Classification Criteria

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1 SCHEDULE D TO RECOMMENDED OFFICIAL PLAN AMENDMENT NO. 40 SCHEDULE C-4 Road Criteria Criteria Traffic Service Objective Land Service/Access Typical Daily Traffic Volume Flow characteristics Travel Speed Goods Movement Connectivity Transit Pedestrian Provisions Cycling Provisions Parking Minimum Intersection Spacing Right-Of-Way Width Classification Criteria Definition Roads of higher classification should serve inter-regional and regional traffic movements over relatively longer distances. Lower order classifications should cater to local traffic movements over shorter distances and provide access to abutting property. Direct access from adjoining properties to roads of higher classification should be limited or restricted in recognition of their through traffic function, and for traffic safety and flow reasons. Lower order classifications should provide direct access to abutting lands where, assuming the entranceway can be positioned in a safe location. Roads of higher classification being the principal routes between traffic generating centres should accommodate higher traffic usage relative to roads of a lower classification, taking into account urban and rural differences. Roads primarily servicing traffic movement should have traffic control and design characteristics that permit uninterrupted flow. On lower classification roads, drivers should expect interrupted flow due to the frequency of accesses and, and the presence of more traffic control devices, parked vehicles and pedestrian crossings. The road cross-section, geometry and the roadside environment generally determine the operating speeds on a roadway. Speed limits are typically posted at the 85 th percentile operating speed. Roads of higher classification with emphasis on long distance travel should be designed to accommodate higher operating speeds than roads of lower classification. Long distance commercial vehicle operation should occur on roads of higher classification and be discouraged on local roads. Roads should connect to other roads with the same or similar functions, and to roads that are directly above or below them in the hierarchy. Roads of higher classification should be the focus of more frequent and higher-order transit service, including rapid transit service. Lower classes of roads should generally accommodate bus operations of a more local nature. Pedestrians, including those with mobility, hearing, visual and cognitive impairments should be accommodated in all classifications except where prohibited by the Highway Traffic Act (freeways). Safe and accessible pedestrian space should be provided along all roadways. Safe, comfortable and convenient roadway crossings should be provided at intervals that allow pedestrian movement between destinations and intersecting pedestrian routes and facilities. On roads of higher classification, cycling should only be restricted where prohibited by the Highway Traffic Act (freeways). On higher speed, higher volume roads, cycling facilities should provide safe space for cyclists such as bike lanes and cycle tracks. Complimentary multi-use trails may be provided in the boulevard along these roadways where the driveway and side-street intersection spacing exceeds 300 m as an optional route for cyclists and to provide for other trail users. On lower volume and lower speed roadways a shared-use facility such as a sharrow may be appropriate. Parking should be prohibited or restricted on roads of higher classification to provide for clearway conditions, while curbside parking may be accommodated on lower road classes. Roads of higher classification should have limited, appropriately spaced side road connections and should not be intersected by lower class roads. They may be grade-separated or controlled at-grade by well co-coordinated traffic control signals or modern roundabouts. More frequent intersection spacing is acceptable on lower classes of road. These may be controlled at grade using regulatory signs and other traffic control mechanisms, including traffic calming measures. The cross-section of roads can range from divided, multi-lane facilities for higher classifications, through to two-lane undivided facilities for lower classes of road. This criterion is related to route capacity as well as maneuverability of heavy vehicles. The Page 1 of 6

2 Continuity Cross Section Features Vehicle Priority Network Spacing ultimate cross-section for a road generally evolves over time as traffic volumes increase. As such, rights-of-way should be of sufficient width to accommodate the ultimate cross-section. Right-of-way widths should account for the space to accommodate pedestrians, cyclists and streetscape elements. Roads of higher classification have longer continuous road sections, serve inter-municipal or inter-regional traffic and transit and are characterized by higher volumes of through traffic. Lower order roads have shorter road sections, serving shorter local trips play a key role in providing access to adjacent properties. All roadways provide places for social and economic interaction of residents and visitors. Roads of higher classification tend to be higher capacity routes with relatively higher operating speeds and traffic volumes, with enhanced features such as acceleration/deceleration lanes, climbing and passing lanes, and intersection turn bays to improve traffic flow. Lower classes tend to have lower capacities with lower operating speeds and traffic volumes. Cross-sectional widths should allow for the placement of utilities, streetscape elements, pedestrian and cycling facilities and transit stops where appropriate. Roads of higher classification are likely to provide priority capacity for particular modes/uses by way of bus lanes, truck lanes, bicycle facilities or transit lanes. Lower road classes generally provide for mixed traffic. The spacing of roads in the hierarchy normally relates to the density of activity occurring in the area. Roads of higher classification will be spaced more widely apart than the lower road classes, which provide for a completed grid to enable efficient traffic circulation. Criteria Arterial Classes Municipal Road Classes Traffic Service Objective Land Service/Access Traffic movement primary consideration. serves inter-regional and inter-municipal trips Rigid/Progressive access control. Permit private access generally located a minimum of 200 metres apart in Urban Areas Permit large scale commercial and industrial developments, mixed use developments and higher density Traffic movement major consideration. serves inter and intra-municipal trips Incremental/Progressive access control Permit private access generally located a minimum of 80 metres apart in Urban Areas Promote higher densities with shared or combined access Traffic movement slightly more important than land access. serves intramunicipal trips Limited access control Promote higher densities with shared or combined access, or limit to single detached dwelling unit frontage Primary function to collect and distribute traffic from Local Roads to other Collectors and/or Type C Arterials. Permit access to abutting properties, consolidation of driveways where intersection spacing is less than 20 metres Provide access to individual abutting properties. Local Roads are designed to carry low volumes of traffic. All abutting properties Provide access to individual abutting properties for the purpose of loading and access to garages. All abutting properties Page 2 of 6

3 Criteria Arterial Classes Municipal Road Classes Typical Daily Traffic Volume Flow characteristics Travel Speed Goods Movement Connectivity Transit Cycling Provisions Pedestrian Provisions Parking developments with shared or combined access >10,000 AADT 5,000 40,000 AADT 4,000 20,000 AADT 1,000 5,000 AADT 0-1,000 AADT 0-1,000 AADT Uninterrupted flow except at traffic control signals 70 km/h Urban Area, 80 km/h outside Urban Areas Generally no restrictions Freeways and Arterials May serve as regional transit spines Boulevard or Multiuse trails on roads identified as a Regional Cycling Spine sides with separation from traffic lanes preferred for pedestrians Prohibited or peak hour restrictions Uninterrupted flow except at traffic control signals 70 km/h Urban Area, 80 km/h outside Urban Areas Generally no restrictions Freeways, Arterials and Collectors May serve as regional transit spines Boulevard or Multi-use trails on roads identified as a Regional Cycling Spine sides with separation from traffic lanes preferred for pedestrians Prohibited or peak hour restrictions Uninterrupted flow except at traffic control signals and pedestrian crossings interrupted interrupted interrupted km/h 50 km/h km/h km/h Generally no restrictions Arterials, Collectors and limited Local Road access May serve as local transit corridor and connectors to regional transit spines Separate bicycle lanes preferred and/or boulevard trails where appropriate sides with separation from traffic lanes preferred for pedestrians, however, may not be in Employment Areas Prohibited or peak hour restrictions Limited to Employment Areas Local, Collector, Arterial Serves local transit but not regional transit spines Separate bicycle lanes preferred or where appropriate marked shared-use lanes or traffic calmed bicycle boulevard sides of roadway with separation from traffic lanes optional Restricted Lane, Local, Collector, limited Arterial access May serve some local transit routes Marked shared-use lanes or traffic calmed bicycle boulevard where appropriate sides of roadway. Cul-de-sacs and roads less than 150 m shall be permitted to have a sidewalk on one side. Not permitted Lane, Local, Collector No transit access No bicycle facilities No sidewalk Permitted Permitted Prohibited Page 3 of 6

4 Criteria Arterial Classes Municipal Road Classes Minimum Intersection Spacing Right-Of-Way Width 700 m intersection spacing in northsouth direction *300 m/500 m intersection spacing in east-west direction Signalized where m right-of-way 36m for ultimate 2-4 lane cross-section 40m for ultimate 4- lane cross-section with channelized right-turn lanes at 45 m for ultimate 6- lane cross-section Maintain width through corridor for alignment of utilities and boulevard features 4-6 lanes within the Urban Area and 2 4 lanes outside the Urban-Area 525 m intersection spacing in north-south direction *300 m/500 m intersection spacing in east-west direction Some minor (T-type) mid-block subject to possible future control, if necessary to maintain corridor progression Signalized or roundabouts where m**&*** right-ofway 36m for ultimate 4-lane cross-section 4 lanes within the Urban Area and 2-4 lanes outside the Urban Area 300 m intersection spacing Some minor with future control provisions, if necessary due to capacity and queuing considerations Signalized or roundabouts where but not at consecutive m** right-ofway, dependent on transit facilities, on street parking and established development (i.e. downtown) 2-4 lane crosssection within the Urban Area 150 m intersection spacing Stop control or roundabouts where but not at consecutive m right-ofway 26 m for ultimate 2-4 lane cross-section As needed Stop control or traffic circles where but not at consecutive m right-ofway Service roads adjacent to Arterial or Collector roads shall be permitted to have a minimum right-of-way of 15m As needed 9.5 m right-of-way Utilities may be located within the Lane right-of-way subject to functional and detailed design standards approved by the Town Page 4 of 6

5 Criteria Arterial Classes Municipal Road Classes Continuity Cross Section Features Continuous across regional areas or larger municipal areas Typically continuous across several municipalities Typically continuous within a single municipality with few spanning two or more; may be shorter and discontinuous sections when serving major traffic generators Enhanced through development of supporting circulation system, roadway widening, raised medians, coordination of traffic signals consolidation of private accesses, reducing and controlling local residential street, adding auxiliary lanes at, channelized non-traversable medians, improved curb radii, and provision of right turn lanes. Typically continuous within localized neighbourhoods Discontinuous Discontinuous Enhanced through development of supporting active transportation, the context sensitive features, inclusion of pedestrian furniture, streetscaping and lighting, separate or shared space for cyclists, sidewalks with or without separation from traffic lanes. Vehicle Priority Network Spacing To be considered as part of the strategic goods movement network Consideration may be given for transit priority measures including dedicated transit lanes, queue jump lanes and priority signals Generally 6.5 km between north/south and east/west Arterials To be considered for goods movement Consideration may be given for transit priority measures including queue jump lanes and priority signals Generally 1.6 km between north/south and 2.0 km between east/west Arterials passenger and service vehicles, low to moderate truck traffic (except in Centres and Employment Areas) Generally, no less than 0.8 km between north/south and east/west Arterials passenger and service vehicles, low to moderate truck traffic passenger and service vehicles passenger vehicles As needed As needed As needed Page 5 of 6

6 Exceptions: *In some cases, spacing for east-west arterials can be reduced to 300 m if signals are coupled provided adjacent are a minimum of 500 m away **Reduced right-of-way widths will only be considered in locations identified as exceptions in the Area Municipal Official Plans in accordance with Regional policy. ***Wider right-of-way may be to accommodate intersection improvements and other facilities such as transit, utilities, noise attenuation installation, bikeways and landscaping. For new streets, immediate provision of wider rights-of-way may be considered to accommodate such facilities. Unless otherwise identified by another appropriate comprehensive planning process or Official Plan, a corridor study or Environmental Assessment shall be undertaken to identify any exceptions to the right-of-way widths identified in this Table. Page 6 of 6

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