Community Plan North Hill Supermarket Transportation Study Part B: Evaluation of Alternatives Prepared for: The Town of Caledon August 9 Transportation Solutions Ltd. 43 Forest Road Cambridge, ON N1S 3B4 pgrubb@ptsl.com 1.19.96.3163 Fax: 1.66.7.117
PROJECT SUMMARY PROJECT NAME:...SOUTH ALBION-BOLTON COMMUNITY PLAN NORTH HILL SUPERMARKET TRANSPORTATION STUDY PART B- EVALUATION OF ALTERNATIVES CLIENT:... TOWN OF CALEDON 6311 OLD CHURCH ROAD CALEDON, ONTARIO L7C 1J6 CLIENT PROJECT MANAGER:...MS. KATHIE KURTZ CONSULTANT:... PARADIGM TRANSPORTATION SOLUTIONS LIMITED 43 FOREST ROAD CAMBRIDGE, ON N1S 3B4 PH: 19-96-3163 FAX: 1-66-7-117 CONSULTANT PROJECT MANAGER:... PHIL GRUBB, P.ENG. REPORT DATE:... AUGUST 9 PROJECT NUMBER:... 167
Community Plan August 9 167 EXECUTIVE SUMMARY CONTENT This report summarizes Part B of the transportation impact study for the proposed North Hill Supermarket and ancillary retail development located in the area of Highway and Columbia Way, in the Bolton community, Town of Caledon, Regional Municipality of Peel. This report identifies the traffic impact of the various alternative commercial sites and evaluates the preferred site(s) for the development from a transportation perspective. The reader should refer to Part A for additional information on existing conditions, related transportation plans and issues and constraints. Four sites have been put forth for site selection with a total of 74 m (6, ft ) of development proposed: a 3716 m (4, ft ) supermarket and m (, ft ) ancillary retail development. 1 3 4 CONCLUSIONS The main conclusions of this report are as follows: All sites can be accommodated from a traffic operations perspective if Site 1 has an access through the Town of Caledon Public Works facility to the traffic signal at Highway and Columbia Way. There are minor differences that are reflected in the evaluation Sites 1 and can be accommodated with minimal off site road improvements while Site 3 and 4 require left turn lanes on Highway and/or Columbia Way. Sites adjacent to Highway have good vehicular and transit accessibility. Sites 3 and 4 are considered better from a pedestrian and cycling access perspective as crossing Highway represents a major barrier. Sites 3 and 4 generate more traffic on Columbia Way. Sites 3 and 4 are expected to cause more traffic infiltration on roadways in adjacent neighbourhoods. From a transportation perspective, Sites 1 (with access through the Public Works facility) and Site are favoured. Site 4 is least favoured. It is however important to note that the evaluation herein reflects transportation criteria only. Other social, natural and cultural values as well as public input will be considered by others to add to the evaluation in the site selection process Transportation Solutions Limited Page i
Community Plan August 9 167 CONTENTS 1. INTRODUCTION... 1 1.1 OVERVIEW... 1 1. STUDY PURPOSE AND SCOPE... 1 1.3 STUDY AREA INTERSECTIONS... 1. TRAFFIC FORECASTING... 3.1 TRIP GENERATION... 3. TRIP DISTRIBUTION... 4.3 BACKGROUND TRAFFIC VOLUMES... 4.4 ST. MICHAEL CATHOLIC SECONDARY SCHOOL... 7. ALTERNATIVE SUPERMARKET SITE TRAFFIC... 7 3. COMPARATIVE EVALUATION OF ALTERNATIVE SITES... 16 3.1 SITE SELECTION CRITERIA... 16 3. TRAFFIC OPERATIONAL IMPACTS... 16 3.3 INFRASTRUCTURE IMPROVEMENTS... 17 3.3 VEHICULAR ACCESSIBILITY... 3.4 TRANSIT ACCESSIBILITY... 3. PEDESTRIAN AND CYCLING SAFETY... 3.6 PEDESTRIAN AND CYCLING SAFETY... 3.7 NEIGHBOURHOOD INFILTRATION... 4. SUMMARY OF EVALUATION... 19 APPENDICES APPENDIX A FUTURE TRAFFIC OPERATIONS Transportation Solutions Limited Page ii
Community Plan August 9 167 FIGURES FIGURE 1.1: NORTH HILL SUPERMARKET: ALTERNATIVE SITES... FIGURE.: REGION OF PEEL DC ROAD PLAN (MARCH 9)... FIGURE.: REGION OF PEEL DC ROAD PLAN (MARCH 9)... 6 FIGURE.4: FUTURE 11 BACKGROUND TRAFFIC... 9 FIGURE.: ASSUMED DRIVEWAY LOCATIONS... 1 FIGURE.6A: SITE 1A TRAFFIC: PM PEAK HOUR... 1 FIGURE.6B: FUTURE TOTAL TRAFFIC (SITE 1A): PM PEAK HOUR... 11 FIGURE.7A: SITE 1B TRAFFIC: PM PEAK HOUR... 11 FIGURE.7B: FUTURE TOTAL TRAFFIC (SITE 1B): PM PEAK HOUR... 1 FIGURE.A: SITE TRAFFIC: PM PEAK HOUR... 1 FIGURE.B: FUTURE TOTAL TRAFFIC (SITE ): PM PEAK HOUR... 13 FIGURE.9A: SITE 3 TRAFFIC: PM PEAK HOUR... 13 FIGURE.9B: FUTURE TOTAL TRAFFIC (SITE 3): PM PEAK HOUR... 14 FIGURE.1A: SITE 4 TRAFFIC: PM PEAK HOUR... 14 FIGURE.1B: FUTURE TOTAL TRAFFIC (SITE 4): PM PEAK HOUR... 1 TABLES TABLE.1: ESTIMATED EMPLOYMENT LANDS TRIP GENERATION... 3 TABLE.: ANNUAL CORRIDOR GROWTH RATES (REGIONAL MODEL WITH BAR)... 4 TABLE.3: ST. MICHAEL SCHOOL TRIP GENERATION... 7 TABLE 3.1: TRAFFIC OPERATIONS IMPACTS... 16 TABLE 3.: OFF SITE INFRASTRUCTURE IMPROVEMENTS... 17 TABLE 4.1: SUMMARY OF TRANSPORTATION EVALUATION OF ALTERNATIVE SITE... 19 Transportation Solutions Limited Page iii
Community Plan August 9 167 1. INTRODUCTION 1.1 Overview Transportation Solutions Ltd. was retained by the Town of Caledon to undertake a transportation impact study for the North Hill Supermarket development which is proposed to be located in the vicinity of Columbia Way in Bolton, within the Town of Caledon. Four potential sites proposed for evaluation are shown in Figure 1.1 below. A total of 74 m (6, ft ) of development is proposed by the Town: a 3716 m (4, ft ) supermarket and m (, ft ) of ancillary retail. The four sites include: 1. Site 1: Caledon Garden Gallery Inc. property located south of the City of Caledon Works Yard southwest of the intersection of Highway and Columbia Way.. Site : Town of Caledon Works Yard located on the northwest corner of the intersection of Highway and Columbia Way. 3. Site 3: Wyndcliffe Development Property located on the northeast corner of the intersection of Highway and Columbia Way. 4. Site 4: Marla Madelros Property located on the northwest corner of Mount Hope Road and Columbia Way. This report has been competed in two parts: Part A addressed the existing conditions, constraints and opportunities and Part B addresses the evaluation of alternative sites. 1. Study Purpose and Scope The purpose of this study is to assist with site selection; to assess the impact of the proposed developments on the community roadway network; assess the ability of the planned roadway improvements to accommodate development and to determine the improvements required to accommodate the development traffic. This report summarizes Part B of the transportation impact study. The reader is referred to Part A of the study under separate cover for additional information on existing conditions, related transportation plans and issues and constraints 1.3 Study Area Intersections The following intersections were investigated with respect to additional traffic due to the development based on discussions with Town of Caledon staff: Highway and King Street; Highway and Columbia Way; King Street and Caledon-King Townline; Columbia Way and Kingsway Drive; Columbia Way and Mt Hope Road; and Columbia Way and Caledon-King Townline Columbia Way and Westchester Blvd. was added to the analysis in Part B of this report. Transportation Solutions Limited Page 1
Community Plan August 9 167 Figure 1.1: North Hill Supermarket: Alternative Sites North 1 3 4 Figure 1.1 North Hill Supermarket Alternative Sites Transportation Solutions Limited Page
Community Plan August 9 167. TRAFFIC FORECASTING.1 Trip Generation The trips generated by North Hill Supermarket development were estimated for the AM, PM and Saturday peak hours using the ITE Trip Generation Manual 1 and Land Use Codes Shopping Center and Supermarket. The average rate for LUC was used for the AM peak hour generation since an equation is not provided. Equation rates were used for all other estimates. The shopping center rate was used for the, ft in order to develop a conservative, worst-case scenario because at the time of this report, the actual land use is not known. The use of this rate also maintains consistency with other studies conducted for this area. The estimated trip generation for the development is shown in Table 1.1 below and indicates that the site will generate a total of 3 AM peak hour trips, 79 PM peak hour trips and 793 Saturday peak hour trips. TABLE.1: ESTIMATED EMPLOYMENT LANDS TRIP GENERATION North Hills Supermarket Square AM Peak Hour PM Peak Hour SATURDAY Peak Hour Trip Generation Feet Avg Rate In Out Total Avg Rate In Out Total Avg Rate In Out Total Shopping Center, n/a 36 3 9 n/a 14 113 17 Equation 17 144 31 Supermarket 4, 3.9 6 144 n/a 1 41 49 Equation 1 41 49 Total Trips 14 79 3 3 34 79 4 3 793 Pass-by Trips Shopping Center, 34% 1 1 34% 37 37 74 6% 39 39 7 Supermarket 4, 36% 6 6 36% 9 9 177 6% 64 64 Sub-total 36 36 7 1 1 1 13 13 6 Net Traffic Increase (Primary Trips) Shopping Center, 66% 6 13 39 66% 67 76 143 74% 1 1 3 Supermarket 4, 64% 6 3 9 64% 16 1 31 74% 7 177 364 Sub-total 43 131 3 9 4 3 7 Traffic from a shopping centre consists of pass-by trips and primary trips. Based on the average rate for shopping centres and supermarkets the pass-by rate was assumed to be 34% and 36% respectively for the weekday peak hours and 6% for the Saturday peak hour. These are trips that are attracted to the site but would otherwise be on the adjacent road network. The primary trips represent the net increase in traffic caused by the development. The PM peak hour generates site traffic volumes which are % higher than the AM peak hour and about 1% less that the Saturday peak hour. The adjacent road network intersection traffic at Highway and Columbia Way is 1-% higher in the PM peak hour compared to the AM peak hour and about % higher than the Saturday peak hour. Accordingly, for the comparative analysis of the alternative sites, the report focuses on the PM peak hour to provide an assessment of the alternative sites as it represents the period of highest total traffic in the area. 1 Trip Generation th Edition, Institute of Transportation Engineers, Washington D.C., Wyndcliffe Developments, Proposed Shopping Centre, Traffic Impact Study, Read, Voorhees & Associates, December 6 Transportation Solutions Limited Page 3
Community Plan August 9 167. Trip Distribution The proposed development is expected to attract patrons primarily from the area of Bolton north of King Street. It was assumed that the largest area of attraction would be as shown in Figure.1 for the purpose of this analysis. This area was broken up into smaller zones for assignment purposes as residents of the area would have different travel patterns to/from the development depending on the location of the site. The market area was assumed to attract % of the traffic. The remaining traffic was assumed to consist of % to/from the north Bolton on Highway and to/from the south of King Street via Highway..3 Background Traffic Volumes Background Growth The Region of Peel regional model was used to assess growth rates for the adjacent roadways in the area. This model is an AM peak hour model which includes the Town of Caledon including Bolton. The Bolton area major road network is included in the model with a very coarse zone system. The projected DC road network improvements proposed by the Region of Peel were included in the model network in preparing the forecast as shown for the study area in Figure.. In addition, the recommendations of the Peel/Highway 47 Extension Area Transportation Master Plan were assumed for the model network in the area. Of note, is the completion of the Bolton Arterial Road (BAR) which will divert traffic from Highway resulting in no substantial growth in traffic on this roadway in the study area over the next 1 year period and a lowering of traffic volumes in the interim. The following average annual growth rates were noted for roadways within the study area based on a comparison of the 11 model forecasts (with the BAR in place) to the 1 and 31 forecasts. TABLE.: ANNUAL CORRIDOR GROWTH RATES (REGIONAL MODEL WITH BAR) Annual Growth Road Link 1 31 Columbia Way 1.% 1.% King Street.1%.% Highway -.1%.4% Caledon/King Townline.%.% Several studies have been completed in the area. These include: Traffic Impact Study For St. Michaels Catholic Secondary School, Bolton, Town of Caledon prepared by URS Canada Inc. February 7. Background growth on Hwy. and Columbia Way was assumed to be 4% per annum on Highway and 1.% per annum on Columbia Way as was directed by the Region of Peel and the Town of Caledon to the Year 1. Construction of the BAR was not included in this report. Wyndcliffe Developments, Proposed Shopping Centre, Traffic Impact Study, Reed Voorhees & Associates, December 6. This study used a horizon year of 11with background growth rates of % per year on Columbia Way and Highway assuming that the BAR is not operating. For the scenario where the BAR is constructed, no increase was assumed on Highway. No reference for these assumed growth rates was indicated in the report. 14 Regional Road, Bolton Traffic Impact Study, Proposed Commercial Development, Traffic Assessment, BA Group, August 6. The Region of Peel recommended at 4% growth rate based on historical growth. Not growth rate was assumed for Columbia Way. This study used a horizon year of 11. Transportation Solutions Limited Page 4
Community Plan August 9 167 Figure.1: Primary Market Area: Proposed Supermarket North Figure.1 Primary Market Area Proposed Supermarket Transportation Solutions Limited Page
Community Plan August 9 167 Figure.: Region of Peel DC Road Plan (March 9) North Note: The King Street By-pass (BAR) will intersect with Hwy north of Columbia Way not as shown above. Figure. Region of Peel DC Road Plan March 9 Transportation Solutions Limited Page 6
Community Plan August 9 167 For the purpose of this analysis, the Town of Caledon staff directed that the 11 horizon year be used. For consistency with the other studies, a 4% per annum increase in traffic was used for Highway and a 1.% growth rate was used for Columbia Way. This is reflective of the worst case scenario without the BAR in place. Once constructed, the BAR will reduce traffic on Highway causing the intersections along this roadway to operate better than reflected in this report until about the year 1. For King Street and the Caledon/King Townline the Peel Region model forecast growth rates were assumed to increase the volumes from Figure. (reflective of ) to the 11 horizon year..4 St. Michael Catholic Secondary School Additional background traffic will occur due to the planned development of St. Michael Secondary School east of Highway north of Columbia Way. The proposed school is planned to accommodate 13 students generating additional traffic volumes of vehicles to area intersections during the PM peak hour of background traffic. TABLE.3: ST. MICHAEL SCHOOL TRIP GENERATION St Michael Seconday School Square AM Peak Hour PM Peak Hour Trip Generation Feet Avg Rate In Out Total Avg Rate In Out Total 3 High School 1,3.41 36 16 33.14 6 96 Note: Peak Hour of Adjacent Sreet Traffic Traffic distribution assumptions associated with St. Michael Secondary School were based on those provided in the traffic impact report. 3 The resultant background traffic for the year 1 is shown in Figure.4.. Alternative Supermarket Site Traffic Developing the future total traffic involves the addition of the background traffic to the traffic generated by the future supermarket sites. This required assumptions related to site access driveways. Assumed access driveways are shown in Figure. as follows: 1. Site 1: Due to the limited frontage on Highway one all turns site access was assumed (Site 1a) located at an existing driveway to the property about 13m south of Columbia Way (centre to centre). A second scenario considered a shared all turns access through the Public Works Yard (Site 1b) to Highway via the signalized intersection of Columbia Way and prohibition of the left out access to the site via the southerly access ( a).. Site : Two site accesses were assumed. One all turns driveway at the existing signalized intersection of Columbia Way and Highway and a second prohibited left outbound access about 13m north of Columbia Way (centre to centre). 3. Site 3: Two site accesses were assumed. One prohibited left out driveway on Highway about m north of Columbia Way (centre to centre) and one all turns driveway on Columbia Way about m east of Highway. 4. Site 4: Two site accesses were assumed. One all turns access on Columbia Way and one all turns access on Mt. Hope Road. Figures.6a,.7a,.a and.9a illustrate how the site generated traffic increases traffic on the adjacent system and intersections. Figures.6b,.7b,.b and.9b show the combined future 11 background traffic (Figure.4) plus the site generated traffic for each site. 3 Traffic Impact Study For St. Michael Secondary School, Bolton, Town of Caledon, URS Canada Inc., February 7 Transportation Solutions Limited Page 7
Community Plan August 9 167 Figure.3: St. Michael Catholic Secondary School Location North Figure.3 St. Michael Secondary School Location Transportation Solutions Limited Page
Community Plan August 9 167 Highway & Site 3 Highway & Columbia Way/Site 61 1 Site 3 74 93 316 41 6 1 4 3 76 36 Kingsview Dr Figure.4: Future 11 Background Traffic 4 39 1 School Westchester Dr 6 136 Site 4 73 9 9 Mt Hope Rd 1 169 14 13 6 6 9 Highway & Site 1 1 73 1 Caledon King Tline 3 11 1133 16 411 Highway & King St 111 667 143 3 47 134 6 3 394 4 369 3 King St & Caledon King Twnln 7 34 9 1 6 41 7 139 Figure.4 Future 11 Background Traffic Transportation Solutions Limited Page 9
Community Plan August 9 167 Figure.: Assumed Driveway Locations for Site 1b b b 1 a Exiting Left Turns Prohibited for Site 1b only a 3 b 1 Site Number All Turns Exiting Left Turns Restricted b Number 4 b a Figure. Assumed Site a Transportation Solutions Limited Page 1
Community Plan August 9 167 Highway & Highway & Columbia Way/Site Site 3 7 4 7 4 7 1 7 Site 3 Kingsview Dr Figure.6a: Site 1a Traffic: PM Peak Hour School Westchester Dr 3 1 3 Site 4 Mt Hope Rd Caledon King Tline Highway & Site 1a 11-14 14 4-7 Highway & King St 6 3 11 6 1 3 Site 1a Traffic King St & Caledon King Twnln Figure.6b: Future Total Traffic (Site 1a): PM Peak Hour Figure.6a Site 1a Traffic: PM Peak Hour Highway & Site 3 Highway & Columbia Way/Site 4 4 76 9 Site 3 6 74 3 77 361 4 1 16 33 Kingsview Dr 96 39 School Westchester Dr 9 4 Site 4 11 11 Mt Hope Rd 1 171 16 1 7 6 6 11 1 Caledon King Tline 11 16 411 Highway & Site 1a 11 73 14 14 4 Highway & King St 173 69 14 14 47 134 3 394 4 39 3 Future Total Traffic (Site 1a) King St & Caledon King Twnln 7 1 6 34 9 41 7 139 Figure.6b Future Total Traffic (Site 1a): PM Peak Hour Transportation Solutions Limited Page 11
Community Plan August 9 167 Highway & Site 3 Highway & Columbia Way/Site 37 Site 3 7 Figure.7a: Site 1b Traffic: PM Peak Hour 3 4 Figure 7.7b: Future Total 7 Traffic (Site 1 1b): PM Peak 3 Hour -7 Kingsview Dr School 1 3 6 1 Site 1b Traffic 3 4 Westchester Dr Site 4 Mt Hope Rd Caledon King Tline Highway & Site 1b 7-14 4-7 Highway & King St 6 3 11 King St & Caledon King Twnln Figure.7a Site 1b Traffic: PM Peak Hour Highway & Site 3 Highway & Columbia Way/Site 4 4 76 74 37 3 4 3 361 7 4 1 9 733 36 Site 3 Kingsview Dr 96 39 School Westchester Dr 9 4 Site 4 Mt Hope Rd 1 171 16 1 7 6 6 11 1 6 11 Caledon King Tline 11 11 16 411 Highway & Site 1b 7 73 14 4 Highway & King St 173 69 14 14 47 134 3 394 4 39 3 Future Total Traffic (Site 1b) King St & Caledon King Twnln 7 1 6 34 9 41 7 139 Figure.7b Future Total Traffic (Site 1b): PM Peak Hour Transportation Solutions Limited Page 1
Community Plan August 9 167 Highway & Site 3 41-33 Highway & Columbia Way/Site 44 17-6 6 7 3 4 7 7 1 17 17-1 Site 3 7 Kingsview Dr Figure.a: Site Traffic: PM Peak Hour School Westchester Dr 1 3 Mt Hope Rd Caledon King Tline Highway & King St 6 3 11 6 King St & Caledon King Twnln Highway & Site 1a 164 16 4 3 Site 4 3 1 Site Traffic Figure.b: Future Total Traffic (Site ): PM Peak Hour Figure.a Site Traffic: PM Peak Hour Highway & Site 3 Highway & Columbia Way/Site 1 6 76 74 7 3 3 361 7 4 171 17 7 96 39 Westchester Dr 9 4 Site 4 Mt Hope Rd 1 171 16 1 7 6 6 Highway & Site 1a 917 1 41 79 44 6 9 36 11 1 Site 3 Caledon King Tline 11 16 411 Kingsview Dr School Highway & King St 173 69 14 11 11 14 47 134 4 39 3 3 394 Future Total Traffic (Site ) King St & Caledon King Twnln 7 1 6 34 9 41 7 139 Figure.b Future Total Traffic (Site ): PM Peak Hour Transportation Solutions Limited Page 13
Community Plan August 9 167 Highway & Site 3-33 41 Figure.9a: Site 3 Traffic: PM Peak Hour Figure.9b: Future Total Traffic (Site 3): PM Peak Hour Highway & Columbia Way/Site -33-4 19 1-17 11 6 4-79 4 Site 3 King St & Caledon King Twnln 16 Kingsview Dr School 3 Mt Hope Rd Caledon King Tline 6 1 Site 3 Traffic 3 Highway & Site 1a 1 119 4 Westchester Dr 3 Site 4 Highway & King St 6 3 11 Figure.9a Site 3 Traffic: PM Peak Hour 79 41 Highway & Columbia Way/Site 4 499 76 74 1 76 371 6 361 376 144 1 Highway & Site 3 39 19 7 366 Site 3 14 39 Westchester Dr 9 4 Site 4 Mt Hope Rd 11 1 16 1 171 Caledon King Tline 1 7 6 6 Highway & Site 1a 71 11 16 411 16 1 Kingsview Dr Highway & King St School 173 69 14 11 11 14 47 134 4 39 3 3 394 Future Total Traffic (Site 3) King St & Caledon King Twnln 7 1 6 34 9 41 7 139 Figure.9b Future Total Traffic (Site 3): PM Peak Hour Transportation Solutions Limited Page 14
Community Plan August 9 167 Highway & Site 3 Figure.1a: Site 4 Traffic: PM Peak Hour Figure.1b: Future Total Traffic (Site 4): PM Peak Hour Highway & Columbia Way/Site 17 Site 3 11 Kingsview Dr 11 11 17 School 3 9 7 73 6 Site 4 Traffic 3 Highway & Site 1a 17 17 11 Westchester Dr 173 3 173 Site 4 3 Site 4 & Mt Hope Rd Mt Hope Rd 6 6 4 9-4 7 4-4 9 6 Caledon King Tline 6 63 9 9 9 19-17 7-6 Highway & King St 6 3 King St & Caledon King Twnln 11 1 Figure.1a Site 4 Traffic: PM Peak Hour Highway & Site 3 Highway & Columbia Way/Site 6 4 3 4 4 37 431 16 6 1 9 433 Site 3 Kingsview Dr 4 97 3 113 School Westchester Dr 46 6 41 39 7 Site 4 3 9 16 6 Site 4 & Mt Hope Rd Mt Hope Rd 6 1 6 4 39 31 14 7 131 93 17 Highway & Site 1a 6 14 11 19 3 4 6 19 14 Caledon King Line 4 34 31 Highway & King St 173 69 143 14 47 134 4 6 3 394 39 3 Future Total Traffic (Site 4) King St & Caledon King Line 1 1 6 6 34 9 7 41 139 Figure.1b Future Total Traffic (Site 4): PM Peak Hour Transportation Solutions Limited Page 1
Community Plan August 9 167 3. COMPARATIVE EVALUATION OF ALTERNATIVE SITES 3.1 Site Selection Criteria The evaluation of alternative sites from a transportation perspective is based on the following criteria: 1. Traffic Operational Impacts: The impact on area intersections as determined by the relative change in level of service (LOS). Of significant importance is impact on the intersection of Highway and Columbia Way.. Transportation Infrastructure Requirements: The need for new turning lanes or other intersection or operational improvements. 3. Vehicular ibility: The flexibility and ease of access to the Provincial and Regional road system to support the site. 4. Transit ibility: ibility to public transit to/from the site.. Pedestrian/Cycling : Ease of access to the site by walking and bicycle modes. 6. Pedestrian and Cycling Safety: Generation of additional traffic near areas of pedestrian and cycling activity (i.e. measured by increased traffic on Columbia Way). 7. Neighbourhood Infiltration: Attraction of increased traffic to the local roadway network. The following subsection provides a discussion of the evaluation of the alternative site based on these criteria. 3. Traffic Operational Impacts Intersection Level-of-Service (LOS) is a recognized method of quantifying the efficiency of traffic flow at intersections. It is a measure of the level of congestion at an intersection. The highest possible level of service is LOS A, and the lowest level of service is LOS F where remedial measures are usually implemented, if they are feasible. Table 3.1 summarizes the impact of the various sites on the key intersections in the study area. TABLE 3.1: TRAFFIC OPERATIONS IMPACTS LEVEL OF SERVICE Intersection Site 1A Site 1B Site Site 3 Site 4 Highway and King Street; F F F F E Highway and Columbia Way; B B C C C King Street and Caledon-King Townline; B B B B B Columbia Way and Kingsview Drive; B B B B B Columbia Way and Mt Hope Road; B B B B B Columbia Way and Caledon-King Townline; B B B B C Site a (Lowest Movement LOS); F C C C D Site b (Lowest Movement LOS); N/A B B D A Note: Red Denotes Congestion - Poor Level of Service The following is noted: Transportation Solutions Limited Page 16
Community Plan August 9 167 1. Site 1a has an assumed direct all-turns access to Highway. However, traffic volumes on Highway are too high to allow exiting left turns to operate at an acceptable level of service. As well, northbound queuing of vehicles from the Columbia Way intersection will interfere with the driveway causing traffic operations to be worse. This site option is rated low from a traffic operations perspective.. Site 1b with a second access to Highway through the Public Works site and prohibition of exiting left turns at the southerly access ( a), this site option can be accommodated with good traffic operations at all access points and with no significant LOS impacts on study area intersections. 3. Site also can be accommodated from a traffic operations perspective. However it does lower the LOS of the Highway and Columbia Way intersection from LOS B to LOS C. 4. Site 3 also can be accommodated from a traffic operations perspective. It as well causes a slightly lower LOS at Columbia Way (i.e. LOS C) primarily due to the increase in westbound left turn traffic.. Site 4 draws some traffic away from the King Street and Highway intersection as some site traffic is attracted to Caledon King TownLine to approach and depart the site thereby slightly improving the LOS at this intersection. However, the LOS at Columbia Way is reduced compared to that caused by Site 1. Overall from a traffic operations perspective all sites except Site 1a can be accommodated by the adjacent road network. On Columbia Way, only Site 3 (between Kingsway and Highway ) and Site 4 (Highway to Mt. Hope Street) increase traffic on Columbia Way. 3.3 Infrastructure Improvements Based on the traffic operations analysis, some infrastructure improvements are required to support the various sites as noted in Table 3.. TABLE 3.: OFF SITE INFRASTRUCTURE IMPROVEMENTS Site Off Site Improvements Site 1A Restriping of existing northbound left turn lane on Highway for site access Site 1B Restriping of existing northbound left turn lane on Highway for site access Site Site 3 Site 4 Restriping southbound left turn lane on Highway at site access to provide a northbound left turn lane, substandard taper or two way left turn lane or right turn only access Restriping and lengthing of the existing southbound left turn lane on Highway for site access Construction of eastbound left turn lane on Columbia Way at site access Construction of eastbound left turn lane on Columbia Way at site access For all sites there are some provisions to be made for accommodation of left turn lanes. Site 3 requires slightly more work in the provision of left turn lanes. All improvements are feasible and will be a site specific road improvement that would be the responsibility of the developer. Sites 1, and 3 may require some physical means to prevent exiting left turn movements from the site access onto Highway such a raised centre median. Speed limit reduction to 6 km/hr on Highway should be considered. Transportation Solutions Limited Page 17
Community Plan August 9 167 3.3 Vehicular ibility The flexibility and ease of access to the Provincial and Regional road system to support the site is an important consideration in regards to locating the supermarket. As well, east of access from the primary market area is of importance. All sites located on Highway have the best accessibility to the Provincial and Regional Road system. Sites and 3 have the best form of access to Highway as Site 1 relies upon access through Site. The primary market area is best served by sites on Highway. 3.4 Transit ibility Go Transit has operated a bus service on Highway since 7. The service runs between Highway at Columbia Way and the Malton GO Station connecting with the Georgetown GO Train service. It consists of three weekday morning southbound trips and four weekday afternoon northbound trips. In, additional mid-day trips have been added. In the future this route will also connect to the planned Mayfield Road Commuter Parking Lot at Mayfield Road and Highway. Sites 1, and 3 have better accessibility to take advantage of the existing transit service located on Highway for employee and shopping trips. 3. Pedestrian and Cycling Safety The Town of Caledon is planning the construction of sidewalks on the south side of Columbia Way between Mount Hope and Highway. As well traffic signals are proposed for construction at the intersections of Kingsview Drive and Columbia Way partly to assist in pedestrian crossings from the proposed High School. Highway provides a major traffic barrier to for pedestrians to cross to Sites 1 and although the traffic signal at Columbia Way is of some assistance. Generally, it is concluded that Sites 3 and 4 are better locations for pedestrian and cycling accessibility from the adjacent neighbourhoods and the high school. 3.6 Pedestrian and Cycling Safety Site 4 generates additional traffic on Columbia Way past the proposed High School between Highway and Mount Hope Road. Site 3 generates additional traffic between Highway and Kingsview Drive. From a pedestrian and cycling perspective, these two sites have the greatest impact relative to traffic increases on Columbia Way where walking and cycling will occur due to the High School. 3.7 Neighbourhood Infiltration Sites 3 and 4 are anticipated to generate increased traffic on Kingsview Drive as traffic south of Bolton Heights Drive is expected to continue north on Kingsview Drive to access these sites. For Sites 1 and, this traffic is expected to use Highway via Bolton Heights Drive to access these sites. In addition, Site 4 may contribute additional traffic to Hathaway Court and Culpepper Court as the use of these streets provides shorter travel routes to access the site via Westchester Blvd. Transportation Solutions Limited Page
Community Plan August 9 167 4. SUMMARY OF EVALUATION Table 4.1 summarizes the relative assessment of the alternative supermarket sites on the basis of the evaluation in Section 3. TABLE 4.1: SUMMARY OF TRANSPORTATION EVALUATION OF ALTERNATIVE SITE Evaluation Evaluation Criteria Site 1A Site 1B Site Site 3 Site 4 Traffic Operational Impacts Transportation Infrastructure Requirements; Vehicular ibility: Transit ibility; Pedestrian/Cycling : Pedestrian and Cycling Safety: Neighbourhood Infiltration: Overall Legend Good Acceptable Poor Clearly, Sites 1A, and Site 4 are less attractive on the basis of the above transportation criteria. Sites 1B and are preferred as they rate well on the basis of most of the criteria. The primary disadvantage of these sites is the need to cross Highway to walk and cycle to the centre. Transportation Solutions Limited Page 19
Community Plan August 9 167 Appendix A Future Traffic Operations Transportation Solutions Limited Page