MOUNTVIEW ROAD TRAFFIC CALMING REPORT

Transcription

1 MOUNTVIEW ROAD TRAFFIC CALMING REPORT REVISED District of Lake Country Bottom Wood Lake Road Lake Country, BC VV4 2M1 TO: Mr. Greg Buchholz, Director of Infrastructure Services FROM: Avi Thiessen, P.Eng. SUBJECT: Traffic Calming Options in Mountview Rd Neighbourhood, Lake Country, BC DATE: December 12, 2017 INTRODUCTION: WSP Canada Inc. was retained by the District of Lake Country, to examine potential traffic calming measures that could be implemented in the Mountview Road neighbourhood and to summarize potential options for presentation to the neighbourhood residents. The project area is bound by Harwood Road (south end), and Glenmore Road (north end), including the urban residential neighbourhood of Mountview Road, including Janet Road, Janet & Jolinda Courts, Barrymor Road, and the intersections of Janet Road/Mountview Road with Glenmore Road. Figure 1 Mountview Road Neighbourhood and location of traffic along Glenmore Road. Landmark II, Suite 602 Kelowna, BC, Canada V1Y 9S4 T

2 Residents of the Mountview neighbourhood have requested that the District of Lake Country (DLC) implement measures to reduce the number of vehicles speeding through their local, residential, streets as a short-cut to the intersection of Glenmore Road and Highway 97. Short-cutting is perceived to be the worst during the afternoon peak-hour when primarily northbound traffic destined for Highway 97 is queued along Glenmore Road, waiting to turn left onto Highway 97. This is currently the primary intersection, from which the majority of Glenmore motorists must enter Winfield Town Centre. There is currently no direct alternative route. CONCERNS FROM THE NEIGHBOURHOOD: The primary two concerns that the DLC has received from residents of the Mountview Road Neighbourhood, are that: (a.) Non-residents are speeding through the residential streets, (b.) Motorists are trying to bypass traffic queues by short-cutting through this neighbourhood. While non-local traffic volumes may be a concern, WSP is hearing that speeding drivers are the greater problem because increased vehicle speeds is significantly increasing the risk of conflicts with other vehicles, bicycles and pedestrians (especially children) in the neighbourhood. Figure 2 Mountview Road Neighbourhood, at Jolinda Court One additional safety hazard that has been identified by the DLC along Glenmore (eastbound, near the intersection with Hwy 97) is that many drivers are mounting the south-side curb in order to squeeze past the traffic lined-up to turn left (northbound) on Hwy 97, in order to go straight through or to turn right. Another observation is that a fairly minimal amount of street parking is utilized in this neighbourhood, as most homes have long driveways and/or garages at the front. It should also be noted that these roads are rural cross-section with gravel or grass shoulders and in some sections include drainage swales or ditches beyond the edge of pavement. There is currently no formal curb and gutter on any of these roads. Page 2

3 SOURCE OF THE TRAFFIC CONGESTION: Glenmore Road is classified within the DLC as a primary collector ; and within the City of Kelowna as a two-lane arterial roadway. Despite it only being a two-lane, limited-space, rural roadway in the DLC, it is frequently used as an alternative to Highway 97 because Glenmore is the only continuous north-south through-route that connects Kelowna to the District of Lake Country at Winfield town centre. There are also several industrial operations located just west of Glenmore Road, that produce a constant stream of heavy truck traffic, including double-trailer dump trucks (usually hauling aggregate/gravel from the local mining operations), concrete and asphalt production companies are also located in the Glenmore Road vicinity. The area also has many agricultural operations (such as orchards, with large trucks moving produce during picking season). Figure 3 Glenmore Road, at north end of Mountview Road, facing west. For the most part, Glenmore Road parallels Highway 97, travelling north-south between these two major destinations. Since it is the largest urban centre in the region, Kelowna is the destination for many trips generated within Lake Country on a daily basis, as many Lake Country or northern Okanagan Valley residents commute to Kelowna for work or education. Glenmore often experiences heavy peak-hour traffic volumes on weekdays and queuing often extends further south-west than the intersection of Glenmore and Shanks Road. This is especially observed during the afternoon peak hour (from about 3:00PM to 6:00PM weekdays). Traffic in this region can also be seasonal, with much higher traffic volumes observed during the summer camping season, (including many recreational vehicles), suggesting that visitors are also using the Glenmore Road route. Signal timing and the control of the intersection geometry of Glenmore Road with Highway 97 is outside of the jurisdiction of the District of Lake Country as this intersection is under the control of the BC Ministry of Transportation and Infrastructure (BC MoTI). Changes to the signal timing or to the geometry of the intersection (includes changes along Seaton Road/Glenmore Road/Beaver Lake Road within approximately eight-hundred metres of the intersection) would require the Ministry to review the design and approve the proposed changes. Page 3

4 Northbound traffic on Glenmore Road destined for locations within Lake Country (north of the Seaton Road/Beaver Lake Road /Glenmore Road intersection) with Highway 97 must use the highway to get to their destination as there are no alternate thru-road options available to them. Evaluation of the DATA: Traffic counts were conducted by the DLC, (by axle-sensor tubes), during the month of July 2017, at two locations within the Mountview neighbourhood. One counter was located at approximately 3044 Janet Road and the other was at approximately 3083 Harwood Road. These surveys generated information to help quantify the problems in this area. The data includes speed statistics and 24-hour traffic counts for each week (sensor data is included in Appendix A). The speed statistics for the two counters indicate that on Harwood Road about 1.3% of the vehicles are travelling over the posted speed limit of 50 km/h. On Janet Road over 4.25% of motorists are travelling faster than 50 km/h. The vehicle-count statistics are somewhat more ambiguous, because based on average ITE trafficgeneration rates, about five round-trips per day per single family residence would be expected in a similar residential neighbourhood. This equates to about ten single-direction trips per day per home. The 45 single family residences located in the Mountview neighbourhood would be expected to generate about 450 trips per day. Based on the traffic count data, an average of about 181 weekday trips occur on Harwood Road, and 206 weekday trips occur on Janet Road. This totals just under 400 trips for the overall neighbourhood, which would appear to be in line with the expected number of trips for a residential neighbourhood of this size/zoning. However, it is observed that if the peak hours between 3:00 and 6:00pm are examined individually, the count numbers might be considered high for a neighbourhood of this size. Even assuming that 100% of residents return home exactly between these times, and no residents use Mountview Road to enter the neighbourhood at the north end, a maximum of about 45 to 50 vehicles would be expected to return home in the evening. The traffic counts indicate about 35 to 45 trips along Janet Road plus 50 to 75 trips along Harwood Road during the same hours. These numbers of 85 to 120 trips suggest that some of the traffic in the afternoon peak hour might be made up of non-local shortcutting vehicles. Figure 4 Mountview Rd shoulder, at right turn onto Glenmore Rd showing tire tracks. Page 4

5 Tires tracks can also be observed on the raised boulevard area, which confirms that drivers are still hopping the curb to squeeze past the congestion in the left-turn lane on Glenmore Road, and at the right-hand turn from north end of Mountview Road onto Glenmore Road. Objectives of Traffic Calming: Traffic calming measures would be an appropriate short-term solution in this neighbourhood to help reduce the short-cutting through the neighbourhood. Some of the primary goals of traffic calming devices include: Reducing vehicular speeds; Increasing motorists awareness of other street users; Discouraging through-traffic; Reducing conflicts between street users; and Ultimately improving the neighbourhood environment. (See Summary Table in Appendix B). Passive strategies include signage, signals, landscaping changes, textured or coloured pavement markings, educational programs, and traffic enforcement. Active traffic calming would include constructed physical measures such as speed humps, traffic circles, curb extensions or chokers, medians, and full or partial street closures. Designing safe traffic calming requires recognition and knowledge of the limitations and expectation of drivers, cyclists and pedestrians. No traffic calming measures can prevent all conflicts on the roads, and there is always a possibility that drivers are going to bypass the traffic calming features and continue to speed and/or short-cut through the neighbourhood. Traffic calming measures are designed, signed and marked so that a motorist acting reasonably and exercising ordinary care would be able to readily perceive the intent of the measure. There will always be exceptions to this case. The measures proposed will aim to: Be self-enforcing, in that they don t require constant police enforcement to be effective; Not create or exacerbate existing traffic problems elsewhere in the neighbourhood; Maximize the benefits to users, while minimizing disadvantages and costs; Minimize challenges created for street maintenance (snowremoval/snow storage/sweeping) and garbage collection; and, Maximize locations where existing street-parking can continue to be feasible along the streets. Page 5

6 PROPOSED TRAFFIC CALMING MEASURES: POSTED-SPEED LIMIT: One traffic-calming strategy would involve reducing the maximum legal vehicle speed in the neighbourhood, along individual streets: Janet Road, Harwood Road and Mountview Road. Regulatory signage on these roads would then be posted as: "Maximum 30 km/h" (BC- MoTI Sign R-004). However, there is currently no school or playground located within this area, so the use of a 30 km/h posted speed limit would be extraordinary measures. These measures might dissuade conscientious drivers from speeding and help to remind local residents to drive more slowly; however, studies have shown that without active enforcement (by police officers) at the location, these measures will likely not slow down more determined/aggressive drivers and will only produce a measured speed reduction of 1 or 2 km/h over time. VERTICAL DEFLECTIONS OR SPEED HUMPS: Another option would be to install speed humps within the neighbourhood. Generally speed humps are installed at regular intervals along the traffic calmed road to achieve the desired vehicle operating speed. For an operating speed of 30 km/h, speed humps should be installed in pairs, between 4 metres and 12m apart from each other and each speed hump pair would be installed about 60m apart. The challenge in this neighbourhood would be in fitting in enough speed-humps to achieve the reduced speeds, between the existing driveway access locations. True operating speed reductions to speeds below 30 km/h are extremely difficult to achieve. In this neighbourhood it is recommended that one pair be located along Janet Road 30m from the intersection with Glenmore Road, another pair be located along Harwood Road, 30m from the intersection with Shanks Road, and several additional humps would be required every 4 to 6 m along Mountview Road. Spacing which varies from the standard design would not be guaranteed to achieve the reductions in vehicle speeds, but would still be a beneficial traffic calming option. Figure 3 A typical speed-hump in a rural location. Page 6

7 Each speed hump would include corresponding speed-hump signage and any required changes to pavement markings. To avoid people driving around the humps, concrete barriers or bollards could be used to block the shoulder/boulevard areas or the raised humps could be extended into the shoulders up to property-line. It should be noted that concrete roadside barriers and bollards introduce new roadside hazards, which may be undesirable. Traffic Calmed Neighbourhood signage could be considered at the intersection entrances to the neighbourhood. The purpose of a speed-hump is to reduce vehicle operating speeds. The vertical deflection of the wheels (and suspension) cause an uncomfortable sensation for vehicle occupants. Studies show that they are effective in reducing vehicle speeds around the hump, which is why they need to be placed at regular intervals to lower the constant operating speeds throughout the area. Speed-humps may prove to be slightly inconvenient for residents living in the vicinity because they have to cross them every day. This option may also increase traffic noise and be inconvenient for snow plowing/street sweeping. Emergency Responders would also have to be notified and allowed to provide input during the detailed design process. Figure 4 - Locations of Speed-Humps presented for consideration at Public Information Session. HORIZONTAL DEFLECTIONS: Another option would be to install some form of horizontal deflection, such as chicanes or mini traffic circles. Mini Traffic Circles: "Mini Traffic Circles" are small raised islands located in the centre of intersections, which would require vehicles to travel through the intersection in a counter-clockwise direction around the island. Traffic circles are designed to reduce vehicle speeds and to reduce vehicle conflicts at intersections. Mini traffic circles can be created using temporary Page 7

8 rubber curbing, or more permanent concrete or asphalt curbing, and may or may not be filled in with the same material or landscaping/soil. Within this neighbourhood, a traffic circle could be constructed at the intersection of Janet Rd and Mountview Rd, and another circle could be installed at Harwood and Mountview Rds. Traffic circles are much smaller and less complex than roundabouts. This option might deter short-cutting repeat offenders", but would be inconvenient for Emergency Responders and street maintenance. Temporary traffic circles may also be prone to damage. Figure 5 Example of mini-traffic circle & chicane using temporary curbing. Chicanes or Curb Extensions: Although there is currently no defined curb line in this neighbourhood, curb extensions could be constructed which would narrow the roadway and require drivers to steer from one side to the other side of the road. A similar option would involve narrowing one or two sections so that traffic essentially yields to oncoming traffic in order to feel comfortable. These measures may reduce the number of people that short-cut through the neighbourhood. However, if travelling through the neighbourhood (even at reduced speeds) around a variety of horizontal deflections might still be faster than waiting in the vehicle queues on Glenmore, then people will still use the neighbourhood roads. Curb extensions do reduce on-street parking; Curb extensions do affect road maintenance activities like snow plowing and snow storage. These measures may also require additional pavement drainage considerations, such as catch basin installations to maintain pavement drainage around the curb extensions. Page 8

9 Figure 6 Locations of mini-traffic circle & chicane using temporary curbing as presented for consideration at Public Information Session. OBSTRUCTIONS DIRECTIONAL & PARTIAL CLOSURES: This measure would involve installing concrete-barricades, bollards, or curbing for the northbound traffic on Glenmore Road to prevent right-turns onto Janet Road or left turns onto Harwood Road from Shanks Road. The design would come with new signage of "No Entry" or No Right Turn as applicable, and it would still allow exiting movements. Figure 7 Partial-road closure or throating in Vancouver, BC. Page 9

10 These measures may reduce short-cutting and speeding and might increase pedestrian safety in the neighbourhood. This option would be an inconvenience to residents too, who would have to change their normal daily driving routes (habits). If concrete barriers or concrete curbs/islands are used to achieve partial-closures, then this option would also increase the number of local road-side hazards. At Janet Road, this option would prevent residents from heading south on Glenmore Road. Figure 8 -Example of concrete road-side barriers being used for partial-road-closure traffic The DLC also proposed an option of a directional closure at Mountview Road, prohibiting right turns onto Glenmore Road (eastbound). This measure would not be as clear to drivers entering at Janet or Harwood Roads, unless accompanied by No Exit or No Thru Road signs. This option may result in more vehicles attempting to turnaround in a very limited space, when they cannot exit the neighbourhood at the north end of Mountview. Figure 9 Locations of turning-movement restrictions, as presented for consideration at Public Information Session. Page 10

11 Directional closures could alternately take the form of localized one-way streets. This option would narrow the road width to only one lane, and would come with signage of "no entry-- one way only", and would only allow a right-turn exiting movement. The corresponding oneway access into the neighbourhood would be via the intersection of Shanks Road and Harwood Road, but this is also utilized as a short-cut route. The narrowing of the roadway might encourage drivers to travel at slower speeds and to be more aware of their surroundings. Figure 10 Example of a full road closure with bicycle access only. OBSTRUCTIONS FULL CLOSURE(S): The most extreme traffic calming measure that could be implemented in this neighbourhood would be to fully close one or more entrance routes into the neighbourhood, thus creating dead ends with no exit. The purpose of a full-closure would be to fully eliminate shortcutting or through traffic. This option would involve installing concrete-barricades or curbing at the north-end of Mountview Road, across the full width of the road right-of-way (less a small opening for bicycles and pedestrians). The design would include signage of "no entry--road Closed" and/or "No Thru Road" signage at all intersections, as required. (Alternate option: design could substitute a raised roll-over curb zone plus removable-bollards. This option would allow Emergency or maintenance lane access only with use of a key, etc.). Page 11

12 Figure 11 Sketch of a hammer-head turn-around. A full road closure would actually eliminate all short-cutting and limit speeding vehicles to neighbourhood residents only. Physically, this solution would create a true dead-end longer than the 150metres specified in the District s Subdivision and Development servicing Bylaw. There would be limited space to reverse by three-point-turn as there is insufficient space for a standard cul-de-sac turnaround bulb. (There may be enough space for a hammerhead turnaround or modified half-bulb turn-around in this location. Figure 12 Example of a hammer-head turn-around in Kelowna, BC This measure would severely affect the movements of neighbourhood residents who will have to significantly change their normal traffic patterns. Road closure for motorized vehicles would not restrict movement of pedestrians or cyclist. This option would also increase challenges for Emergency Responders, garbage collection, road maintenance, and even recreational vehicles and moving trucks. Page 12

13 Other Considerations - Glenmore Road eastbound: The DLC recently installed concrete-barriers adjacent to the eastbound lanes on Glenmore Road approaching the intersection with Highway 97 to separate the pedestrian pathway area from the motor vehicles. However, people drive over the curbs to squeeze past the queued traffic in the left-turn only lane. The barriers may offer some physical protection from illegal vehicle maneuvers, and intend to reduce the risk of pedestrian/vehicle conflicts. Figure 13 Glenmore Road shoulder, at Barriers installed near Mountview Road. Figure 14 Glenmore Road shoulder, along pedestrian walking path. Page 13

14 OPTIONS PRESENTED TO THE RESIDENTS FOR CONSIDERATION: On the evening of Thursday, November 2, 2017, the District held an information session for residents of the Mountview Road Neighbourhood. The DLC staff, and WSP senior project manager were present to answer questions and better explain the traffic calming measures. The event was also used as an opportunity to encourage residents to participate in the Mountview traffic-calming online questionnaire. (Paper copies of the questionnaire where available but no paper responses were returned to the DLC). The following options were presented in a series of presentation board s setup at the information session (and were also linked to the online questionnaire for quick-reference). OPTION # 1: Speed-Humps Help to reduce speeding and increase awareness of all road users. Also called vertical deflections ; create an unpleasant sensation making drivers slow down and be more aware of their surroundings. Increase traffic noise; Change drainage patterns; Require curbing or barriers at the ends, (to block drivers from "going around" on the shoulders) or may be extended up to the property lines. OPTION # 2: Chicanes and Mini Traffic Circles Help to reduce speeding and short-cutting, because it takes longer to drive around these devices. Be constructed with no-post-barriers or temporary curbing (because this is a rural area, with no existing curb); Reduce on-street parking areas in the neighbourhood; Increase road-side hazards (new objects for drivers to collide with); Be more difficult to maintain, and may be more prone to damage. OPTION # 3: Partial Road-Closures or Directional Restrictions Help to reduce short-cutting because turning into the neighbourhood becomes less quick/convenient. Inconvenience to residents, who would have to change their normal daily driving routes (habits). Increase road-side hazards (with the introduction of concrete barriers or new curbing at corners). OPTION # 4: Full Closure of the Thru-Route Will eliminate short-cutting, because the route is blocked/closed. Page 14

15 Table 1 summarizes the benefits and challenges associated with each of the options being considered by the District. Effective traffic calming requires the neighbourhood to buy-into the concept of traffic calming. Studies have shown that traffic calming devices that have been selected with input from the neighbourhood often have greater success at achieving the design objectives of reducing vehicle speeds and reducing non-local short-cutting drivers. Table 1 Benefits and challenges associated with each option. Page 15

16 Table 2 Responses from questionnaires Table 2 summarizes the responses received from the online questionnaires and the complete data extract and summary charts are provided in Appendix C. There were 27 responses submitted through the online questionnaire (managed by a sub-consultant: The W-GROUP) by the closing date of November 14 th, The respondents were required to provide name and address information, in order to verify that they were living in the Mountview Road Neighbourhood as illustrated in the site map in Figure 1. All respondents were from this local neighbourhood. Two surveys were returned from residents living along Glenmore Road (since they are not directly affected by the proposed traffic calming measures, these two responses were discarded from the final results). In addition, one family returned two surveys for the same household, so only the first set of responses was accepted. There were 24 other unique and relevant address responses included in the final results summary. All residents who completed a questionnaire online indicated that YES, they do actually support the implementation of some type of traffic calming program in this neighbourhood. The two options with the lowest level of public support were OPTION #2 and OPTION #3. These two proposed options were both overwhelmingly opposed by the majority of residents. OPTION #1 for speed-humps and OPTION#4 for a full-road-closure at Mountview Road, both had very similar levels of support and opposition. The speed-humps option had 15 supporters and 9 opposed, compared to the full-closure option which 14 supporters and had 10 residents opposed. Page 16

17 RECOMMENDATIONS: It should be recognized that as the population of the Okanagan Valley increases, there will be additional pressure from commuters living in the District of Lake Country to commute to destinations outside of the District. However, since the DLC is only one of several Okanagan Valley communities, long-term transportation planning on a regional scale requires input from all these communities and stakeholders, as well as from the BC MoTI, to develop viable long-term transportation options that enhance the livability and sustainability for all residents of the Okanagan Valley. All participants in the questionnaire process were basically in agreement that some traffic control measures would be desirable in this neighbourhood. Option 1 is the first choice, by a narrow margin, as it has slightly more support from the online questionnaires. Option 4 is the second most supported option as per the responses from the residents. (Refer to Table 2 for this information). Both options are closely matched in level of public support, and consequently there is not a clearly preferred option between speed-humps and full-closure that can be recommended by WSP. It is therefore recommended that the District of Lake Country seek further clarification from the neighbourhood residents on whether Option 1 is supported by the majority (when considered in isolation, as the primary traffic calming design option). If you have any questions please contact the undersigned. Yours sincerely, WSP CANADA GROUP LTD. Avi Thiessen, M.Sc., P.Eng. Senior Project Manager AT/sf cc: Mr. Matthew Salmon, P.Eng. Page 17

18 APPENDIX A SPEED STATISTICS AND 24- HOUR TRAFFIC COUNT

19 SpeedStat-25 Page 1 MetroCount Traffic Executive Speed Statistics SpeedStat English (ENC) Datasets: Site: [Harwood] 3083 Harwood Attribute: Lake Country Direction: 8 - East bound A>B, West bound B>A. Lane: 0 Survey Duration: 18:29 July 4, 2017 => 11:46 July 26, 2017, Zone: File: Harwood EC0 (Plus ) Identifier: DW49K73B MC56-L5 [MC55] (c)microcom 19Oct04 Algorithm: Factory default axle (v5.02) Data type: Axle sensors - Paired (Class/Speed/Count) Profile: Filter time: 18:30 July 4, 2017 => 11:46 July 26, 2017 ( ) Included classes: 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13 Speed range: km/h. Direction: North, East, South, West (bound), P = East, Lane = 0-16 Separation: Headway > 0 sec, Span metre Name: Default Profile Scheme: Vehicle classification (Scheme F3) Units: Metric (metre, kilometre, m/s, km/h, kg, tonne) In profile: Vehicles = 3063 / 3078 (99.51%)

20 Speed Statistics SpeedStat-25 Page 2 SpeedStat-25 Site: Harwood.0.1EW Description: 3083 Harwood Filter time: 18:30 July 4, 2017 => 11:46 July 26, 2017 Scheme: Vehicle classification (Scheme F3) Filter: Cls(1-13) Dir(NESW) Sp(10,160) Headway(>0) Span(0-100) Lane(0-16) Vehicles = 3063 Posted speed limit = 50 km/h, Exceeding = 39 (1.273%), Mean Exceeding = km/h Maximum = 62.8 km/h, Minimum = 10.1 km/h, Mean = 32.0 km/h 85% Speed = km/h, 95% Speed = km/h, Median = km/h 20 km/h Pace = 21-41, Number in Pace = 2409 (78.65%) Variance = 62.49, Standard Deviation = 7.90 km/h Speed Bins (Partial days) Speed Bin Below Above Energy vmult n * vmult % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % Total Speed Rating = 0.00 Total Moving Energy (Estimated) = 0.00 Speed limit fields (Partial days) Limit Below Above 0 50 (PSL) % %

21 WeeklyVehicle-26 Page 1 MetroCount Traffic Executive Weekly Vehicle Counts WeeklyVehicle English (ENC) Datasets: Site: [Harwood] 3083 Harwood Attribute: Lake Country Direction: 8 - East bound A>B, West bound B>A. Lane: 0 Survey Duration: 18:29 July 4, 2017 => 11:46 July 26, 2017, Zone: File: Harwood EC0 (Plus ) Identifier: DW49K73B MC56-L5 [MC55] (c)microcom 19Oct04 Algorithm: Factory default axle (v5.02) Data type: Axle sensors - Paired (Class/Speed/Count) Profile: Filter time: 18:30 July 4, 2017 => 11:46 July 26, 2017 ( ) Included classes: 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13 Speed range: km/h. Direction: North, East, South, West (bound), P = East, Lane = 0-16 Separation: Headway > 0 sec, Span metre Name: Default Profile Scheme: Vehicle classification (Scheme F3) Units: Metric (metre, kilometre, m/s, km/h, kg, tonne) In profile: Vehicles = 3063 / 3078 (99.51%)

22 Weekly Vehicle Counts WeeklyVehicle-26 Page 2 WeeklyVehicle-26 Site: Harwood.0.1EW Description: 3083 Harwood Filter time: 18:30 July 4, 2017 => 11:46 July 26, 2017 Scheme: Vehicle classification (Scheme F3) Filter: Cls(1-13) Dir(NESW) Sp(10,160) Headway(>0) Span(0-100) Lane(0-16) Mon Tue Wed Thu Fri Sat Sun Averages 03 Jul 04 Jul 05 Jul 06 Jul 07 Jul 08 Jul 09 Jul Hour * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * Totals * * * * * * * * AM Peak * * * * PM Peak * * * * * - No data.

23 WeeklyVehicle-26 Page 3 Weekly Vehicle Counts WeeklyVehicle-26 Site: Harwood.0.1EW Description: 3083 Harwood Filter time: 18:30 July 4, 2017 => 11:46 July 26, 2017 Scheme: Vehicle classification (Scheme F3) Filter: Cls(1-13) Dir(NESW) Sp(10,160) Headway(>0) Span(0-100) Lane(0-16) Mon Tue Wed Thu Fri Sat Sun Averages 10 Jul 11 Jul 12 Jul 13 Jul 14 Jul 15 Jul 16 Jul Hour Totals AM Peak PM Peak * - No data.

24 WeeklyVehicle-26 Page 4 Weekly Vehicle Counts WeeklyVehicle-26 Site: Harwood.0.1EW Description: 3083 Harwood Filter time: 18:30 July 4, 2017 => 11:46 July 26, 2017 Scheme: Vehicle classification (Scheme F3) Filter: Cls(1-13) Dir(NESW) Sp(10,160) Headway(>0) Span(0-100) Lane(0-16) Mon Tue Wed Thu Fri Sat Sun Averages 17 Jul 18 Jul 19 Jul 20 Jul 21 Jul 22 Jul 23 Jul Hour Totals AM Peak PM Peak * - No data.

25 WeeklyVehicle-26 Page 5 Weekly Vehicle Counts WeeklyVehicle-26 Site: Harwood.0.1EW Description: 3083 Harwood Filter time: 18:30 July 4, 2017 => 11:46 July 26, 2017 Scheme: Vehicle classification (Scheme F3) Filter: Cls(1-13) Dir(NESW) Sp(10,160) Headway(>0) Span(0-100) Lane(0-16) Mon Tue Wed Thu Fri Sat Sun Averages 24 Jul 25 Jul 26 Jul 27 Jul 28 Jul 29 Jul 30 Jul Hour * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * Totals * * * * * * * * * * * * * * * * * * * * AM Peak * * * * * * * * PM Peak * * * * * 0 0 * * * * * * - No data.

26 SpeedStat-28 Page 1 MetroCount Traffic Executive Speed Statistics SpeedStat English (ENC) Datasets: Site: [Janet] 3044 Janet Rd Attribute: Lake Country Direction: 8 - East bound A>B, West bound B>A. Lane: 0 Survey Duration: 18:23 July 4, 2017 => 11:36 July 26, 2017, Zone: File: Janet Rd EC0 (Plus ) Identifier: DW54Y3E6 MC56-L5 [MC55] (c)microcom 19Oct04 Algorithm: Factory default axle (v5.02) Data type: Axle sensors - Paired (Class/Speed/Count) Profile: Filter time: 18:24 July 4, 2017 => 11:36 July 26, 2017 (21.717) Included classes: 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13 Speed range: km/h. Direction: North, East, South, West (bound), P = East, Lane = 0-16 Separation: Headway > 0 sec, Span metre Name: Default Profile Scheme: Vehicle classification (Scheme F3) Units: Metric (metre, kilometre, m/s, km/h, kg, tonne) In profile: Vehicles = 3289 / 3304 (99.55%)

27 Speed Statistics SpeedStat-28 Page 2 SpeedStat-28 Site: Janet.0.1EW Description: 3044 Janet Rd Filter time: 18:24 July 4, 2017 => 11:36 July 26, 2017 Scheme: Vehicle classification (Scheme F3) Filter: Cls(1-13) Dir(NESW) Sp(10,160) Headway(>0) Span(0-100) Lane(0-16) Vehicles = 3289 Posted speed limit = 50 km/h, Exceeding = 140 (4.257%), Mean Exceeding = km/h Maximum = 62.8 km/h, Minimum = 10.3 km/h, Mean = 35.5 km/h 85% Speed = km/h, 95% Speed = km/h, Median = km/h 20 km/h Pace = 25-45, Number in Pace = 2472 (75.16%) Variance = 74.68, Standard Deviation = 8.64 km/h Speed Bins (Partial days) Speed Bin Below Above Energy vmult n * vmult % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % Total Speed Rating = 0.00 Total Moving Energy (Estimated) = 0.00 Speed limit fields (Partial days) Limit Below Above 0 50 (PSL) % %

28 WeeklyVehicle-27 Page 1 MetroCount Traffic Executive Weekly Vehicle Counts WeeklyVehicle English (ENC) Datasets: Site: [Janet] 3044 Janet Rd Attribute: Lake Country Direction: 8 - East bound A>B, West bound B>A. Lane: 0 Survey Duration: 18:23 July 4, 2017 => 11:36 July 26, 2017, Zone: File: Janet Rd EC0 (Plus ) Identifier: DW54Y3E6 MC56-L5 [MC55] (c)microcom 19Oct04 Algorithm: Factory default axle (v5.02) Data type: Axle sensors - Paired (Class/Speed/Count) Profile: Filter time: 18:24 July 4, 2017 => 11:36 July 26, 2017 (21.717) Included classes: 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13 Speed range: km/h. Direction: North, East, South, West (bound), P = East, Lane = 0-16 Separation: Headway > 0 sec, Span metre Name: Default Profile Scheme: Vehicle classification (Scheme F3) Units: Metric (metre, kilometre, m/s, km/h, kg, tonne) In profile: Vehicles = 3289 / 3304 (99.55%)

29 Weekly Vehicle Counts WeeklyVehicle-27 Page 2 WeeklyVehicle-27 Site: Janet.0.1EW Description: 3044 Janet Rd Filter time: 18:24 July 4, 2017 => 11:36 July 26, 2017 Scheme: Vehicle classification (Scheme F3) Filter: Cls(1-13) Dir(NESW) Sp(10,160) Headway(>0) Span(0-100) Lane(0-16) Mon Tue Wed Thu Fri Sat Sun Averages 03 Jul 04 Jul 05 Jul 06 Jul 07 Jul 08 Jul 09 Jul Hour * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * Totals * * * * * * * * AM Peak * * * * PM Peak * * * * * - No data.

30 WeeklyVehicle-27 Page 3 Weekly Vehicle Counts WeeklyVehicle-27 Site: Janet.0.1EW Description: 3044 Janet Rd Filter time: 18:24 July 4, 2017 => 11:36 July 26, 2017 Scheme: Vehicle classification (Scheme F3) Filter: Cls(1-13) Dir(NESW) Sp(10,160) Headway(>0) Span(0-100) Lane(0-16) Mon Tue Wed Thu Fri Sat Sun Averages 10 Jul 11 Jul 12 Jul 13 Jul 14 Jul 15 Jul 16 Jul Hour Totals AM Peak PM Peak * - No data.

31 WeeklyVehicle-27 Page 4 Weekly Vehicle Counts WeeklyVehicle-27 Site: Janet.0.1EW Description: 3044 Janet Rd Filter time: 18:24 July 4, 2017 => 11:36 July 26, 2017 Scheme: Vehicle classification (Scheme F3) Filter: Cls(1-13) Dir(NESW) Sp(10,160) Headway(>0) Span(0-100) Lane(0-16) Mon Tue Wed Thu Fri Sat Sun Averages 17 Jul 18 Jul 19 Jul 20 Jul 21 Jul 22 Jul 23 Jul Hour Totals AM Peak PM Peak * - No data.

32 WeeklyVehicle-27 Page 5 Weekly Vehicle Counts WeeklyVehicle-27 Site: Janet.0.1EW Description: 3044 Janet Rd Filter time: 18:24 July 4, 2017 => 11:36 July 26, 2017 Scheme: Vehicle classification (Scheme F3) Filter: Cls(1-13) Dir(NESW) Sp(10,160) Headway(>0) Span(0-100) Lane(0-16) Mon Tue Wed Thu Fri Sat Sun Averages 24 Jul 25 Jul 26 Jul 27 Jul 28 Jul 29 Jul 30 Jul Hour * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * Totals * * * * * * * * * * * * * * * * * * * * AM Peak * * * * * * * * PM Peak * * * * * 0 0 * * * * * * - No data.

33 APPENDIX B OBJECTIVES OF TRAFFIC CALMING

34 Mountview Road Neighbourhood - Summary of Traffic Calming Options District of Lake Country October 13, 2017 Option No. Primary Concern: Type: Description of Measure: Potential Benefits: Potential Disadvantages: WSP Current Status & Cost Level: PROBLEM 01: Illegal Movements Along Glenmore Rd (Eastbound), Vehicles Curb-Hopping & Corner-Cutting 01.a. Pedestrian Safety Other: Protected Pathway, Obstruction DLC installed concrete-barriers to separate the pedestrian pathway area from the motor vehicles which drive over the curbs. -Deters drivers from illegally driving over pedestrian area; Offers some physical protection from vehicles, reduces pedestrian/vehicle conflicts. - Increases road-side hazards for motor vehicles. Existing JJ L $ 01.b. Reduce Congestion Other: Increase Lane Access Removing existing concrete curbs and re-designing to allow vehicles to access straight-thru/right-turn lane (eastbound on Glenmore). Utilizing more of the road right-of-way. -Allows drivers to move forward faster, reduce queuing. Medium-term solution, until MOTI concludes their plans for the corridor. - May reduce lane widths in order to fit turing-lane, may require moving power poles and /or property acquisition strips. Removal Only; $ Low Cost JJJ LL $$$$ PROBLEM 02: Speeding Vehicles Through the Neighbourhood, Along Janet Rd, Harwood Rd, Mountview Rd (May Also Be Short-Cutting) 02.a. Reducing Speeding Signage: Maximum Speed, or Other Advisory Signage DLC installed signage that states "Slow - Children Playing" as an advisory only. 30km/h zone not warranted in the Neighbourhood with no school / no playground. - May deter conscientious drivers from speeding. - Requires Active Enforcement (by police), will not slow more aggressive drivers on average. Low costs J LL $ 02.b. Reducing Speeding Vertical Deflection: Speed Humps Installing "speed humps" within this neighbourhood, one each along Janet Rd, Harwood Rd and Mountview Roads. Comes with "speed hump" signage and concrete barriers to block the shoulder-areas. - May reduce speeding; may increase safety in neighbourhood area. May increase driver's awareness level. - Inconvenient for Residents living in the Neighbourhood. May increase traffic noise. Inconvenient to Emergency Responders and Snow Plowing. May change drainage patterns. Will require barriers at ends, will ncrease road-side hazards for motor vehicles. Proposed; Medium Cost JJ LL $$ 02.c. Reducing Speeding Signage: Traffic-Calmed- Neighbourhood Adding "Traffic-Calmed-Neighbourhood" sign to the entrance areas. Use in conjunction with the "Speed - May increase driver awareness. - n/a Humps" option. Proposed; Minimal Cost J $ 02.d. Reducing Speeding and Short- Cutting Horizontal Deflection: Mini Traffic Circle Installing "mini traffic circles" within this neighbourhood, one at intersection of Janet Rd and Mountview Rd, and one at Harwood and Mountview Rds. - May reduce speeding; may increase safety in neighbourhood area. May reduce "repeat offenders". - May frustrate aggressive drivers. Inconvenient to Emergency Responders and Snow Plowing. Prone to damage. Increases road-side hazards for motor vehicles. Proposed; Medium Cost

35 Option No. Primary Concern: Type: Description of Measure: Potential Benefits: Potential Disadvantages: Current Status & Cost Level: JJ LL $$ 02.e. Reducing Speeding Horizontal Deflection: Chicanes, or Reduce To One Lane width Installing "chicanes" within this neighbourhood, along Janet Rd, Mountview Rd, and/or Harwood Rd. Or some kind of physical "bulb-outs" from P/L to edge of travel lane(s). Could narrow road to onelane also. - May reduce speeding; may increase safety in neighbourhood area. - Rural area, no existing curb; may reduce onstreet parking. Inconvenient to residents, Emergency Responders and Snow Plowing. Proposed; Higher Cost JJ L $$$ PROBLEM 03: Short-Cutting Vehicles Through the Neighbourhood, Along Janet Rd, Harwood Rd, Mountview Rd (May Also Be Speeding) 03.a. Reducing Short-Cutting Signage: Thru-Traffic Prohibited Adding "Thru-Traffic Prohibited" sign to the entrance areas. Use in conjunction with the other options. - May reduce short-cutting. - Requires Active Enforcement. Minimal Cost J L $ 03.b. Reducing Short-Cutting Obstruction: Directional Closures (No Entry) Installing concrete-barricades or curbing at Glenmore Rd (northbound) to prevent turns into Harwood Rd via Shanks Rd, and/or Janet Rd. Would come with signage of "no entry", and would still allow exit movements. - May reduce short-cutting and speeding. - Would restrict movements for Residents; would prevent heading southbound onto Glenmore Rd for Residents from Janet Road. Inconvenient to Emergency Responders. Increases road-side hazards. Proposed; Medium Cost JJJ LL $$ 03.c. Reducing Short-Cutting Obstruction: Directional Closures (One Way Streets) Installing concrete-barricades or curbing at Janet Rd (westbound) to norrow it into just one lane. Would come with signage of "no entry--one way only", and would only allow exiting movement. (OPTION: Corresponding One-Way into the Neighbourhood could be via Shanks Rd / Harwood Rd or vice versa. Cannot prevent entry at both locations.) - May reduce short-cutting and speeding. - Would restrict movements of Neighbourhood Residents; would prevent heading southbound onto Glenmore Rd for Residents from Janet Road. Inconvenient to Emergency Responders. Proposed; Medium Cost JJ LLL $$ 03.d. Reducing Short-Cutting & Speeding Obstruction: Full Closure Installing concrete-barricades or curbing at northend of Mountview Road, across full width. Would come with signage of "no entry--road Closed" and "No Thru Road" signage at all intersections. (Option: could leave a footpath opening through, or could use a raised roll-over zone plus bollards [if necessary for Emergency Access Only]). - WOULD reduce short-cutting and speeding; definitely will reduce "repeat offenders". - Restricts movements of Neighbourhood Residents; would prevent heading eastbound onto Glenmore Rd to access Highway 97. Inconvenient to Emergency Responders. "NO THRU-ROAD" and "NO EXIT" neighbourhood, may require hammerhead turnaround. Proposed; Higher Cost JJJJ LLLL $$$