Commissioners Road West Realignment Environmental Assessment Traffic and Safety Study Report

Transcription

1 The Corporation of the City of London Commissioners Road West Realignment Environmental ssessment Traffic and Safety Study Report B00065 pril 206

2 Commissioners Road West Realignment Environmental ssessment Traffic and Safety Study Report B00065 pril 206

3 PREPRED BY: Gregory Borys, Dipl. T. Sheetal Thukral, P. Eng., M. Eng. REVIEWED BY: Pedram Izadpanah, P. Eng., Ph. D. Jaime Garcia, P. Eng., Ph.D. Stephen Schmidle, P.Eng. VERIFIED BY: Stephen Keen, P. Eng., M.Sc.

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5 Table of Contents. Introduction Traffic nalysis nalysis Methodology Existing Intersection Traffic Operations Existing Road Network Existing Traffic Volumes Existing Intersection Traffic Operations Future Intersection Traffic Operations (2032) Forecast Traffic Volumes Future Intersection Operations (2032) Roundabout Capacity nalysis Geometric Review of Commissioners Road Vertical lignment Horizontal lignment Vertical Curvature Road Safety ssessment Collision nalysis Intersections Midblock Locations Field Investigation Intersection with Cranbrook Road/Westmount Drive Intersection with Springbank Drive/Byron Baseline Road Safety Findings and Recommendations Conclusions Figures Figure : Study rea Map... 2 Figure 2: Intersection Lane Configuration... 4 i

6 Figure 3: Existing Traffic Volumes... 6 Figure 4: 2032 Traffic Volumes... 9 Figure 5: Existing Conditions Plan & Profile (Western Portion of Study rea)...4 Figure 6 : Existing Conditions Plan & Profile (Eastern Portion of Study rea)...5 Figure 7: Collisions by Impact Type at Intersections...7 Figure 8: Midblock Collisions by Impact Type...8 Figure 9: Collisions by Road Condition for Cranbrook/Westmount Intersection...8 Figure 0: Collisions by Time of Day for Cranbrook/Westmount Intersection...9 Figure : Collisions by Road Condition for Springbank/Byron Baseline Intersection...20 Figure 2: Collisions by Time of Day for for Springbank/Byron Baseline Intersection...20 Figure 3: Collisions by Road Condition from Crestwood Dr to Springbank Rd / Byron Baseline Rd 2 Figure 4: Collisions by Time of Day from Crestwood Dr to Springbank Rd / Byron Baseline Rd...22 Figure 5: Missing Pavement Markings for Crosswalk...23 Figure 6: Potential Location of Crosswalk and Existing Signal Poles...23 Figure 7: Poor Connection between Sidewalks and Cross Walk...24 Figure 8: Southwest Corner of the Intersection of Commissioners Road and Springbank Drive...25 Figure 9: Signal Visibility in Northbound Direction (Byron Baseline Road)...25 Figure 20: Curb and Gutter Located within the Right-turn Taper of the East pproach...26 Figure 2: Median Opening in Close Proximity to the Intersection on the North pproach...26 Figure 22: Uncontrolled Crosswalk on the Northwest Corner of the Intersection...27 Figure 23: Sidewalk and the Bus Stop Located West Side of the North pproach...28 ii

7 Tables Table : LOS Criteria for Signalized and Unsignalized Intersections... 3 Table 2: Traffic Volume Sources... 5 Table 3: Existing Traffic Conditions... 7 Table 4: 2032 Traffic Conditions... 0 Table 5: 2032 Traffic Conditions with Improvements... 0 Table 6: nalysis Results for Roundabout... Table 7: ssumed Roundabout Geometric Parameters... 2 Table 8: Intersection Sight Distances along Commissioners Road... 3 Table 9: Reported Collisions for Commissioners Road... 6 Table 0: Potential Intersection Improvements for Commissioners Road iii

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9 . Introduction CIM was retained by the City of London to conduct a Municipal Class Environmental ssessment (E) Study for the proposed realignment of Commissioners Road West, which was recommended in the City s Transportation Master Plan (203). This environmental assessment follows the process for Municipal Class Es, Schedule. This report evaluates the existing conditions from a traffic and safety perspectives as well as traffic operations under future traffic conditions. The TMP also recommended widening of Commissioners Road within and adjacent to the study area to four through lanes with a centre turn lane over the next 5 to 20 years. However, since the operator of the gravel pit has indicated that pit operations are nearing completion, the City commenced this E study in 205 to identify the property requirements for development coordination with the South-East Byron Secondary Plan and long-term development strategies. The South-East Byron Secondary Plan, which is expected to be initiated in the near future, will establish a vision for the area, including parks, community facilities and residential development. Commissioners Road is an east-west arterial road between Oxford Street West and Old Victoria Road within the City of London. The study area for this E is shown in Figure. It comprises the segment of Commissioners Road West between Cranbrook Road/Westmount Drive and Springbank Drive/Byron Baseline Road. The existing land use within the study area is low-to-medium density residential with a municipal water reservoir, which also serves as a recreational park (Reservoir Park) on the north side of the existing roadway, and the Byron gravel pit. In addition, the Westmount Gardens long-term care community is located on Longworth Road. The figure also shows the potential new corridor for Commissioners Road as proposed in the City s Official Plan, which shifts the roadway southerly through the Byron Gravel Pit and an unutilized corridor that runs between the Rembrandt Hills West development and the long-term care community. The findings of this report will assist the consulting team to identify and evaluate problems and opportunities for the environmental assessment. In addition, the report will assist in the development of alternative solutions. For this study, CIM completed the following tasks: + Traffic operational analysis; + Collision analysis; + Field investigation; and + Study findings and recommendations.

10 Reservoir Park Byron Gravel Pit Signalized intersection Unsignalized intersection Garden plots Potential new road alignment Westmount Gardens longterm care community Figure : Study rea Map 2. Traffic nalysis 2. nalysis Methodology Intersection traffic operations were analyzed with the Synchro-9 Traffic Signal Coordination Software, which employs methodologies of the Highway Capacity Manual. Synchro is used to analyze both signalized and unsignalized intersections in a road corridor or network, taking into account intersection interactions, including spacing, queues and signal operations. The intersection analysis considers two separate performance measures: (a) the volume-to-capacity (v/c) ratio; and (b) the level of service (LOS), which is a qualitative measure based on the control delay per vehicle. For signalized intersection the control delay is measured for the individual movements and for the overall intersection, whereas for unsignalized intersections the control delay is measured for critical movements only, as LOS is not defined for the overall intersection or major road approaches, at which through vehicles have the right of way and do not stop. The LOS criteria for are illustrated in Table, which also indicates a typical evaluation scheme for each LOS. 2

11 Table : LOS Criteria for Signalized and Unsignalized Intersections LOS Control Delay (seconds/vehicle) Traffic Flow Characteristics 0 0 Very good B >0 20 Good C >20 35 Typically preferred planning objective D >35 55 Typically acceptable E >55 80 Undesirable; potentially unstable traffic flow F >80 Failing movements may impede traffic flow 2.2 Existing Intersection Traffic Operations 2.2. Existing Road Network s noted above, Commissioners Road is classified as an arterial roadway, as are Byron Baseline Road and Springbank Drive. ll other roadways within the study area are local roads. Within the western portion of the study area Commissioners Road passes through Snake Hill, and therefore the roadway experiences a very steep east-west downgrade of approximately % (just east of the intersection with Springbank Drive/Byron Baseline Road). Commissioners Road is a two-lane road. The existing roadway cross-section is partly rural and partly urban (curb and gutter). The current posted speed limit is 60 km/h east of Longworth Road and 50 km/h west of Longworth Road within the study area. The intersections at the two study-area termini are signalized, and there are two unsignalized intersections within the study area (Crestwood Drive and Longworth Road). The intersection lane configurations are shown in Figure 2. 3

12 Figure 2: Intersection Lane Configuration 4

13 2.2.2 Existing Traffic Volumes Peak hour turning movement traffic volumes were provided by the City of London, and additional turning movement counts were taken by Pyramid Traffic (Table 2). The turning movement counts are shown in Figure 3. Table 2: Traffic Volume Sources Intersection Data Source Count Date Commissioners Rd W at Longworth Rd Pyramid Traffic 28-Jan-206 Commissioners Rd W at Crestwood Dr Pyramid Traffic 28-Jan-206 Commissioners Rd W at Cranbrook Rd City of London 25-Sept-203 Commissioners Rd W at Springbank Dr City of London 9-Nov-204 Our review of the existing traffic conditions (Figure 3) provided the following findings: + The intersection of Commissioners Road and Springbank Drive has a somewhat unusual configuration with channelized right turns but shared through/left lanes at the east and west intersection approaches. + Pedestrian activity at all intersections is very low. However, it should be noted that most of the counts took place during fall and winter months. + The southbound left-turning movement at Springbank Drive is heavy with 247 vehicles during the a.m. peak hour exceeding the southbound through traffic volume. + Truck volumes along Commissioners Road West are low with 3 and 0 trucks during the a.m. and p.m. peak hours respectively. + Overall intersection volumes are higher in the p.m. peak hour. 5

14 Figure 3: Existing Traffic Volumes 6

15 2.2.3 Existing Intersection Traffic Operations Existing intersection traffic operations for the signalized and unsignalized intersections were analyzed based on the existing traffic volumes as shown in Figure 3 and the current signal timing plans, which were obtained from the City. Under existing traffic conditions, all signalized intersections operate well at an overall level-of-service C or better during both M and PM peak periods. ll individual turning movements operate at a level-of-service of C or better with volumeto-capacity (v/c) ratio of 0.80 or less. The analysis results are summarized in Table 3, and Synchro worksheets are provided in ppendix. Due to the horizontal road alignment, the traffic analysis considers Commissioners Road a north/south roadway at the Springbank and Crestwood intersections, and an east-west roadway at the remaining intersections. Intersection & Movement Springbank Commissioners Rd W Overall Eastbound left & through Eastbound right Table 3: Existing Traffic Conditions Weekday M Peak Hour Control LOS v/c Delay (s) C C Weekday PM Peak Hour Control LOS v/c Delay (s) Westbound left & through B B Westbound right Northbound left C C Northbound through C C Northbound right Southbound left C B Southbound through B B Southbound right Cranbrook Commissioners Rd W Overall Eastbound left Eastbound through Eastbound right B B Westbound left Westbound through & right Northbound left Northbound through & right B B Southbound left/through/right B 0..9 B Crestwood Commissioners Rd W Eastbound left/through/right Westbound left/through/right Northbound left/through/right C C Southbound left/through/right B C Longworth Commissioners Rd W Eastbound through & right Westbound left Northbound left C C Northbound right B B

16 2.3 Future Intersection Traffic Operations (2032) 2.3. Forecast Traffic Volumes Future traffic volumes for the 2032 forecast year were determined by applying a.5% annual growth rate to existing traffic demands (Figure 4). lthough not explicitly included in this traffic assessment, important considerations with respect to future traffic conditions include the following. + The existing roadway geometry of Commissioners Road restricts traffic operations. Traffic volumes may increase slightly if the steep grade is removed, e.g., following road realignment, and therefore, as noted above, the City s Transportation Master Plan recommends widening Commissioners Road to four through lanes. + The proposed road realignment and the area s development will also drive active-transportation demand. For instance, the present steep road profile inhibits both the number of pedestrians and cyclists. Pedestrian demand will also increase with the provision of sidewalks, bike lanes or multi-use paths that connect to residential developments and park facilities (whether existing or proposed). + The configuration of the local road network may be changed if Commissioners Road is realigned, e.g., by abandoning road segments that are no longer needed. + Removal of the steep road grade will also provide opportunities for providing transit services within the study area Future Intersection Operations (2032) s noted above, future intersection traffic operations were analyzed based on the existing lane configurations and signal timing plans. Under future traffic conditions, all signalized intersections are forecasted to operate at acceptable levels-of-service D or better during both M and PM peak periods. However, the following individual turning movements are expected to operate unsatisfactorily at a level-of-service of E : + The eastbound left and through movements at the intersection of Springbank Drive and Commissioners Road operate at a level of service E and v/c ratio of.0 during the M peak hour; + The southbound left-turn movement at the intersection of Springbank Drive and Commissioners Road operates at a level of service E and a v/c ratio of 0.96 during the M peak hour. These deficiencies may be eliminated by increasing the signal cycle length from 80 to 90 seconds and optimizing signal timing splits. Table 4 and Table 5 summarize the analysis results. Synchro worksheets are provided in ppendix B. Due to the horizontal road alignment, the traffic analysis considers Commissioners Road a north/south roadway at the Springbank and Crestwood intersections, and an east-west roadway at the remaining intersections. 8

17 Figure 4: 2032 Traffic Volumes 9

18 Intersection & Movement Springbank Commissioners Rd W Overall Eastbound left & through Eastbound right Table 4: 2032 Traffic Conditions Weekday M Peak Hour Control LOS v/c Delay (s) D E Weekday PM Peak Hour Control LOS v/c Delay (s) Westbound left & through B C Westbound right Northbound left C D Northbound through C C Northbound right Southbound left E B Southbound through B B Southbound right Cranbrook Commissioners Rd W Overall B 2.5 B 0.9 Eastbound left Eastbound through Eastbound right B C B Westbound left Westbound through & right B B B Northbound left Northbound through & right C B C Southbound left/through/right B B Crestwood Commissioners Rd W Eastbound left/through/right Westbound left/through/right Northbound left/through/right E D Southbound left/through/right C D Longworth Commissioners Rd W Eastbound through & left Westbound left Westbound through Northbound left Northbound right Intersection & Movement Springbank Commissioners Rd W Overall Eastbound left & through Eastbound right - B - D C Table 5: 2032 Traffic Conditions with Improvements - - D B Weekday M Peak Hour LOS v/c Control Delay (s) C D Westbound left & through B Westbound right Northbound left D Northbound through D Northbound right Southbound left E Southbound through C Southbound right

19 2.3.3 Roundabout Capacity nalysis Roundabouts provide an interesting alternative to both signalized and unsignalized intersections. They tend to reduce intersection-related collisions and increase traffic capacity compared to unsignalized intersections. roundabout analysis was carried out using RCDY software for the 2032 traffic volumes to evaluate the feasibility of a roundabout at the intersection of Commissioners Road and Springbank Drive/Byron Baseline Road. roundabout was not considered at the Cranbrook/ Westmount intersection due to the existing geometric constraints. The traffic analysis indicates that a roundabout should operate well at this location. The analysis results are summarized in Table 6, and the detailed analysis reports are provided in ppendix C. The required roundabout geometric parameters as shown in Table 7. Most importantly, in the northbound and southbound directions two entry lanes will be required, while single entry lanes will suffice for the eastbound and westbound directions. Table 6: nalysis Results for Roundabout Commissioners Byron Baseline Commissioners Springbank EB NB WB SB M Peak Hour Overall Delay (s) 8.2 Overall LOS 95% Queue (PCE) Delay (s) v/c Ratio LOS B PM Peak Hour Overall Delay (s) 5.39 Overall LOS 95% Queue (PCE) Delay (s) v/c Ratio LOS

20 Table 7: ssumed Roundabout Geometric Parameters Roundabout pproach Parameter West South (Byron East North (Commissioners) Baseline) (Commissioners) (Springbank) No. of entry lanes 2 2 Entry Width (m) Effective Flare Length (m) Half Width (m) Entry Radius (m) Entry ngle (d) Inscribed Diameter (m) Note: The inscribed diameters vary based on the number of entry lanes. 3. Geometric Review of Commissioners Road This section provides an assessment of the existing road geometry for Commissioners Road to identify any existing deficiencies. This assessment is based on mapping data provided by the City. The existing horizontal and vertical alignments are shown in Figure 5 and Figure 6. The posted speed is 60 km/h to the east of Longworth Road and 50 km/h to the west. 3. Vertical lignment The existing profile shows that the maximum existing grade is approximately % as shown in Figure 6. This is well in excess of the maximum road grade of 6% permitted by the City s Design Specifications & Requirements Manual, pril 205. road grade of % significantly impacts road capacity, particularly during snowy or icy road conditions. 3.2 Horizontal lignment The existing horizontal alignment exhibits two sharp (reverse) horizontal curves within the study area (east of Springbank Drive), which are located in the area with a steep grade. The two curves have radii of 90 and 75 metres, respectively, corresponding to a design speed of 50 km/h (Figure 6). But the City s Design Specifications & Requirements Manual specifies a design speed of 60 km/h for this road segment, i.e. posted speed plus 0 km/h. Consequently the minimum required curve radius is 30m (on level terrain). The TC Road Design Guide suggests increasing the minimum curve radius on steep downgrades (s ). The minimum curve radius should hence be 235 metres. The horizontal alignment is also of concern as roadside features may obstruct stopping sight distances (SSDs). Based on the TC Design Guide, minimum SSDs are 06 metres (automobiles and trucks with antilock braking) and 30 metres (trucks with conventional braking systems). Note 2

21 that the value of 06 metres includes the effect of grade on SSD, but not the effect of horizontal curvature, as super-elevation data has yet to be made available to us. We estimate that the existing minimum SSDs at the horizontal curves is approximately 90 metres, which is marginally less than the minimum required for automobiles. 3.3 Vertical Curvature For a design speed of 60 km/h the City s DRM Manual specifies a K-value of 5 for crest curves, while the TC Design Guide requires a K-value of 3. Our preliminary review indicates that the existing crest curve is marginally substandard with a K-value of approximately 2. Vertical curvature is also a potential concern with respect to intersection sight distances (ISDs) at the intersection of Commissioners Road & Longworth Road and at the driveway of 929 Commissioners Road. Our preliminary assessment indicates that sufficient ISDs are available at both locations (Table 8). Table 8: Intersection Sight Distances along Commissioners Road Location Minimum ISD required ctual ISD provided Intersection with Longworth Road 42 metres 255 metres Driveway at 929 Commissioners Road 20 metres 20 metres Source: TC Design Guide, s

22 Figure 5: Existing Conditions Plan & Profile (Western Portion of Study rea) 4

23 Figure 6 : Existing Conditions Plan & Profile (Eastern Portion of Study rea) 5

24 4. Road Safety ssessment 4. Collision nalysis Traffic collision data for the period January, 200 to November 04, 205 was reviewed to gain an understanding of any collision patterns and potential contributing factors within the study area. Table 9 shows that there were very few collisions at the unsignalized intersections. There were relatively few collisions at the Cranbrook/Westmount intersection, but the collision experience at the Springbank/Byron Baseline intersection was significant an average of almost 9 collisions per year. Location Table 9: Reported Collisions for Commissioners Road PDO and Nonreportable Collisions Injury Collisions Total No. of Collisions Intersections Cranbrook Road/Westmount Drive (signalized) 5 6 Crestwood Drive (unsignalized) 2-2 Longworth Road (unsignalized) - Springbank Drive/Byron Baseline Road (signalized) Midblock Cranbrook Road to Longworth Road 4 5 Longworth Road to Crestwood Drive - Crestwood Drive to Byron Baseline Road 7 8 more detailed collision analysis for the intersections is provided in Figure 7. Of particular concern is the number of rear-ending collisions at the intersection of Commissioners Road and Springbank Drive, which represent 56% of the collisions at that intersection. Midblock collisions were highest in the roadway segment between Crestwood Road and Byron Baseline Road, which is the segment with the steep road grade (Figure 8); adjusted for segment length an average of approximately 4 collisions per yer per kilometre occurred. 6

25 Collision Count Collision Count City of London Cranbrook Rd Crestwood Dr Longworth Rd Springbank Dr pproaching Rear End ngle SMV Sideswipe Turning Movement 8 Figure 7: Collisions by Impact Type at Intersections Other Cranbrook Rd to Longworth Rd Longworth Rd to Crestwood Dr 2 2 Crestwood Dr to Byron Baseline Rd Rear End ngle SMV Sideswipe Turning Movement 7

26 Collision Count City of London Figure 8: Midblock Collisions by Impact Type The following sections provide additional details regarding collisions at the signalized intersections and midblock locations. 4.. Intersections 4... Intersection with Cranbrook Road Rear-end collisions are the most significant collision type at the Cranbrook intersection (7 of 6), followed by angle collisions (4 of 6). The other collision types were sideswipe (2 of 6) and turning movements (3 of 6). The majority of the collisions occurred during dry road surface conditions and daylight lighting conditions. Rear-end collisions only occurred in the west- and eastbound directions and three out of four angle collisions were involving westbound motorists ngle Rear End Sideswipe Turning Movement 2 Slippery Wet Dry Figure 9: Collisions by Road Condition for Cranbrook/Westmount Intersection 8

27 Collision Count City of London Dark Daylight ngle Rear End Sideswipe Turning Movement Figure 0: Collisions by Time of Day for Cranbrook/Westmount Intersection Intersection with Springbank Drive/Byron Baseline Road The following figures show collisions at the Springbank intersection. Rear-end collisions are the main collision type at this intersection with 29 out of a total of 52 collisions while turning movement collisions are ranked as number two collision type. The majority of collisions occurred during dry road surface conditions and during daylight lighting conditions. Southbound motorists were more commonly involved in collisions. Thirteen out of 29 rear-end collisions occurred in the southbound direction and seven in the northbound direction. Eight out of nine turning-movement collisions involved southbound left-turn motorists and northbound through motorists. Most of single-motor-vehicle (SMV) collisions occurred in the southbound direction. Four rear-end collisions occurred within eastbound right-turn channelization. 9

28 Collision Count Collision Count City of London Unknown Slippery Wet Dry Figure : Collisions by Road Condition for Springbank/Byron Baseline Intersection Dark Daylight Figure 2: Collisions by Time of Day for for Springbank/Byron Baseline Intersection 20

29 Collision Count City of London 4..2 Midblock Locations Cranbrook Road to Longworth Road Commissioners Road between Cranbrook Road and Longworth Road experienced five collisions, all of which occurred in dry road surface conditions. The collision data did not reveal any collision patterns Longworth Road to Crestwood Drive Commissioners Road between Cranbrook Road and Longworth Road experienced only one collision within the study period Crestwood Drive to Springbank Dr/Byron Baseline Rd Commissioners Road between Cranbrook Road and Longworth Road experienced eight collisions within the study period. summary of collisions by impact type and road surface condition is shown in Figure 3, while a summary of collisions by impact type and lighting condition is shown in Figure 4. There is no apparent pattern in terms of collision impact type this portion of Commissioners Road. However, all collisions occurred under wet or slippery road surface conditions, and most of them took place under snowy conditions, which are likely to have contributed to loss of traction due to the downgrade. The presence of sharp horizontal curves in these circumstances further exacerbates this situation. Interestingly, Commissioners Road just east of this midblock did not experience any collision during adverse weather conditions within the study period, which could be attributed to its straight horizontal alignment and a flat profile Slippery Wet Dry 0 Rear End Sideswipe Turning SMV Other Figure 3: Collisions by Road Condition from Crestwood Dr to Springbank Rd / Byron Baseline Rd 2

30 Collision Count City of London 2 2 Dark Daylight 0 Rear End Sideswipe Turning SMV Other Figure 4: Collisions by Time of Day from Crestwood Dr to Springbank Rd / Byron Baseline Rd 4.2 Field Investigation CIM conducted a field investigation on Tuesday, January 26, 206 during the a.m. peak and offpeak periods. The focus of the field visit was to identify any contributing factors to collisions and/or potential safety risks unrelated to the collision data. During the field investigation, the study team closely observed conformance, consistency and conditions of site geometrics, traffic control devices, site operations, road user interactions and positive guidance, physical characteristics and traffic operations within the study area. The following sections document the identified deficiencies Intersection with Cranbrook Road/Westmount Drive Existing Location of Pedestrian Signal Head and Tactile Surface not Consistent with Intersection Layout The crosswalk at the north intersection approach is not delineated with pavement markings. (Figure 5). recent increase in turning radii and construction of new curb ramps at the north approach of this intersection has resulted in a major inconsistency impacting pedestrians. The increased radii at the north approach resulted in shifting of the natural location of the crosswalk (lateral lines in coordination with curb ramps) further north from its previous location (before construction). The shifted crosswalk, when marked, will not align with the pedestrian signal head installed on the traffic signal pole located on the east side of the north approach. The inner edge of the natural location of the crosswalk is set back from the traffic signal pole. Figure 6 demonstrates the potential location of the marked crosswalk and existing location of traffic signal poles. The existing pedestrian tactile surfaces located at some existing curb ramps (for accessibility) are not aligned with the crosswalks as demonstrated in Figure 5. These tactile surfaces do not provide pedestrians who are visually impaired a safe route to cross the signalized intersection. There are 22

31 locations where they would be directing pedestrians into the traffic creating hazardous conditions as shown in Figure 5. Figure 5: Missing Pavement Markings for Crosswalk Figure 6: Potential Location of Crosswalk and Existing Signal Poles Poor Connection between Sidewalks and Crosswalks t the south approach of the intersection, the sidewalks are not appropriately connected with the crosswalks. Curb ramps are not aligned with the crosswalks on both sides. In addition, drainage appear inadequate on the southwest corner of the intersection. Standing water creating a large 23

32 puddle was found on this corner. This may result in a hazardous situation due to formation of ice during cold temperatures. The identified issues are shown in Figure 7. Figure 7: Poor Connection between Sidewalks and Cross Walk Intersection with Springbank Drive/Byron Baseline Road Intersection Sightlines for Eastbound Right-turning Traffic n embankment on the southwest corner of the intersection limits the sight lines for the eastbound right-turning vehicles, creating the potential for rear-end collisions between the vehicles waiting at the end of right-turn channel to merge into Byron Baseline Road and the vehicles entering the rightturn channel unaware of the waiting vehicles. This issue can be attributed to four rear-end collisions that occurred within this right-turn channel during the study period. This issue also creates a potential of collisions between right-turning vehicles and pedestrians crossing the crosswalk, which is not visible to motorists until they reach the right-turn channel (Figure 8). 24

33 Figure 8: Southwest Corner of the Intersection of Commissioners Road and Springbank Drive Potential for Observing Incorrect Indications s a result of the skewed geometry of the intersection, motorists travelling northbound (on Byron Baseline Road) towards the intersection can see more than one set of signal heads which display conflicting indications, i.e. one signal head for northbound traffic and two signal heads for eastbound traffic. It was noted that these conflicting indications are visible to drivers until they are within metres of the intersection and tend to create confusion to drivers unfamiliar with area. The issue creates a potential of rear-end and other types of intersection related collisions (Figure 9). Figure 9: Signal Visibility in Northbound Direction (Byron Baseline Road) Location of Curb and Gutter curb and gutter located just before the driveway of a commercial access within the right-turn taper of the east approach on Commissioners Road is provided with a paved approach, which can be mistakenly understood by motorists as the driveway itself. This impression creates a potential to 25

34 mislead the motorists intending to turn into the driveway to turn too early and collide with the curb and gutter (Figure 20). Figure 20: Curb and Gutter Located within the Right-turn Taper of the East pproach Unsafe Median Opening median opening in the north intersection approach provides southbound motorists with an opportunity to make unsafe left turns into a service-centre driveway located on the northeast corner of the intersection (Figure 2). Likewise, several motorists exiting the driveway and intending to travel southbound were found short-cutting through this opening. This is an unusual treatment, and there is an increased collision risk due to the proximity of the opening to the intersection. Figure 2: Median Opening in Close Proximity to the Intersection on the North pproach 26

35 Pedestrian Push Buttons The pedestrian push buttons for pedestrian signal heads located on the northwest corner of the intersection appeared to be defective. During the visit, several attempts were needed before the signal was activated Uncontrolled Pedestrian Crossings The intersection utilizes right-turn channels on all approaches where traffic flow is controlled by yield signs. In most cases (with the exception of the southwest approach), these yield signs are provided downstream of the marked crosswalks. It means that the pedestrian crossings within these right turn channels are not controlled which results in crossing vehicles not being required to yield to pedestrians. However, the presence of marked crosswalks may create a false sense of security on the part of pedestrians, who may enter the crossing expecting that approaching drivers will see them and stop. Since the marked crosswalks provided within these right-turn channels are potentially within pedestrians desire lines, they should be converted into controlled pedestrian crossings. n uncontrolled crosswalk within the right-turn channel located on the northwest corner of the intersection and connected to a multi-use trail leading to Reservoir Park is shown in Figure 22. Figure 22: Uncontrolled Crosswalk on the Northwest Corner of the Intersection Limited ccess to Bus Stop The bus stop located on the west side of the north approach of the intersection is not fully accessible as the sidewalk located on the northwest corner of the intersection does not connect to the concrete 27

36 bus pad. Due to the lack of the paved sidewalk, pedestrians may have to walk over the grassy surface which may not be safe for some pedestrians, especially during adverse weather conditions. In addition, a pedestrian shelter is not available. The issue is demonstrated in Figure 23. Figure 23: Sidewalk and the Bus Stop Located West Side of the North pproach 4.3 Safety Findings and Recommendations Based on the above analysis of collision history and our detailed field investigations, the following potential intersection improvements should be considered. We note, however, that these improvements are operational in nature and are therefore not directly related to the scope of the present environmental assessment 28

37 Table 0: Potential Intersection Improvements for Commissioners Road Intersection Springbank Drive/ Byron Baseline Road Potential Improvement + Improve intersection sightlines for eastbound right turning traffic by flattening the hill located on the southwest corner of the intersection; + Provide optically programmable signal heads to prevent drivers from mistakenly observing the wrong signal indications; + Provide OD-compatible pedestrian facilities, e.g. tactile surface provided at curb ramps should be aligned with crosswalks; + Improve the curb-and-gutter design located just before the driveway of the commercial access on the northeast corner of the intersection; + Consider closing the median opening at the north approach of the intersection; + Maintain the pedestrian pushbuttons; + Provide appropriate pedestrian signage at the marked crosswalks within right-turn channels; and + Improve connectivity between the sidewalk and the bus pad located on the northwest corner of the intersection. Cranbrook Road/ Westmount Drive + Relocate the traffic signal pole located on the east side of the north approach to align the pedestrian signal head with the crosswalk, and mark the crosswalks; and + Properly align the curb ramps with crosswalks and improve the drainage to provide a pedestrian-friendly environment. 5. Conclusions This traffic-operations and road-safety report was prepared for an environmental assessment, the objective of which is to evaluate improvements to Commissioners Road West between Springbank Drive and Cranbrook Drive. The City has proposed realigning the existing roadway southerly through the Byron Gravel Pit and to widen it to four through lanes with a centre-turn lane by The traffic analysis confirmed that the existing roadway operates well under existing conditions overall levels-of-service C or better during both M and PM peak periods. Under future (2032) traffic conditions, all signalized intersections are forecasted to operate at overall levels-of-service D or better during both M and PM peak periods. However, several turning movements are expected to operate at levels-of-service of E. These turning movements can be improved by increasing the signal cycle length from 80 to 90 seconds and by optimizing the signal timing plans. roundabout was considered as a design alternative for the intersection of Springbank Drive and Commissioners Road. It was found that the existing signalized intersection may be replaced by a two-lane roundabout. 29

38 Commissioners Road exhibits severe geometric deficiencies within the study area, particularly a steep road grade and very tight horizontal curves between Crestwood Drive and Springbank Drive. These deficiencies reduce traffic capacity, prevent provision of transit service within the study area, and inhibit active-transportation opportunities. significant number of collisions were observed in the area exhibiting the steep road grade. djusted for segment length an average of approximately 4 collisions per year per kilometre occurred. Most of these midblock collisions took place under snowy conditions, which are likely to have contributed to loss of traction due to the downgrade and the sharp horizontal curvature. In addition, field investigations undertaken for this report identified several potential safety deficiencies at the signalized intersections within the study area (i.e. the intersections of Commissioners Road with Springbank Drive and with Westmount Road). However, these deficiencies are not reflected in the collision data. Despite this we recommend that the identified deficiencies be closely monitored and mitigated as needed and that the following improvements should be considered in the short term: + Relocate the traffic signal pole located on the eastside of the north approach of the intersection of Commissioners Road and Cranbrook Road/Westmount Drive to align the pedestrian signal head with the crosswalk and mark the crosswalk; and + Provide optically programmable signal heads at the intersection of Commissioners Road and Springbank Drive/Byron Baseline Road to prevent drivers from mistakenly observing the wrong signal indications. 30

39 3027 Harvester Road, Suite 400 Burlington, ON L7N 3G7 CND T F