The Corporation of the TOWN OF MILTON

Transcription

1 The Corporation of the TOWN OF MILTON Report To: From: Committee of the Whole M. Paul Cripps, P. Eng., Commissioner, Engineering Services Date: October 3, 2016 Report No: Subject: Recommendation: ENG Appleby Line North of Derry Road In-Service Road Safety Review THAT this report be received for information purposes and that the guiderail system be upgraded on Appleby Line, North of Derry Road during the Fall of 2016 to meet Ministry of Transportation standards. REPORT Background The has received numerous complaints related to motor vehicle incidents on Appleby Line between Derry Road and the entrance to Rattlesnake Point Conservation Area. As a result, the retained CIMA+, a transportation consulting firm, to complete an In-Service Road Safety Review A number of options were considered within this report to improve the overall level of safety along Appleby Line between Derry Road and the entrance to Rattlesnake Point Conservation Area. Discussion CIMA+ has submitted the In-Service Road Safety Review of Appleby Line between Derry Road and the entrance to Rattlesnake Point Conservation Area for consideration by the Engineering Services Department (See Appendix I). Appleby Line is a rural two-lane road with a posted speed limit of 50 km/h. Heavy trucks and buses are prohibited at all times on this portion of Appleby Line. There are approximately 12 residential driveways and one small farm entrance within the study area. There is also an S-curve, which has a posted advisory speed tab of 10 km/h, along with appropriate curve warning signage. The Average Annual Daily Traffic (AADT) within the study area on Appleby Line was 1025 vehicles in December A review of the collision history on this portion of Appleby Line, between January 2010 and March 2016, revealed that 10 reportable collisions have occurred. The majority of these collisions were property damage only

2 The Corporation of the TOWN OF MILTON Report #: 4TENG Page 2 of 3 and six of these collisions occurred under poor surface conditions, which included loose gravel, wet road conditions and snow/ice on the road. The report also indicated that the condition of the pavement and shoulders within the study area may be a potential contributing factor to collisions. During a field investigation by CIMA+, several large cracks, potholes and sharp pavement drop-offs were observed. There were safety concerns identified with the existing guiderail system along this portion of Appleby Line through the S-curve. There are chevron signs throughout the curve and a convex mirror was installed a few years ago to help motorists see oncoming traffic. In order to improve the level of safety along this section of Appleby Line, the following is recommended by the Engineering Services Department for completion this fall: 1. Install additional No Heavy Truck and Turn Prohibition signs on the signal mast arms for both westbound and eastbound traffic on Derry Road, subject to Regional approval. 2. Upgrade the guiderail system to ensure it meets the Ministry of Transportation standards. This work is scheduled to be completed in the next three weeks, but will require the roadway to be shut down to through traffic for a period of one week. While the road is closed and the guiderail installation is underway, Operations staff will be on site doing spot repairs to the surface of the roadway to address pot holes and other minor issues. In addition to implementing the recommendations suggested in the In-Service Road Safety Review, Engineering Services has included review of the road structure in the draft budget funding for 2017, which will include stabilization and reinforcement of the existing road base, side slope stabilization and addressing any drainage issues. We have also included funding in the draft 2018 Capital Plan for construction activities as a result of this engineering review. At a recent meeting with one of the residents from Appleby Line, a number of questions/requests were made of staff. The following are in reply to same: 1. Could a no honking sign be installed at the hair pin turn? Apparently, as some cars approach the curve they are honking their horn so that traffic coming from the other directions is aware that they are approaching. While this not a common practice in Canada, it is in other parts of the world when a blind corner is approached. Town staff would have to design and install a sign for this purpose as none currently exist in our traffic manuals. It should also be noted that such a sign would not be enforceable.

3 The Corporation of the TOWN OF MILTON Report #: 4TENG Page 3 of 3 2. What is the history of the funding for improvements on Appleby Line? In 2013, no Capital Forecast was included in the approved budget documents, so Appleby Line was not identified as a future project. In 2014 and 2015, approximately $500,000 was identified in the Capital forecasts for 2016 as capital improvements. In 2016 the forecast was increased to $547,000 and the project was shifted to Drainage on the roadway is major concern. Agreed, drainage off the escarpment at locations like this is always difficult to address due to the steep grades and a proliferation of ground water sources. Recently, a significant amount of work has been completed on Appleby Line to try and address the drainage issue, including the replacement of culverts and the cleaning of a structure that had become blocked with debris. Additional work will be investigated and programmed in 2017, subject to budget approval. 4. The roadway condition needs to be improved. As noted above, the plan is to install a new guiderail system on the upper section of the hill. While that work is going on, and taking advantage of the road closure that will be in place, Operations staff will be completing minor and spot repairs to the roadway. While this is not a complete solution, it will improve the current conditions. Major resurfacing works will be required in the future. As part of the proposed 2017 program, alternative paving solutions will have to be investigated. Financial Impact The cost of upgrading the guiderail system will be funded from the 2015/2016 Traffic Safety Services Review Capital budget. A recent quote received from our contractor indicates the approximate cost of this work to be $30,000. Respectfully submitted, M. Paul Cripps, P. Eng. Commissioner, Engineering Services For questions, please contact: Attachments Heide Schlegl, C.E.T., MITE, Dipl. M.M. Coordinator, Traffic ext.2506 Appendix I CIMA+ In-Service Road Safety Review CAO Approval William Mann, MCIP, RPP, OALA, CSLA, MCIF, RPF Chief Administrative Officer

4 In-Service Road Safety Review Appleby Line from Derry Road to Rattlesnake Point FINAL

5 In-Service Road Safety Review Appleby Line from Derry Road to Rattlesnake Point FINAL

6 CLIENT TEAM: Heide Schlegl, C.E.T., MITE, Dipl. M.M. Coordinator, Traffic and Parking Engineering Services Department PREPARED BY: Mark Eskandar Transportation Giovani Bottesini, M.Eng., P.Eng. Transportation Engineer Jason Beattie, EIT, ENV SP Transportation VERIFIED BY: Maurice Masliah, Ph.D. Project Manager, Transportation Safety Ali Hadayeghi, Ph.D., P.Eng. Partner Vice President, Transportation

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8 Error! Reference source not found. Table of Contents 1. Introduction Study Background Study Area Study Methodology Background Data Review Volume, Speed and Vehicle Classification Data Review Operations Review Collision History Review Field Investigation Recommendations In-Service Road Safety Review Findings Collision Analysis Collisions by Year, Month, Day of Week, and Time of Day Collisions by Impact Type Collisions by Road Surface Condition Field Investigation Pavement and Shoulder Condition Guiderail System Trucks Prohibited Signs Recommended Countermeasures Recommended Improvement Strategy i

9 Table of Figures Figure 1: Study Area Appleby Corridor between Derry Road and Rattlesnake Point (Link)... 2 Figure 2: Collisions by Severity and Year... 4 Figure 3: Collisions by Month of Year... 5 Figure 4: Collisions by Day of Week... 6 Figure 5: Collisions by Hour of Day... 6 Figure 6: Collisions by Impact Type... 7 Figure 7: Collisions by Road Surface Condition... 7 Figure 8: Poor Pavement and Shoulder Condition... 8 Figure 9: Example of Guiderail with Height Concern... 9 Figure 10: 3 Cable Guiderail on Embankment Figure 11: Truck Prohibition Sign on Appleby Line Figure 12: Appleby Line Truck Prohibition Sign on Derry Road Figure 13: View from Eastbound Left-Turning Truck Figure 14: NO TRUCK TURNS Signs ii

10 1. Introduction 1.1 Study Background CIMA+ was retained by the to conduct an In-Service Road Safety Review of Appleby Line from Derry Road to Rattlesnake Point. The purpose of the review was to: + Examine the study corridor for conformity and consistency relative to prevailing guidelines and review road user safety and traffic operations; + Identify any safety and operational issues that may exist; and + Propose cost-effective countermeasures that would improve road safety and operations for all road users. CIMA+ reviewed relevant background data and conducted a detailed field investigation along the study corridor. In order to facilitate the review, the Town provided historical collision, speed measurements, and traffic volume data. This report documents our findings, proposed recommendations, and conclusions. 1.2 Study Area The study area, shown in Figure 1, is the segment of Appleby Line between Derry Road to the entrance of Rattlesnake Point Conservation Area in Milton, Halton Region. Appleby Line is a rural, two-way, two-lane minor road which runs northwest-southeast. Currently, this section of roadway operates under the following configuration: + The posted speed limit on Appleby Line is 50 km/h. + Trucks are prohibited from driving through the study area. + The intersection of Appleby Line and Derry Road is a four-legged signalized intersection under the jurisdiction of the Region of Halton. + Rattlesnake Point Conservation Area s main entrance is on the west side of Appleby Line and is the northern limit of the study area. + Approximately 12 residential driveways and one small farm entrance line the corridor. + The s-curve has a posted advisory speed of 10 km/h Aside from the conservation area, the land use in this corridor appears to be rural farmland and residential properties. 1

11 Figure 1: Study Area Appleby Corridor between Derry Road and Rattlesnake Point (Link) 2. Study Methodology The Canadian Guide to In-Service Road Safety Reviews published by Transportation Association of Canada (TAC) was used in this project. This review consisted of a review of background data provided by the Town, a detailed field investigation of the study area, an assessment of findings, and the development of recommendations for the Town to consider. This section describes the methodology employed. 2.1 Background Data Review Background data was analyzed to gain an understanding of the site s collision history, traffic volumes, operations and layout prior to visiting the site. The results of this task allowed us to focus on identified areas of concern when conducting the field investigation. For the subject study area, CIMA+ was provided with and reviewed the following information: + Collision details report, map of the Appleby corridor, and Motor Vehicle Collision Reports (MVCRs) covering the six year period between January 1, 2010, and March 31, 2015; + AADT volumes for the corridor; and + Vehicle classification and speed data. 2

12 2.1.1 Volume, Speed and Vehicle Classification Data Review CIMA+ reviewed the volume speed and vehicle classification data provided by the Town to better understand the traffic patterns and driver behaviour within the study area. Based upon a traffic volume count conducted in December 2015, the study area has an Average Annual Daily Traffic (AADT) of Based upon a count conducted in September 2014 which included vehicle classification, about 1.5% of vehicles counted were small trucks, buses, and tractor trailers. The volume from the September 2014 count was 919 vehicles in a twenty-four hour period. During the count period there were 10 heavy trucks observed going in the southbound direction and 4 heavy trucks in the northbound direction Operations Review CIMA+ met with the Town as part of the office investigation. The Town identified a concern with trucks using Appleby Line and getting stuck at the sharp curves and needing a tow to get out. These incidents are not considered collisions and do not appear within the collision reports. CIMA+ reviewed the operational performance of the study area during the field investigation by observing vehicle behaviour and conflicts. Average operating speeds range from 28 to 35 km/h and 85 th percentile speeds range from 31 to 39 km/h based upon data previously collected by the Town in December Collision History Review CIMA+ reviewed and assessed the study area s six year collision history in order to determine if there were any trends and/or clusters that might provide further insight into potential contributing factors of the collisions. 2.2 Field Investigation The field investigation was a key component of the safety review. The field investigation allowed for a review of the site under typical operating conditions. CIMA+ reviewed the site during off peak traffic periods. The purpose of the field investigation was to undertake a first person review to confirm, discard, or find new contributing factors that may not be possible within the office environment. 2.3 Recommendations Problem statements (current deficiencies) were developed based on issues identified through the background data review and field investigation. Potential countermeasures were developed in response to the identified deficiencies, and were screened to ensure reasonability and feasibility given the nature and context of the study area. Countermeasures considered but not recommended at this time, such as treatments that may require significant reconstruction/investment, further studies, or may appear appropriate for similar deficiencies however are not recommended due to site specific considerations, have been provided for consideration in the long term. 3

13 3. In-Service Road Safety Review Findings This section outlines the findings of our review for Appleby Line between Derry Road and Rattlesnake Point in Milton, Ontario. 3.1 Collision Analysis Collision records for the study area were obtained from the Town. Collision data spanning January 2010 to March 2016 are reviewed below. A total of 10 collisions were reported on Appleby Line from Derry Road to Rattlesnake Point during the study period Collisions by Year, Month, Day of Week, and Time of Day The distribution of collisions by year and severity is illustrated in Figure 2. The following observations can be made from the figure: + There is no major variation in the number of collisions that occurred in each year. + The maximum number of collisions in any particular year is three collisions. + The majority of collisions (90%) were property-damage-only (PDO) collisions Property Damage Only Non-Fatal Injury Figure 2: Collisions by Severity and Year The distribution of collisions by month is illustrated in Figure 3. The following observations can be inferred from the figure: + The majority of the collisions (70%) occurred during the fall months. + The highest number of collisions in any particular month is three in October. 4

14 Figure 3: Collisions by Month of Year During the field investigation CIMA+ spoke with a representative of the Rattlesnake Point Conversation Area. The representative informed CIMA+ that the conservation area s most popular time was fall. This may explain the concentration of collisions in the fall months as traffic volumes are expected to be higher and unfamiliar drivers may be travelling through the study area. The distribution of collisions by day of week is illustrated in Figure 4. The following observations can be made from the figure: + Nine out of the ten collisions occurred between Thursday and Sunday, and six of the collisions occurred between Friday and Sunday. + The maximum number of collisions for any particular day of the week is three collisions on Thursday and Saturday. 5

15 Monday Tuesday Wednesday Thursday Friday Saturday Sunday Figure 4: Collisions by Day of Week The distribution of collisions by time is illustrated in Figure 5, which shows that the collisions are distributed throughout the day. There is no clear time-of-day pattern :00:00 AM 1:00:00 AM 2:00:00 AM 3:00:00 AM 4:00:00 AM 5:00:00 AM 6:00:00 AM 7:00:00 AM 8:00:00 AM 9:00:00 AM 10:00:00 AM 11:00:00 AM 12:00:00 PM 1:00:00 PM 2:00:00 PM 3:00:00 PM 4:00:00 PM 5:00:00 PM 6:00:00 PM 7:00:00 PM 8:00:00 PM 9:00:00 PM 10:00:00 PM 11:00:00 PM Collisions by Impact Type Figure 5: Collisions by Hour of Day The distribution of collisions by initial impact type is shown in Figure 6,.which shows that half of the collisions are single vehicle collisions. Two approaching (head-on) collisions, two turning movement, and one sideswipe collision were also reported. 6

16 Figure 6: Collisions by Impact Type Collisions by Road Surface Condition The distribution of collisions by road surface condition is illustrated in Figure 7, which shows that the majority of the collisions occurred under poor surface conditions, which includes loose gravel (1 collision), wet (2 collisions), snow/ice (3 collisions) and any other surface conditions that diminishes the friction of the pavement. 3.2 Field Investigation Dry Poor (1) Figure 7: Collisions by Road Surface Condition Field investigations of the study area was conducted to assess the existing traffic operations and safety concerns in the study area. Two separate site visits were conducted on May 18 th and May 26 th,

17 by CIMA+ staff. During the field investigation, CIMA+ reviewed and confirmed the elements detailed in Section 2.2, including, but not limited to the conformance, consistency and condition of site geometrics, traffic control devices, site operations, road user interactions and positive guidance. All were found to be satisfactory, except for the following items noted below: Pavement and Shoulder Condition The condition of the pavement and shoulders within the study area may be a potential contributing factor to collisions. During the field investigation several large cracks, potholes and sharp pavement drop-offs were observed. An example of the poor pavement and shoulder condition is illustrated in Figure 8. The condition of the pavement and shoulders may contribute to collisions as significant vertical differences can affect vehicle stability and reduce a driver s ability to control the vehicle. Also, as shown in Figure 8, there is virtually no shoulder within the study area. This drastically reduces the margin of error for a driver, which particularly while navigating the horizontal and vertical curves in this area. If drivers are avoiding the pavement edge may be a contributing factor to the two approaching (headon) collisions and to the single vehicle collisions that lost control Guiderail System Figure 8: Poor Pavement and Shoulder Condition Two safety concerns were identified pertaining to the guiderail systems within the study area. The two concerns are as follows: 8

18 + Steel beam guide rail height, length, and end treatment According to the Ministry of Transportation s Roadside Safety Manual, the recommended mounted height of a steel beam guide rail is 530 mm from the centre of the rail to the ground. The height of the guiderail at certain sections of the roadway appears to be above the recommended design standards. Vehicle occupants could suffer injuries if an errant vehicle encroaches under the guide rail steel beam. The guide rail length also seems to be insufficient, particularly at the north end, where errant vehicles could go towards the outside of the curve, behind the guide rail, and into the embankment or trees. Additionally, the steel beam guide rail presents upright end treatments, which may be a spearing hazard to vehicle occupants. + Use of 3 Cable Barrier Figure 9: Example of Guiderail with Height Concern A 3 Cable Barrier is used along the embankment of the s-curve within the study area. According to the MTO Roadside Safety Manual 3 Cable Barriers may be used on slopes (as steep as 6:1), provided it is at least 4.0 metres from any surface breakpoint. In this case, the surface breakpoint is the transition between the pavement and the shoulder. The reason for this minimum distance is to ensure that when struck the guiderail does not deflect an amount that would allow for a vehicle to fall down the embankment. As shown in Figure 10, the location of the guiderail does not meet the minimum standards. A review of the collision history does not explicitly identify any collisions with the cable barrier. 9

19 3.2.3 Trucks Prohibited Signs Figure 10: 3 Cable Guiderail on Embankment Currently, heavy trucks are prohibited from travelling on Appleby Line from Derry Road to 14 th Sideroad. There are truck prohibitions signs on Appleby Line as shown in Figure 11. The truck prohibitions can clearly be seen by vehicles going north on Appleby Line. In addition, there are advance prohibition signs on Derry Road as shown in Figure 12. To further enforce the message, additional truck prohibition signs could be installed on Derry Road where they are oriented at drivers attempting to turn right or left onto Appleby Line at the intersection. The issue is for drivers on Derry Road who miss the advance signs may not notice the prohibition signs until they turn on to Appleby Line and then they are committed because there is insufficient space to turn around. The prohibition could be further emphasized by placing the prohibitions signs at the points where drivers may attempt to turn. For the Town s consideration, Figure 13 shows a pole where two additional truck prohibition signs could be installed. One sign placed near the traffic signal head oriented at eastbound drivers turning left, and a second sign on the pole facing the other way oriented to westbound drivers turning right. 10

20 Figure 11: Truck Prohibition Sign on Appleby Line Figure 12: Appleby Line Truck Prohibition Sign on Derry Road 11

21 Suggested Sign Location Figure 13: View from Eastbound Left-Turning Truck 4. Recommended Countermeasures The following recommendations are provided in order to address the safety deficiencies outlined in Section 3.2: + Pavement and Shoulder Condition In order to adequately improve the pavement and shoulder condition within the study area a complete rehabilitation of the roadway would be needed. Due to the substantial cost of such a rehabilitation, this is unlikely to be cost-effective due to the relatively low number of collisions reported in the study area. However, it is recommended that the Town closely monitor the conditions of the roadway to ensure there are no vertical difference greater than 80 mm. The Minimum Maintenance Standards for Municipal Highways (Ontario Regulation 239/02) states that a shoulder drop off equal or greater than 80 mm for a continuous distance of 20 metres or more should be repaired. The condition of the pavement is potentially a contributing factor in the two approaching, and five single vehicle collisions. Installing centerline and edgeline pavement markings were also considered, however implementation of the pavement markings would probably require a rehabilitation project. Much of the pavement edge condition is too poor to be painted. Some parts of the road appear too narrow for a centerline marking where vehicles must share the road to pass each other. Therefore, installing pavement markings is not proposed at this time. 12

22 + Guiderail Systems CIMA+ suggests that the Town consider replacing all sections of guiderail that are above or below the recommended height for steel beam guide rail, such as the section shown in Figure 9 with a guiderail of the appropriate height. The length of the existing steel beam guide rail should also be increased in order to fully shield the embankment. Upright end treatments should also be avoided. Energy attenuators should be used instead. The collision history does not indicate any collisions with the past years with the guiderail. In addition, CIMA+ recommends that the 3 Cable Barrier discussed in Section be replaced with a Steel Beam guide rail with channel component. The deflection of a Steel Beam Barrier is much lower than that of a 3 Cable Barrier, which is important due to the guiderails proximity to the embankment. However, it should be noted that, due to the topographic restrictions, a proper guide rail installation (i.e. meeting minimum offset from the centre line of the road as well as deflection criteria) may not be possible without significant reconstruction. It is noted that two of the ten collisions did involve a vehicle colliding with the 3 Cable Barrier. + Trucks Prohibited Signs It is recommended that NO TRUCK TURNS signs be placed at the intersection of Appleby Line and Derry Road, such that they are visible to eastbound and westbound drivers. The NO TRUCK TURNS signs facing westbound and eastbound drivers are illustrated in Figure 14. NO TRUCK RIGHT TURNS NO TRUCK LEFT TURNS Figure 14: NO TRUCK TURNS Signs The countermeasures noted above will marginally improve the safety of the study area, however, they do not address the safety concerns posed by the drastic topography of the area. There have been five multiple vehicle collisions and all of them have been property-damage-only collisions. CIMA+ suggests that countermeasures, which limit or eliminate opposing traffic on the s-curve, be proposed to the residents on Appleby Line for their consideration since they will potentially be greatly impacted.the following are the three possible options that may be considered by the Town: + Option 1: No Major Changes aside from the countermeasures noted above, the study area would be left as is. + Option 2: Close Appleby Line at Derry Road Appleby Line would be terminated at Derry Road using a cul-de-sac. The intersection of Appleby Line and Derry Road would become a three-legged 13

23 intersection. CIMA+ considered various locations for implementing this cu-de sac option. Given the cluster of collisions in the fall, and the fall being the peak period for Rattlesnake Park, CIMA+ proposes a cul-de-sac option that is south of the Park entrance would be the best option in order to keep the unfamiliar drivers away from the sharp curves. + Option 3: Close Appleby Line South of the Rattlesnake Park Entrance and Create a Second Cul-de-sac South of the Hairpin Curve Similar to Option 2, this option also creates a break in the road south of Rattlesnake Park and thus keeps unfamiliar drivers away from the sharpest curves. This option also allows the majority of residents on Appleby Line access to Derry Road. The disadvantage of this option is that there is currently insufficient space to create an area for vehicles to turn around. Implementing two cul-de-sacs would most likely require the purchase of additional land. + Option 4: Convert Appleby Line from Two-way to One-way traffic would only be permitted to travel northbound on Appleby Line between Derry Road and 14 th Sideroad. The pros and cons of the four options are summarized in Table 1. Note that the option of closing or converting to a one-way road is only expected to reduce up to one multi-vehicle collision a year. The option of closing Appleby Line is likely to essentially eliminate collisions while converting to a one-way road may lead to increases in driver speed and may or may not reduce the number of single vehicle collisions. 14

24 Table 1: Pros and Cons of Three Options Option Pros Cons Option 1: No Major Changes Option 2: Close Appleby Line at Derry Road Option 3 Close Appleby Line South of the Rattlesnake Park Entrance and Create a Second Cul-de-sac South of the Hairpin Curve Option 4: Convert Appleby Line from Two-way to One-way + No cost + No disruption to residents + Traffic volume will be reduced to essentially only local traffic + Reduction in conflicts and an expected reduction in almost all collisions + Expected to essentially eliminate truck traffic + Traffic volume will be reduced to essentially only local traffic + Reduction in conflicts and an expected reduction in almost all collisions + Expected to essentially eliminate truck traffic + Provides access to Derry Road for the majority of Appleby residents + Reduction in conflicts and an expected reduction in multi-vehicle collisions + Reduction in traffic volume + Reduction in truck traffic + No reduction in conflicts or expected change in safety + Residents may be adding up to a 6 km detour per trip + Creates network discontinuity + There are some costs associated with constructing cul-de-sac and implementing the intersection modifications + Residents may be adding up to a 6 km detour per trip + Creates network discontinuity + Additional land would most likely need to be purchased and there would be costs associated with building two cul-de-sacs + May lead to an increase in operating speed and a change in the number of single vehicle collisions (could potentially increase) + Residents will be adding additional kilometres to trips but not as much as closing the road to through traffic + Creates network discontinuity for traffic travelling southbound + Cost associated with intersection modifications 15

25 5. Recommended Improvement Strategy CIMA+ suggests that the Town consider implementing the following countermeasures discussed in Section 4: + Closely monitor the conditions of the roadway to ensure there are no vertical difference greater than 80 mm. + Replace the 3 Cable Barrier with a Steel Beam guide rail with channel component. CIMA+ recognizes that due to the topographic restrictions, a proper guide rail installation (i.e. meeting minimum offset from the centre line of the road as well as deflection criteria) may not be possible without significant reconstruction. + Replace the 3 Cable Barrier discussed in Section with a Steel Beam Barrier. + Install NO TRUCK TURN signs at the intersection of Appleby Line and Derry Road, such that they are visible to eastbound and westbound drivers. CIMA+ suggests that the Town consults with the residents within the study area regarding their preference before implementing any of the options presented in Table 1. The input of residents within the study area would be valuable before the implementation of any option, due to the significant impacts they may have on their travel patterns. Residents would be asked whether the reduction in traffic volume and collisions would be considered worth the additional trip detour. 16

26 3027 Harvester Road, Suite 400 Burlington, ON L7N 3G7 CANADA T F