue & 152 Street do not meet desired performance levels with v/c ratios of 0.97 or higher and LOS D or worse during the peak hour. lthough the overall intersection performance at 7 venue & 152 Street meets the City s criteria, the southbound through movement is approaching capacity with v/c ratio of 0.9 during the M peak hour. The intersections of 82 venue & 15 Street and 8 venue & 158 Street also experience Level of Service D or worse. ll other intersections within the study area perform well within the acceptable City s criteria. Table 2.2: Existing (2012) Intersection Traffic Operation Performance M Peak Hour PM Peak Hour Intersection Control Critical Critical V/C LOS V/C LOS Movements Movements 7 ve / 152 St Signal 0.83 B SBT (0.9) 0.72 B 82 ve / 152 St Signal 0.85 C NBT (0.95) 0.88 F NBT (>1.00) WBL ( LOS F - Q81.1) EBT (> LOS F) 8 ve / 152 St Signal 0.97 D WBT (1.0 - LOS WBT (0.9 - LOS 1.03 E F) E) NBT (0.92) EBT (0.88) NBT (>1.0) SBT (0.89) 8 ve / 15 St Signal 0.5 B 0.55 B 8 ve / 10 St Signal 0.5 B ve / 155 St Stop at 78 ve 78 ve / 15 St Stop at 78 ve 80 ve / 155 St Stop at 80 ve 80 ve / 15 St -way stop B 80 ve / 158 St Stop at 18 St B B 80 ve / 10 St -way stop B 82 ve / 15 St -way stop F NB (LOS F) EB (LOS E) E EB 82 ve / 158 St Stop at 158 St C C 82 ve / 10 St -way stop C D 8 ve / 158 St Stop at 158 St F NB D bunt & associates Project No October 31,

21 3. FUTURE PLNS Table 3.1: City of Surrey Road Cross Section Standards Road Classifications Design Features 3.1 Future Land Use Fleetwood Town Centre Land Use Plan obtained from Surrey COSMOS is shown in Exhibit 3.1. Southern Fleetwood has generally developed in accordance with this plan and is essentially built out in the study area (except for the Fleetwood Enclave itself), although higher density residential and redevelopment of commercial uses in the northern area (north of Fraser Highway) are still anticipated to be developed. 3.2 Road Network Plans City of Surrey Road Network Plans The City maintains a long range road network plan, called the Road Classification Map or R-91 Map. This map is part of the City s Subdivision Bylaw and designates all existing and proposed new rterial and Collector Roads required to support the OCP land use build-out of the City. The map provides guidance on the class of roadway as designated by the City. The designations also identify the City s desires related to long term future travel lane needs and associated pavement widths according to the City s standard roadway cross sections. Table 3.1 below provides a summary of the City s standard road classes and cross section elements. The City s future road network plan in the immediate area of the site is illustrated in Exhibit 3.2 which shows future rterials in purple and future Major Collectors in green. Exhibit 3.2 also illustrates the City s Major Road llowance Plan which identifies required roadway dedications. The R-91 Plan and the Major Road llowance Plan together are used by the City to identify existing and future road classes and generalized future roadway alignments as well as road dedications that will be obtained as development occurs over time. The Major Road llowance Plan identifies non-typical road designations where wider rights-of-way widths are required by the City to accommodate special design standards or special situations such as overpass footprints. It can be seen that there are no major new roadways or roadway extensions planned in the study area except for a new roadway planned along the southern perimeter of Fleetwood, to connect Fraser Highway with 10 Street and possibly routes further to the west. This new roadway extension is expected to relieve Fraser Highway and 152 Street between 7 venue and 82 venue (as currently east-west traffic must use 152 Street between 7 venue and 82 venue as there is no direct east-west connection to 7 venue east of 152 Street). This new route could also relieve traffic on 82 venue and possibly 8 venue. However, it is a long term improvement and is not planned to be implemented within the timeframe of this TI study. Type Sub-Type Land Use No. Lanes Pavement Right-Of- Bicycle Width + Sidewalks Way Facilities Median with left Divided turn n/a Urban bays/medi an rterial Divided Rural n/a Collector Major n/a Com./ Industrial Single Family Local Through Residential Medium to High Density Residential with two way left turn lane 2 with left turn bays or 2 with parking lane 30m 20m 1.8m 1.8m bike lanes 30m + Statutory ROW for 1.8m bike 20m n/a roadside lanes ditches as required 2m 1m 1.8m 1.7m bike lanes 2 20m 11m 1.5m n/a 18m or 8.5m or 2 1.5m n/a 20m 10.5m 10.5m or 2 20m 1.5m n/a 11m Notes: rterial and Collector standards based on cross section information received from City of Engineering Department in November, These standards may not correspond to current City Design Criteria documents or Supplementary Specification cross sections. bunt & associates Project No October 31,

22 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N Legend Community Commercial Highway Commercial partment and Medium Density Townhouses Medium Density Townhouses Low Density Townhouses Single Family Urban Single Family Suburban Manufactured Homes Industrial Institutional Parks && Linear Corridors Institutional/Commercial Multiuse Corridor/Landscape Buffer Buffer Within Private Land Source: City of Surrey COSMOS Exhibit 3.1 Fleetwood Town Centre Land Use Plan October 2012 Scale NTS &

23 18 St 19 St 150 St 153 St Prestige Pl 15 St 155 St 155 St 15 St 158 St 159 St 12 St 15 St 157 St 10 St 152 St 15 St 158 St 10 St 11 St 12 St 15 St 158 St 10 St 1 St S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics Road Classification Map (R-91) 18 7 ve 18 St 1 88 ve 18 St 83 ve Spenser Dr 18B St 82 ve 18 St 150 Milton Dr 8 ve B ve 80B ve 151 St 87B ve 150 St St 82 ve 81 ve 0 151B St 83 ve St 151 St 152 St 82 ve 87 ve 85 ve 8 ve 152 St 153B St 80 ve Sequoia Dr St 153 St 85 ve 15 S 85 ve 8 ve 8 ve 15B St 79 ve 87 ve 8B ve 8 ve 155 St 15 St 79 ve 157 St 157 St 83 ve 81 ve 89 ve 88 ve 87 ve 87 ve Venture Way 82 ve 80 ve 80 ve 89 ve 159 St 11 St 159 St 11 St 12 St 8B ve 8 ve 83 ve 83 ve 13 St 12 St Major Road llowance Plan 1 0 Fleetwoo 8 ve 82 ve St Venture Way 12 St 80 ve 8 N ve 78 ve 11 St 12 St St ve 17 St 19 St 7 ve 19 St 7 ve 75 ve St ve 151 St 73B ve Site 11 St 7 ve 7 ve Site 0 Standard Ultimate Road llowance Requirements 30.0 m - Existing rterial Road 30.0 m - Future rterial Road 2.0 m - Existing Collector Road 2.0 m - Future Collector Road Non-Standard Ultimate Road llowance Requirements Existing rterial Road 72 ve Future rterial Road Future Collector Road Existing Collector Road Unique Local Road Exhibit 3.2 City of Surrey R-91 and Major Road llowance Plans October 2012 Scale NTS &

24 nother road network improvement that may have significant implications for the study area is the planned extension of 8 venue westward from 10 Street to King George Boulevard. While a considerable distance from the Fleetwood Enclave, this link would provide a good east-west arterial roadway link from the Delta border to 18 Street and therefore is expected to attract longer distance traffic. gain, this is a long term improvement and is not expected to be implemented within the timeframe of this TI. expected to considerably improve operations at this congested -way stop intersection. The new signal at 8 venue & 158 Street will significantly reduce side street delays on 158 Street City of Surrey 10 Year Servicing Plan The City s 10 Year Servicing Plan (10 YSP) published in 2012 and covering the years 2012 to 2021 establishes a program of municipal infrastructure works and services required to meet the needs of the City s OCP and NCP long term build-out as approved by Council, including transportation improvements. The costs for those projects deemed to be required due to growth, or partly due to growth, are used by the City to establish Development Cost Charge (DCC) rates for new development. In the 10 YSP, projects are identified for short (1-3 years), medium (- years) and long term (7-10 year) implementation. However, if a project is listed in the 10 YSP it does not represent a commitment that the City will implement the project, nor a commitment to its proposed timing. Many projects in NCPs are considered 100% Growth Related meaning the timing of the project depends on the pace of development within the NCP boundary. Table 3.2 summarize the current Capital Program projects within the 10 YSP in the vicinity of the study area. Table 3.2: Currently Planned Capital Improvements in Study rea Project ID # Project Type Project Location Priority Total Cost Growth Component 1217 Ultimate Collector Widening 07 ve: 18 St 152 St Short Term (1-3 Yrs) $99,000 $99,000 7 Non-rterial Intersection Improvement Roundabout: 082 ve / 15 St Short Term (1-3 Yrs) $500,000 $500, Non-rterial Intersection Improvement Roundabout: 082 ve / 10 St Short Term (1-3 Yrs) $500,000 $500, Traffic Signal 08 ve / 158 St Short Term (1-3 Yrs) $175,000 $175,000 Reference: Ten Year Servicing Plan Engineering Department It can be seen that the 10 YSP includes 2 new roundabouts at: 82 venue & 15 Street and 82 venue & 10 Street; and a new traffic signal at 8 venue & 158 Street within the study area which are planned to be implemented in the short-term (within 1 3 years). The roundabout at 82 venue & 15 Street is bunt & associates Project No October 31,

25 . PROPOSED DEVELOPMENT The City of Surrey Planning Department provided Bunt with the most current version of the Fleetwood Enclave development area plan which is illustrated on Exhibit.1. The plan covers 7.5 acres and proposes 227 new single family lots; the majority of these lots will be units per acre; adjacent to the LR along the southeastern perimeter, 2 units per acre density is proposed. The City of Surrey Planning Department advised Bunt that secondary suites may be permitted in the Fleetwood Enclave, so for the purposes of the traffic generation estimates in this TI it has been conservatively assumed that every single family lot will have a secondary suite. Including residents of secondary suites, the Fleetwood Enclave is expected to house approximately 1,1 people. The plan conceptually illustrates internal local circulation roads as well as the connection points to the existing roadways of 155 Street and 15 Street. Due to the geographical and land use constraints surrounding the Fleetwood Enclave, there is no direct road access for the Fleetwood Enclave to the south, west or east; all development traffic must first travel north to 78 venue on either 155 Street or 15 Street before dispersing. The proposed internal roadways are laid out in a logical block system, allowing multiple routing choices and with limited cul-de-sacs..1 Site Traffic Generation The Fleetwood Enclave land use plan was divided into six traffic zones as illustrated on Exhibit.2, to assist in assignment to the road network using the TRFFIX model. The total unit numbers provided at build-out provided by the City of Surrey Planning Department were roughly allocated among each traffic zone based on known land use type proportionally by approximate zonal area as summarized in Table.1 below. Table.1: Land Use llocation to Traffic Zone SF 2 cre SF cre Total Land Use Main Suite Main Suite Main Suite Total Units ll Zones (1) pproximate Zonal reas (2) 1 38, , ,790 1,55 23,81 5 7,370 2,155 SF 2 cre SF cre Total Land Use Main Suite Main Suite Main Suite 13,971 15,9 Total, ll Zones 22,895 17,180 % of Total rea by Zone 1 22% 22% 2 23% 23% 3 19% 19% 7% 7% 13% 13% 5 32% 32% 15% 15% 1% 1% 9% 9% Total, ll Zones 100% 100% 100% 100% Number of Units by Zone Total, ll Zones Notes: 1. Provided by City of Surrey Planning Dept 2. Estimated areas using CD, excluding roadways external to zones Weekday M and PM Peak Hour traffic generation for the Fleetwood Enclave traffic zones were prepared based on typical Institute of Transportation Engineers (ITE) Trip Generation Manual (8th Edition) for single family residential units. For these secondary units, the single family trip rate was factored by the ratio of average Secondary Suite population/average Single Family unit population as provided by the City of Surrey (0.5). bunt & associates Project No October 31,

26 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N Exhibit.1 Fleetwood Enclave Development Plan October 2012 Scale NTS &

27 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N 8 ve B 152 St C D E Venture Way 15 St 8 ve 82 ve F G 158 St 80 ve H 152 St 10 St 15 St St St K 7 ve 15 St J I Exhibit.2 Traffic Zone System October 2012 Scale NTS &

28 Table.2: Fleetwood Enclave Trip Generation Rates SF 2 cre SF cre Trip Generation Rates Main (1) Suite (2) Main (1) Suite M Peak Hour Total In Site Traffic Distribution and ssignment CH2MHill was engaged as a sub-consultant to Bunt to extract traffic growth and distribution information from the regional EMME model. Exhibit.3 below illustrates the EMME road network and zone system in the vicinity of the study area. Exhibit.3: EMME Regional Model Traffic Zone System Out PM Peak Hour In Out Notes: (1) ITE Trip Generation Manual: Residential Single Family (2) Secondary Suite rate assumed to be 5% of ITE SF rate based on population ratio Table.3 below summarizes the total trip generation for the Fleetwood Enclave by land use type; zonal trip generation estimates are provided in ppendix C. Table.3: Fleetwood Enclave Trip Generation Volumes (vehicles per hour) Trip Generation Rates SF 2 cre SF cre ll Lots Main Suite Main Suite Main & Suites M Peak Hour Total In Out PM Peak Hour In Out It can be seen that the planned redevelopment of the Fleetwood Enclave area is expected to generate approximately 2 vehicles per hour ( entering, 200 exiting) during the Weekday M Peak Hour and 358 vph (225 entering and 133 exiting) during the Weekday PM Peak Hour. This is considered a very conservative trip generation estimate as it assumes that every lot will include a secondary suite. ppendix D contains the EMME plots and tables provided by CH2MHill,, which includes 2008 and 2021 assignment plots for total traffic (from which forecasted growth rates and overall distributions were estimated) and similar plots for EMME Traffic Zone 782 (from which distribution of Fleetwood Enclave traffic was estimated). The 2008 and 2021 EMME plots were reviewed in detail; the trip distribution for Zone 782 was used to develop a trip distribution for the Fleetwood Enclave zones to the study area boundaries, or gates as summarized in Table.. However, the zone centroid for Zone 782 was first shifted to link to 15 Street to obtain a pattern more in keeping with that anticipated for the Fleetwood Enclave. Because the EMME bunt & associates Project No October 31,

29 model was built for the M peak only, the PM peak hour distribution was assumed to be the opposite of the M enter and exit percentage. lso, as the EMME model did not include all the roadways in the study area, trips were split to external gates using engineering judgement. Table.: Fleetwood Enclave Trip Distribution to External Gates Gate M Peak PM Peak Enter Exit Enter Exit 8 ve West 11% 11% 11% 11% B 152 St North 0% 2% 2% 0% C 15 St North 20% 18% 18% 20% D 158 St North 13% 12% 12% 13% E 10 St North 5% 8% 8% 5% F 8 ve East 0% 0% 0% 0% G 82 ve East 9% 7% 7% 9% H 80 ve East 21% 17% 17% 21% I 10 St South 0% 0% 0% 0% J 152 St South 18% 22% 22% 18% K 7 ve West 3% 3% 3% 3% Based on the above percentage, the Fleetwood Enclave traffic was then assigned to the network using the TRFFIX software; this assignment is illustrated in Exhibits.3and. for the M and PM peak hours, respectively. The corresponding turning volumes at the study intersections are summarized in Exhibits.5 and.. bunt & associates Project No October 31,

30 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N Exhibit. M Peak Hour Site Trip ssignment October 2012 Scale NTS &

31 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N Exhibit.5 PM Peak Hour Site Trip ssignment October 2012 Scale NTS &

32 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N SITE Exhibit. M Peak Hour Site Intersection Traffic Volumes October 2012 Scale NTS &

33 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N SITE Exhibit.7 PM Peak Hour Site Intersection Traffic Volumes October 2012 Scale NTS &

34 5. TRFFIC FORECSTS 5.1 Background Traffic Volumes Future background traffic volumes represent the estimated traffic in the study area without the proposed development in place. To estimate background traffic, existing traffic volumes were factored up by applying a growth rate. The EMME 2008 and 2021 assignment plots provided in ppendix D provided some guidance to the selection of appropriate growth rates. Tables 5.1 and 5.2 below summarize the total entering and exiting volumes from the EMME assignment plots at the study area boundaries, and the calculated growth rates. It can be seen that overall in the study area traffic growth is expected to be approximately 1.5%/year although some routes are expected to have quite low growth (152 Street) and some higher growth. The highest growth rate forecasted was for Gate F (8 venue East) which appears to be related to the higher density residential/commercial anticipated along the Fraser Highway Corridor. Other than these two anomalies, almost all routes have growth rates at the study area gates in the order of %. Table 5.1: EMME ssignment Plot Calculated Growth Rates at Study rea Boundaries - Entering Table 5.2: EMME ssignment Plot Calculated Growth Rates at Study rea Boundaries - Exiting uto Volumes Growth Zone Gate Volumes per Year % per Year 8 ve West % B 152 St North % C 15 St North D 158 St North % E - 10 St North % F - 8 ve East % G - 82 ve East H 80 ve East % I 10 St South % J 152 St South K 7 ve West % Gate uto Volumes Growth Zone Volumes per Year % per Year Total % 8 ve West % B 152 St North % C 15 St North D 158 St North % E - 10 St North % F - 8 ve East % G - 82 ve East H 80 ve East % I 10 St South % J 152 St South K 7 ve West 1,120 1, % Total,550 5, % Based on the EMME data, a lower growth rate of 0.5%/year was selected for the 152 Street corridor as existing conditions analysis indicates the 152 Street corridor intersections are close to capacity through the study area and the City has no plans to widen 152 Street. For the other study area routes, a growth rate of 2% was used which is considered conservative. Before applying these growth rates, existing school related traffic was stripped off, so the growth was only applied to non-school traffic volumes. fter factoring up non-school traffic volumes, the estimated school traffic was again superimposed, resulting in forecasted background volumes as illustrated on Exhibits 5.1 through Total Traffic Volumes The Fleetwood Enclave generated traffic volumes were superimposed on the background traffic volumes for the three horizon years. The forecasted total traffic volumes, including the proposed development, are summarized on Exhibits 5.7 through bunt & associates Project No October 31,

35 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N SITE Exhibit 5.1 Projected 2017 M Background Peak Hour Intersection Volumes October 2012 Scale NTS &

36 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N SITE Exhibit 5.2 Projected 2017 PM Background Peak Hour Intersection Volumes October 2012 Scale NTS &

37 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N SITE Exhibit 5.3 Projected 2022 M Background Peak Hour Intersection Volumes October 2012 Scale NTS &

38 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N SITE Exhibit 5. Projected 2022 PM Background Peak Hour Intersection Volumes October 2012 Scale NTS &

39 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N SITE Exhibit 5.5 Projected 2027 M Background Peak Hour Intersection Volumes October 2012 Scale NTS &

40 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N SITE Exhibit 5. Projected 2027 PM Background Peak Hour Intersection Volumes October 2012 Scale NTS &

41 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N SITE Exhibit 5.7 Projected 2017 M Total Peak Hour Intersection Volumes October 2012 Scale NTS &

42 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N SITE Exhibit 5.8 Projected 2017 PM Total Peak Hour Intersection Volumes October 2012 Scale NTS &

43 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N SITE Exhibit 5.9 Projected 2022 M Total Peak Hour Intersection Volumes October 2012 Scale NTS &

44 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N SITE Exhibit 5.10 Projected 2022 PM Total Peak Hour Intersection Volumes October 2012 Scale NTS &

45 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N SITE Exhibit 5.11 Projected 2027 M Total Peak Hour Intersection Volumes October 2012 Scale NTS &

46 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N SITE Exhibit 5.12 Projected 2027 PM Total Peak Hour Intersection Volumes October 2012 Scale NTS &

47 .2.1 Opening Day FUTURE TRFFIC OPERTIONS.1 Performance Thresholds The City of Surrey s standard Terms of Reference for TI studies identifies the following performance thresholds: Level of Service (LOS) D or better; Volume-to-Capacity ratio (V/C) of 0.85 or less; and, Individual movement or total delay less than or equal to 35 seconds for unsignalized intersection. These performance thresholds were therefore used to establish when a mitigation measure, such as signal phasing changes, signal cycle length modifications, new turning and/or through lanes would be necessary at individual intersections. In addition, Bunt assumed that 95th percentile queues should be able to be accommodated at all intersections; this threshold was used to identify where available storage might be exceeded and establish appropriate new storage lengths..2 Future Intersection Traffic Operations ll short term improvements noted in the City of Surrey s 10 Year Servicing Plan as mentioned in Section of this report were assumed to have been implemented by the assumed Opening Day of Fleetwood Enclave in 2017; these are: new signal control at 8 venue and 158 Street, new roundabout at 82 venue and 15 Street, and, new roundabout at 82 venue and 10 Street. The future intersection performance with and without the proposed Fleetwood Enclave traffic for the 3 horizon years is summarized below and full Synchro printouts are provided in ppendix E and F for background and total traffic conditions, respectively. The Synchro 8 results for Opening Day 2017 background condition are summarized in Table.1 and specific operational issues discussed further below. Table.1: 2017 Background Intersection Traffic Operations Performance M Peak Hour PM Peak Hour Intersection Control Critical Critical V/C LOS V/C LOS Movements Movements NBL ( ve / 152 St Signal 0.77 B SBT (0.91) 0.75 B LOS E) NBT (0.88) SBT (0.8) 82 ve / 152 St Signal (1) 0.83 C WBL (Q97.1) WBL (LOS E) 0.90 C SBL (LOS E) NBT (0.93) EBT (0.95 LOS E) EBT ( LOS F) 8 ve / 152 St Signal (1) 0.89 D WBL ( LOS WBL ( D E Q85.) LOS F WBT (0.88) NBT (0.88) Q.1) NBT (1.03) 8 ve / 15 St Signal 0.55 B 0.58 B 8 ve / 158 St New Signal B 8 ve / 10 St Signal B 78 ve / 155 Stop at 78 St ve 78 ve / 15 Stop at 78 St ve 80 ve / 155 St Stop at 80 ve 80 ve / 15 St -way stop B B 80 ve / 158 St Stop at 18 St B B 80 ve / 10 St -way stop B B bunt & associates Project No October 31,

48 Intersection 82 ve / 15 St Control New Roundabout V/C M Peak Hour PM Peak Hour Critical Critical LOS V/C LOS Movements Movements C - WB B - EB peak hour. The only remaining improvement would be to widen 152 Street to accommodate a separate northbound right turn lane for which no right-of-way is available. It is also recommended to increase the westbound left turn storage length of 8 venue at 152 Street from 0m to 75m to better accommodate the queue during the peak hour. The recommended improvements for 8 venue at 152 Street are illustrated in Exhibit.2. Stop at ve / 158 St C C St New 82 ve / 10 St B - WB B Roundabout Note: (1) Cycle length is increased to 120seconds and split time is optimized. The overall intersection performance at 7 venue & 152 Street meets the City s performance criteria with a v/c ratio of 0.77 and LOS B. However, the northbound movement experiences long delay during the PM peak hour especially for the left turning vehicles because there are approximately 120 vehicles per hour trying to make left turn against 1,800 southbound vehicles without a protected left turn phase. To improve this, a protected northbound left turn phase is proposed to be added to the signal phasing, along with an increase in the cycle length to 90 seconds. By doing this, while the overall intersection performance will stay the same, the northbound through v/c ratio will be improved to 0.73 and the northbound left turn improved to 0.53 with LOS B. It will also improve the southbound v/c ratio to Optimizing signal timing plan and increasing signal cycle lengths at 82 venue & 152 Street and 8 venue & 152 Street would slightly improve the intersections performance, but not enough to meet the City s performance criteria. t 82 venue & 152 Street, a new separate westbound right turn lane is recommended and will improve operations of this intersection to v/c ratio of 0.87 and LOS C during the PM peak hour. To reduce the v/c ratio below the City s desired performance threshold of v/c = 0.85, a separate northbound right turn lane is required to accommodate more than 550 vehicles per hour turning right during the PM peak hour. However, there is no enough right-of-way to provide an additional northbound right turn lane without affecting the existing single home property at the corner and the frontage road exit just south of this corner property. The available right-of-way on 82 venue and 152 Street, and the proposed widening of 82 venue is illustrated in Exhibit.1. The intersection performances with the recommended improvements are summarized in Table.2. Table.2: 2017 Background Intersection Traffic Operations Performance with Improvements M Peak Hour PM Peak Hour Intersection Improvements Critical Critical V/C LOS V/C LOS Movements Movements dditional protected 7 ve / 152 St NBL phase, increased cycle 0.77 B 0.75 B length to 90sec 82 ve / 152 St Increased cycle length to 120s, new 0.80 C WBL (Q87.8) 0.87 C NBT (0.9) exclusive WBR lane 8 ve / 152 St Increased cycle length to 120s, additional WBT and EBT lanes, increased WBL storage length to 75m 0.78 C 0.85 C NBT (0.89) The westbound queue length on 82 venue at 152 Street will slightly exceed the available storage length of 80m, i.e. one car length. This extra queue can still be accommodated within the taper length without blocking 152 Street. To improve the intersection performance of 8 venue & 152 Street, additional eastbound and westbound through lanes (just through the intersection) are proposed as an Interim rterial improvement. This improvement is possible within the available right-of-way. In doing so, the intersection performance improves to a v/c ratio of 0.78 with LOS C during the M peak hour, and a v/c ratio of 0.85 with LOS C during the PM peak hour. However, the northbound through will still have v/c ratio of 0.89 during the PM bunt & associates Project No October 31,

49 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics ROW 22.0m N SIDEWLK Exhibit.1 Proposed Widening on 82 venue October 2012 Scale NTS &

50 S:\PROJECTS\ Fleetwood Enclave TI\Deliverables\Draft Reports\Graphics N 23.5m ROW 27.5m ROW Exhibit.2 Proposed Widening on 8 venue October 2012 Scale NTS &

51 With the recommended improvements for background traffic condition implemented, Synchro 8 was run again for the total traffic condition, i.e. with the development in place, and the results are summarized in Table.3. Table.3: 2017 Total Intersection Traffic Operations Performance M Peak Hour PM Peak Hour Intersection Control Critical Critical V/C LOS V/C LOS Movements Movements 7 ve / 152 St Signal 0.77 B 0.7 B 82 ve / 152 St Signal 0.81 C WBL (Q89.8) 0.88 C NBT (0.9) 8 ve / 152 St Signal 0.79 C 0.85 C NBT (0.89) 8 ve / 15 St Signal 0.55 B 0.59 B 8 ve / 158 St New Signal B 8 ve / 10 St Signal 0.52 B 0.5 B 78 ve / 155 Stop at 78 St ve 78 ve / 15 Stop at 78 St ve 80 ve / 155 St Stop at 80 ve 80 ve / 15 St -way stop B B 80 ve / 158 St Stop at 18 St B B 80 ve / 10 St -way stop B B 82 ve / 15 St New Roundabout C - WB B - WB 82 ve / 158 St Stop at 158 St C C 82 ve / 10 St New Roundabout B - WB B If the improvements required to support Background traffic are implemented as recommended, the proposed Fleetwood Enclave will slightly worsen the performance of some intersections in the study area, reducing some V/C ratios by However, none of the improvements at 82 venue & 152 Street and 8 venue & 152 Street are currently in the City s 10 Year Servicing Plan and therefore are recommended for inclusion in the next update..2.2 Horizon Year 2022 The background traffic conditions for Opening Day plus 5 years, 2022, were analyzed and the results are summarized in Table.. It should be noted that these results reflect intersection performance with the proposed improvements for Opening Day 2017 in place. Table.: 2022 Background Intersection Traffic Operations Performance M Peak Hour PM Peak Hour Intersection Control Critical Critical V/C LOS V/C LOS Movements Movements 7 ve / 152 St Signal 0.80 B EBL (Q80.5m) 0.79 B EBL (Q70.3m) 82 ve / 152 St Signal 0.8 C WBL (Q95.7m) NBT (0.8) 0.92 C NBT (0.98) 8 ve / 152 St Signal 0.80 C 0.8 C EBT (0.8) NBT (0.90) 8 ve / 15 St Signal 0.58 B 0.1 B 8 ve / 158 St New Signal B 8 ve / 10 St Signal 0.55 B 0.58 B 78 ve / 155 Stop at 78 St ve 78 ve / 15 Stop at 78 St ve 80 ve / 155 St Stop at 80 ve 80 ve / 15 St -way stop B B 80 ve / 158 St Stop at 18 St B B 80 ve / 10 St -way stop B B bunt & associates Project No October 31, 2012

52 Intersection Control 82 ve / 158 St Stop at 158 St 82 ve / 10 St New Roundabout V/C M Peak Hour Critical LOS Movements C B - WB V/C PM Peak Hour Critical LOS Movements C B The 2% growth rate per year will increase the northbound right turn volume on 152 Street at 82 venue to approximately 00 vehicles per hour during the PM peak hour. In the morning peak hour, the westbound left turn will also carry about 00 vehicles with 95 th percentile queue length 0f almost 100m, longer than its available storage of 80m. This will result in 152 Street being blocked occasionally during the M peak Hour. However, because 152 Street is a cul-de-sacc road with low volume, occasional blocking on 82 venue is considered minor operational issue, especially because the queue will be cleared on every signal cycle. Therefore, no further improvement is recommended. The eastbound left turn queue length at 7 venue at 152 Street is predicted to reach 80m during the morning peak hour which is longer than the available 55m storage length. However, this queue can be accommodated within the 30m taper without blocking 151 Street. This queuing issue can be minimized by turning the right turn lane into a shared left and right if needed which will improve the v/c ratio and LOS of this intersection if desired. Exhibit. 3: 7 venue vailable Storage Length 8 venue and 152 Street intersection will experience a v/c ratio of 0. 8 in the afternoon peak hour, slightly above the City s criteria of 0.85, and the worst movement is northbound with v/c ratio of However, the only way to improve the northbound performance is to widen 152 Street to accommodate a separate right turn lane which, as mentioned before, has no right-of-way available. The Synchro 8 results for Opening Day traffic condition with Fleetwood Enclave traffic are summarized in Table.5. Table.5: 2022 Total Intersection Traffic Operations Performancee M Peak Hour PM Peak Hour Intersection Control V/C LOS Critical Movements V/C LOS Critical Movements 7 ve / 152 St Signal 0.81 B EBL (Q80.5m) SBT (0.8) 0.80 B EBL (Q73.m) 82 ve / 152 St Signal 0.85 C WBL (Q98.m) NBT (0.87) 0.92 C NBT (0.98) 8 ve / 152 St Signal 0.80 C 0.8 C EBT (0.8) NBT (0.89) 8 ve / 15 St Signal 0.58 B 0.2 B 8 ve / 158 St New Signal B 8 ve / 10 St Signal 0.55 B 0.59 B 78 ve / 155 St Stop at 78 ve 78 ve / 15 St Stop at 78 ve 80 ve / 155 St Stop at 80 ve bunt & associates Project No October 31,