North Oakville Terms of Reference for Transportation Impact Studies and Transportation Functional Design Studies
North Oakville Terms of Reference for Transportation Impact Studies and Transportation Functional Design Studies Table of Contents Section A Transportation Impact Study 1. Introduction 1 1.1 Purpose 1 1.2 Guidelines 1 1.3 Timing of Submission 2 1.4 Types of Developments Requiring TIS 2 2. Study Requirements 3 2.1 Staff Consultation Requirement 3 2.2 Study Updates 3 2.3 Qualifications to Conduct TIS 3 3. TIS Guidelines / Outlines 4 3.1 Description of the Development Proposal 4 3.2 Study Area Limits and Descriptions 4 3.2.1 Auto-Based 4 3.2.2 Transit-Based 5 3.2.3 Cycling- and Pedestrian-Based 6 3.3 Horizon Year 6 3.4 Peak Periods 6 3.5 Existing Traffic Conditions 7 Town of Oakville 2009 08 31 Page i
North Oakville Terms of Reference for Transportation Impact Studies and Transportation Functional Design Studies Table of Contents (Continued) 3.6 Background Conditions 7 3.6.1 Background Traffic / Transit Growth 7 3.6.2 Other Developments or Improvements Within the Study Area 7 3.7 Estimation of Travel Demand 8 3.7. Trip Generation 8 3.7.2 Transit Market Potential Estimation 9 3.7.3 Trip Distribution 9 3.7.4 Traffic Assignment 10 3.8 Evaluation of Site Generated Traffic and Transit Impacts 10 3.8.1 Total Traffic Volumes 10 3.8.2 Capacity Analyses at Intersections 11 3.8.3 Safety Analysis 12 3.8.4 Transit Impacts 12 3.8.5 Cycling Facilities Analysis 15 3.8.6 Pedestrian Facilities Analysis 16 3.8.7 Access Geometrics 16 3.8.8 Transportation System Mitigation Measures 17 3.9 Recommendations 17 3.9.1 Documentation and Reporting 18 Town of Oakville 2009 08 31 Page ii
North Oakville Terms of Reference for Transportation Impact Studies and Transportation Functional Design Studies Table of Contents (Continued) Section B Functional Design Study 1. Introduction 20 1.1 Purpose 20 1.2 Timing of Submission 20 1.3 North Oakville Transportation Goals 20 2. FDS Outline 21 2.1 Transportation Functional Design Study Guidelines 21 2.2 Study Area 21 2.3 Road Network 21 2.4 Road Classification 22 2.5 Turn Lanes 22 2.6 Curb Radii 23 2.7 Sight Daylighting Triangles 24 2.8 Intersection Spacing 24 2.9 Intersection Design Considerations 25 2.10 Transit Considerations 26 2.10.1 Preferential Treatment for Transit at Intersections 26 2.10.2 Intersection Nearside / Farside Transit Stop Design 26 Town of Oakville 2009 08 31 Page iii
North Oakville Terms of Reference for Transportation Impact Studies and Transportation Functional Design Studies Table of Contents (Continued) 2.11 Roadway Geometrics 26 2.11.1 Design Speed 26 2.11.2 Horizontal Curves 27 2.11.3 Stopping Sight Distance 27 2.11.4 Decision Sight Distance 27 2.12 Facilities 28 2.12.1 Transit-Based 28 2.12.2 Pedestrian-Based 28 2.12.3 Cycling-Based 29 2.13 Parking 29 2.13.1 On-street 29 2.13.2 Off-street 30 2.14 Traffic Calming 31 2.15 Pavement Markings 31 2.16 Traffic Signage 32 APPENDIX A Traffic Calming Guidelines for New Development Town of Oakville 2009 08 31 Page iv
North Oakville Terms of Reference for Transportation Impact Studies and Transportation Functional Design Studies These guidelines provide proponents of land development in North Oakville, and their consultants, with a set of parameters for the preparation of Transportation Impact Studies (TIS) and Transportation Functional Designs Studies (FDS). These guidelines are also to be considered in conjunction with other applicable guidelines for studies that may be required for the development, including a Functional Servicing Study, Transit Facilities Plan, Traffic Calming Plan and the Urban Design Study. This document and process does not supercede the guidelines and standards that are in effect for roads and highways governed by the Regional Municipality of Halton or the Ontario Ministry of Transportation (MTO) within the study area. A TIS and FDS for the North Oakville area cannot be carried out in isolation of the approved Secondary Plan. Where issues or conflicts arise between the goals and objectives of the Secondary Plan and the results of these transportation studies, they should be identified by the proponent and raised for further discussion with Town of Oakville officials. Section A: TRANSPORTATION IMPACT STUDY 1. Introduction 1.1 Purpose The purpose of a TIS is to assess the potential effects of traffic caused by a proposed development on the transportation network and to identify the total transportation improvements needed to ensure that the transportation system will operate at an acceptable level of service upon completion of the proposed development. 1.2 Guidelines The Town of Oakville has prepared these guidelines to streamline the approval process and provide a standardized framework for consultants to follow when submitting the TIS for review. The guidelines should be complemented with good transportation engineering judgment. For further information regarding Region requirements refer to the Halton Traffic Impact Study Guidelines. Town of Oakville 2009 08 31 Page 1
1.3 Timing of Submission Prior to approval of the draft plan for the subdivision or other planning application as required through the pre-consultation process, the Transportation Impact Study shall be submitted to the Town and Region as part of the Functional Servicing Study. 1.4 Types of Developments Requiring TIS A TIS is required whenever a proposed development will generate more than 100 new trips during the site s peak hour. A transportation impact study may also be required even if there are less than 100 new trips when one or more of the following conditions are anticipated or present: the development, its access or type of operation is not envisaged by the secondary plan or master plan the development or redevelopment proposal requires amendment of the secondary plan as part of the proposed development, a new traffic signal is proposed to be installed on a Town or Region roadway the development will have a noticeable impact on transit operations in the opinion of the Town or Region, the development / redevelopment has the potential to create adverse operational and safety impacts on the road network. Examples include the following: inadequate horizontal and vertical sight distances at access points the close proximity of the proposed access points to other existing driveways or intersections lack of existing turn lane(s) on the adjacent roadway at the proposed access point(s) the vehicular traffic generated by the development / redevelopment results in volume to capacity ratios at a signalized intersection exceeding 0.85 for the overall intersection and/or 1.0 for an individual through or turning movement The onus will be on the proponent to demonstrate that a transportation impact study is not required. Town of Oakville 2009 08 31 Page 2
2. Study Requirements 2.1 Staff Consultation Requirement It is imperative that prior to commencing a TIS, the consultant meet with Town and Region staff to inquire about other area developments and transportation improvements and to present the terms of reference, including the purpose, structure and scope of the work to be undertaken. The Town will review and comment on the assumptions and if available, provide traffic data at the proponent s request. A nominal fee may apply to data requests in accordance with Town and Region practices. The terms of reference shall include: study area limits level of effort for describing auto, transit, cycling and pedestrian infrastructure horizon year(s) for analyses peak periods for analyses method of predicting site traffic and transit volumes method of establishing background traffic and transit volumes software program for intersection capacity analyses list of traffic data requested 2.2 Study Updates Generally, a transportation impact study will have a shelf-life of five years. Major changes within the study area may reduce the life of the document if they were not considered in the impact assessment. Where the timing of subsequent development approvals exceeds five years, a new study will generally be required. 2.3 Qualifications to Conduct TIS When the scale of the development or redevelopment warrants a TIS, it is the proponent s responsibility to retain a qualified transportation consultant experienced in transportation planning and traffic engineering. Town of Oakville 2009 08 31 Page 3
3. TIS Guidelines / Outlines 3.1 Description of the Development Proposal The proposal shall include a description of the following: municipal address existing land uses or permitted use provisions for the Secondary Plan, Official Plan Amendments or Zoning By-law proposed land uses and relevant planning regulations to be used in the study total building size and building locations floor space including a summary of each type of use or number of residential units anticipated date of occupancy approximate hours of operation planned phasing of development site plan or sub-division plan at a suitable scale 3.2 Study Area Limits and Descriptions A defined study area and description of the transportation system within the study area, using a combination of maps and other documentation, should identify relevant information for each type of infrastructure. 3.2.1 Auto-Based The study area for auto-based infrastructure should extend far enough, within reason, to contain all municipal, regional and provincial roadways that will be noticeably affected by the travel generated by the proposed development. The Town reserves the right to establish the study area as may be deemed necessary. In general, the analysis area should include: all roads, ramps and intersections through which peak hour site traffic comprises at least 5 percent of the existing capacity on an intersection approach. In instances where the intersection V/C is greater than 0.85 or due to identified intersection operational concerns as identified by the Town, the Town may require that this percentage be lowered to 2 percent. all intersections where the addition of site traffic will cause overall volume to capacity (V/C) ratios to exceed 0.85 or V/C ratios for an individual through or turning movements to exceed 1.0 Modifications to these threshold values will be reviewed over time by the Town and may be subject to adjustments in the future. The size of the study area will vary with the size and nature of the development or redevelopment proposal. Town of Oakville 2009 08 31 Page 4
The description should include: planned avenue and connector roadways that show roadway alignments and connections to Town and Region arterial roads proposed access points and type of access (full turns, right-in/right-out, turning movement restrictions and the like) other nearby driveways and site accesses including spacing measurements all adjacent and nearby roadways, indicating the number of lanes, road classification, pavement width, right-of-way and posted speed limit all adjacent and affected intersections, indicating the type of control, lane configurations, lane widths, alignment and any turning or similar restrictions on-street parking facilities, stopping, standing and parking prohibitions in the vicinity of the development site and at intersections being analyzed heavy vehicle (truck) restrictions locations of critical horizontal and vertical curves other large scale traffic generators such as schools, parks, stadiums, shopping centres and parking facilities 3.2.2 Transit-Based Primary Transit Corridors provide high-frequency service connections within Oakville, as well as inter-municipal connections and connections to the inter-regional network of services. The Primary Transit Corridors in North Oakville are along Dundas Street and Trafalgar Road. Secondary Transit Corridors are similar to the Primary Corridors in that they provide a high level of service, operate on the grid network of streets and provide cross-boundary connections. The Secondary Transit Corridors in North Oakville are New Burnhamthorpe Corridor, Neyagawa Boulevard, Sixth Line, Third Line, Bronte Road and other key Avenue/Transit Corridors identified in the Town s North Oakville Secondary Plan. The study area for transit-based infrastructure shall include the auto-based study area as well as the transit corridors in and adjacent the site. The description should include: planned primary, secondary and community transit corridors that show connections to intercity and regional transit routes service scheduling of transit routes that will serve the proposed development capacity levels (passenger counts) during the adjacent roadway peak period and during the time periods relevant to servicing the proposed development background transit volumes and turning movement counts for transit description of transit facilities / stops Town of Oakville 2009 08 31 Page 5
reserved bus / high occupancy vehicles (HOV) lanes intersection treatments for transit 3.2.3 Cycling- and Pedestrian-Based The study area for cycling and pedestrian infrastructure shall include the same road network as the auto-based study area. The description should include: locations of concrete sidewalks, multi-use trails, screening pathways, asphalt pathways, on-road cycling lanes and all public roadways location of bicycle parking facilities connections to existing cycleways and trails in Oakville as described in the North Oakville Cycling Strategy and Trails Plan a pedestrian circulation plan showing connections to and from the development to the road network 3.3 Horizon Year Horizon years should be confirmed with Town and Region staff prior to commencement of the study. The horizon years are determined as follows: for small-scale developments, the horizon year is generally the nearer of 5 years or the date of full occupancy for multiphase developments the horizon years are generally the nearer of 5 years or the date of full occupancy for each phase of development Note that if separate TIS s are conducted for future phases, then the traffic generated by previous phases of the development shall be considered as part of development traffic as opposed to background traffic. 3.4 Peak Periods The peak periods should be confirmed with Town and Region staff prior to the commencement of the study. The critical time period for traffic generated by a given project is directly associated with the peaking characteristics of both the development related traffic and the transportation system traffic. Typically, the AM and PM peak traffic period will constitute the worst case combination of site related traffic and background traffic. In the case of retail, entertainment, religious, institutional and sports facility uses, the Saturday, Sunday or site peak may require analysis. For restaurants, the midday peak hour may have to be analyzed. If truck traffic generated by the site is significant the times and volumes should be specified and included in the analysis. Town of Oakville 2009 08 31 Page 6
3.5 Existing Traffic Conditions Exhibits should be included to provide a representative picture of the existing traffic conditions. For all roadways and intersections, the exhibits shall show, where applicable, existing traffic volumes and turning movements, pedestrian crossing volumes, transit volumes and heavy truck movements. Traffic volumes may be acquired from the Town, Region or previous transportation planning, traffic operation or transportation impact studies undertaken in the study area. Traffic counts more than two years old and traffic counts that do not appear to reflect existing conditions should be updated. It is recommended that a field observation (peak one hour count at minimum) be undertaken to verify that traffic volumes through an intersection reflect actual demand and to determine the necessary adjustments to level of service calculations so that the actual conditions are fairly represented. 3.6 Background Conditions 3.6.1 Background Traffic / Transit Growth The background growth in traffic and transit volumes is established at a corridor level in consultation with Town and Region staff through one of the following methods: estimation of roadway growth factors from a calibrated travel demand forecasting model regression analysis of historical traffic growth a growth rate based on area transportation studies In some situations, alternative assumptions or methods, such as the application of development absorption rates may be appropriate. In the absence of these methods, rates provided by the municipality can be used. Figures that show the background traffic for each time period shall be provided. The Region of Halton has an EMME/2 transportation-planning model available and may be able to provide assistance for establishing growth rates upon request. 3.6.2 Other Developments or Improvements Within the Study Area Contact the Town and Region to identify and confirm other site plan and subdivision developments under construction, approved or in the approval process occurring within the horizon year of this development. Identify any potential future transportation improvements that are currently being considered in the study area. Determine the implications of these developments or improvements on the future transportation operations of this development. Town of Oakville 2009 08 31 Page 7
3.7 Estimation of Travel Demand All trip generation, trip distribution, assignment and transit use assumptions should be in accordance with the standard, accepted techniques and based on local parameters. Sources should be well documented and any assumptions considered less than conservative should be rigorously justified. Any soft parameters where there is a significant uncertainty or a range of possible values should be subjected to sensitivity analysis unless a demonstrated worst case situation is assumed. 3.7.1 Trip Generation Consultation with Town and Region staff is recommended to ensure that appropriate and agreed upon trip generation rates are being used in the TIS. Available trip generation methods include: trip generation surveys from similar developments in the Town or Region that have similar operating characteristics as the proposed development. Modifications should be made to the trip generation rates to account for differences in the surveyed and proposed development sites first principles calculations of anticipated trips to and from the site Institute of Transportation Engineers (ITE) Trip Generation rates provided that differences in the site nature, size and transit use are accounted for Typical trip generation rates or equations are usually derived from counts taken at driveways of various land uses. However, for many commercial land uses, not all of the trips generated at the driveway(s) represent new trips added to the adjacent street system. The number of trips generated may include pass-by trips and internal capture trips. Where appropriate, it may be justified to change the trip generation of the proposed development to account for: Trips generated by land use activities to be replaced by the proposed development. Unless accounted for, these trips will normally be subtracted from the trip generation estimates. Pass-by trips, which are made by traffic already on the roadway(s) that enter the site as an intermediate stop on the way from an origin to a primary destination. For example, a driver may stop at a convenience market on his or her way home from work. Since this type of occurrence is not a new trip added to the system it should only be evaluated at intersections immediately adjacent the site and in turning movements into and out of the site. Internal capture trips, which represent trips that are shared between two or more uses on the same site. For example, a motorist visiting a retail store and a grocery store on the same site. Transportation Demand Management (TDM) strategies confirmed with the Town or Region that can be readily quantified be the consultant. Town of Oakville 2009 08 31 Page 8
All trip generation assumptions and adjustments assumed in the calculation of new vehicle trips should be documented and justified in terms of previous research or surveys. Sensitivity analysis should be undertaken where trip generation parameters have the potential to vary considerably and most probable values cannot be readily identified. A table should be provided in the study report identifying the categories and quantities of land uses, with the corresponding trip generation rates or equations and the resulting number of trips. For large developments that will be phased over time, the table should identify each phase separately. 3.7.2 Transit Market Potential Estimation Potential transit use associated with proposed development should reflect Transit First principles and the policies of the North Oakville Secondary Plans and the Transit Plan requirements of the companion Functional Servicing Study, as identified in the Town s North Oakville Secondary Plan Transit Plan, Developers Toolkit. Transit potential estimates are to be developed on the basis of existing and planned transit corridors and service levels and the nature of the proposed development. As such, transit potential estimates are to reflect key determinants of potential transit use, including: land use, built form and development density in proximity to transit corridors existing and anticipated transit service type and frequency of service in those corridors number and convenience of transfers prevailing and anticipated travel patterns At a minimum, quantification of potential transit use must specifically address each of the key determinants identified above using a traceable and defensible analysis. All transit potential estimates are to be based on methodologies and parameters that are justified based on previous research or surveys and are to be fully documented. Sensitivity analyses will be required where transit potential estimates may vary due to uncertainties related to any of the key determinants of potential transit use identified above. The analyses should lead to conclusions about the support for and adequacy of existing and future anticipated transit services in the study area. 3.7.3 Trip Distribution The directions from which traffic and transit will approach and depart the site can vary depending on several location-specific factors, including: size and type of the proposed development surrounding and, in some cases, competing land uses, population and employment distributions prevailing conditions on the existing street system transit service routes Town of Oakville 2009 08 31 Page 9
The trip distribution assumptions should be supported by one or more of the following: Transportation Tomorrow Survey (TTS) data, if applicable origin-destination surveys comprehensive travel surveys existing / anticipated travel patterns EMME/2 transportation planning model market studies Engineering judgment should be utilized to determine the most applicable of the above methodologies for each particular application. 3.7.4 Traffic Assignment Traffic assignment will reflect North Oakville s grid of continuous and connected network of roads, providing direct connections between neighbourhoods, centres and urban core areas and to existing roads. Traffic assignments should consider direct logical routings, available and projected roadway capacities and travel times. Traffic assignments may be estimated using a transportation planning model or hand assignment based on knowledge of the proposed and future road network in the study area. Traffic cannot be assigned to private roadways, nor shall traffic be routed through private lands. 3.8 Evaluation of Site Generated Traffic and Transit Impacts An evaluation of signalized and unsignalized intersections that will be affected by site generated traffic volumes for all relevant time periods and scenarios is required and summaries are to be provided in tabular format. Documentation should be included in an appendix to the TIS of all assumptions used in the analysis concerning lane configuration and use, pedestrian activity, saturation flows, cycle length, phasing and timing, utilization of the inter-green phase and other relevant parameters. Existing signal timings should be used for existing traffic/transit conditions at intersections. Signal-timing modifications may be considered as a measure to address capacity or level of service deficiencies for background and total traffic/transit conditions. Supplementary surveys or analyses may be needed to assess saturation flows, gap availability, projected queue lengths and possible blocking queues. 3.8.1 Total Traffic Volumes Figures should be presented indicating the assignment of all site-generated traffic volumes and pass-by volumes (if applicable) separately to the adjacent road network, as well as to the individual site access locations. Town of Oakville 2009 08 31 Page 10
For each peak period, figures will summarize: existing traffic existing traffic plus background traffic growth for each horizon year site generated traffic volumes existing traffic plus background traffic growth plus site-generated traffic for each horizon year Any major transportation improvements planned within the study horizon, which may significantly affect the travel demand pattern associated with the development proposal, should be considered. Scenarios with and without such improvements should be summarized as appropriate. 3.8.2 Capacity Analyses at Intersections The summary should include V/C ratios and may also indicate level of service (LOS) and average vehicle delay for overall intersection operations and for individual critical movements. Full documentation of the results of all intersection capacity analyses should be provided in an appendix. The existing situation, existing plus background growth and existing plus background growth and site generated traffic should be included for the peak periods, including, if applicable, the scenarios with and without any relevant major transportation system improvements. The Town accepts both Highway Capacity Manual (HCM) and Canadian Capacity Guide (CCG) methodologies of intersection analysis. Specific software packages include CCG/CALC2, HCS Version 3.0 or higher, Synchro 6.0 or higher, InterCap, InterCalc or HCM/Cinema. Should a consultant wish to utilize a software package other than those listed above, prior approval from the Town must be obtained. The analysis should incorporate adequate crossing time for pedestrians at an acceptable walking speed and should use conventional timing plans. The analysis should include the identification and required modifications and improvements of signalized intersections where the addition of background growth or background growth plus site-generated traffic/transit volumes create the following: V/C ratios for overall intersection operations increase to 0.85 or higher V/C ratios for individual through or turning movements increase to 1.0 or higher queues for an individual movement exceed available turning lane storage queues for through lanes block vehicles from entering turning lanes impacts to transit service levels Identification and required modifications and improvements at unsignalized intersections where the addition of background growth or background growth plus site-generated traffic/transit volumes causes the following: Level of service (LOS), based on average delay per vehicle, on individual movements exceed LOS E Town of Oakville 2009 08 31 Page 11
the estimated maximum queue length for an individual movement exceeds the available queue storage Modifications to these threshold values will be reviewed over time by the Town and may be subject to adjustments in the future. All intersections identified as critical shall be discussed in terms of contribution of the development proposal to the situation, possible remedial measures, a recommended solution and the effectiveness of the solution towards resolving the situation. In general, the objective shall be to ensure that no new critical movements are created by the development and that critical movements that exist without the addition of sitegenerated traffic are not worsened by the development proposal. All exclusive turning lanes used by site-generated traffic shall be examined to ensure adequate storage space. All proposed new traffic signals shall be evaluated in terms of signal warrants, distance from other signals, effects on existing signal coordination, likely timing of implementation, sight-lines, and the like. All proposed adjustments to traffic signal timing, phasing and cycle lengths should be evaluated in terms of pedestrian crossing time, effect on queue lengths, adequacy of storage and effects on the existing signal coordination. 3.8.3 Safety Analysis Identification of required modifications and improvements to address potential safety or operational issues associated with the following, as applicable: weaving merging corner clearances sight distances vehicle-pedestrian conflicts access conflicts heavy truck movement conflicts school crossings any other issue identified by Staff or the consultant 3.8.4 Transit Impacts Transit Stops A new transit stop is required if the development is located more than 400 metres walking distance away from the existing transit stops on the adjacent street. Town of Oakville 2009 08 31 Page 12
A pedestrian circulation plan should be provided, as described in the North Oakville Secondary Plan, outlining the path that pedestrians will take to access nearby transit stops. New transit stops should be prominently positioned in all new developments, whether residential, employment, retail or institutional. New transit stops and upgrades to existing transit stop level of amenities are based on the warrants presented in Table 1, and in accordance with transit potential estimates and existing and planned transit corridors. The location of transit stops is to be coordinated with the relevant Functional Servicing Study. Refer to the North Oakville Developers Toolkit for additional details regarding transit stop locations. Table 1 Guidelines for Bus Stop Levels of Amenities Activity Justification Points High Boarding / Transfer Location Mobility Needs Location Activity Location Exposure to Elements Wait Time Local Road Connector Road 2 Avenue or Arterial Road 10 Seniors group homes, medical clinics, libraries, hospitals and shopping malls Apartments, secondary and post secondary schools A stop with high speed traffic (60 km/hr or more) or on a road with more than two lanes Headways of 20 minutes (or better) between buses 2 1 7 3 3 The point system above allows for the type of transit stop to be determined as identified in Table 2. Town of Oakville 2009 08 31 Page 13
Table 2 Transit Stop Type Points Awarded Transit Stop Type Amenities > 10 Stop A, Sheltered Info Bench, shelter, lighting, power pedestal and wheelchair landing pad > 7 Stop B, Info Bench, lighting, power pedestal and wheelchair landing pad > 5 Stop C, Comfort Bench and wheelchair landing pad 5 or less Stop D, Basic Wheelchair landing pad Maximum transit stop spacing along transit routes is typically 250 metres. Transit Impact Analysis Evaluate the following to ensure that North Oakville transit will service the planned development efficiently and effectively: Appropriateness of existing transit headways serving the development during both peak and off-peak periods, shown in tabular format. Available transit capacity and the need for transit service improvements to and from the development during both peak and off-peak periods. Passenger counts should be shown in tabular format and compared to future ridership levels. Impacts and delays on transit operations resulting from site generated traffic. Relocation of existing transit facilities / stops resulting from site generated traffic. Transit Priority at Intersections To ensure that services in Primary and Secondary Transit Corridors operate with minimum delay, additional infrastructure may be used to provide transit priority, such as signal priority, queue jump lanes and bus-only turning movements. Intersections where at least one street is an existing or planned Secondary Transit Corridor, that is, having a combined headway of 10 to 15 minutes, should be analyzed. A combined headway means that routes operating through the intersection in the same direction of travel will combine to produce this level of service. Particular attention should be paid to bottleneck areas along Secondary Transit Corridors and in Primary Corridors close to major destinations such as GO stations, where converging routes may combine in the range of 30 to 40 buses per hour. The analysis shall involve the following data collection during peak and off-peak periods, where applicable: identify the level of service at intersections and at critical intersection approaches Town of Oakville 2009 08 31 Page 14
obtain expected transit frequency (vehicles per hour) at intersection approaches determine if multiple cycles are required for a transit vehicle to travel through the intersection determine if transit vehicles have difficulties merging back into the through lane on the far side of the intersection comment on whether the density of development in the area is transit-supportive Transit Roadway Improvements Transit roadway improvements such as HOV lanes and Reserved Bus Lanes (RBL) can be implemented as necessary on primary transit corridors. Primary transit corridors will have a combined headway of less than five minutes. Refer to the North Oakville Secondary Plan, Transit Plan and Developer s Toolkit for details. The consultant should coordinate with Oakville Transit and GO Transit with regard to any potential transit impacts and improvements. 3.8.5 Cycling Facilities Analysis The following shall be evaluated to encourage cycling as an alternative form of transportation to the automobile in North Oakville. identify any gaps, inconsistencies and vehicle-cyclist conflicts that require improvement to ensure connectivity of the cycleway identify a suitable site location for bicycle parking facilities such as post and ring lock-up or other facilities that support the bicycle frame and allow at least one wheel and the frame to be locked verify that all urban arterial, avenue and connector roadways along the route meet the lane configuration and width requirements described in the functional design study verify that all urban multi-use pathways are a minimum of 3.0 metres with a minimum clearance width of 5.0 metres attention should be given to how the typical operating space required by cyclists in or outside curb lanes is affected by right-turn lanes, highway on/off ramps and major driveways (i.e.: continuous operating space is required) review safety of bicycle lane treatments and sight-lines at intersections review the impact of any alternative cross-sections on cyclist movement Crossing facilities acceptable to the Town should be installed where major multi-use pathways or other high profile cycling facilities cross minor arterial, avenue, collector and local roadways at mid-block. Town of Oakville 2009 08 31 Page 15
Crossing facilities acceptable to the Region should be installed where major multiuse pathways or other high profile cycling facilities cross major arterial roadways at mid-block. These could include structural (i.e. grade separated) crossings. 3.8.6 Pedestrian Facilities Analysis On-site facilities shall be provided which accommodate safe and convenient pedestrian access from and within new subdivisions, multi-family developments, planned developments, shopping centres and commercial districts to adjacent residential areas and transit stops and to neighbourhood activity centres located within a reasonable walking distance of the development. A pedestrian circulation plan shall be provided showing pedestrian crossing facilities, walkways, sidewalks, multi-use pathways and critical points for potential vehiclepedestrian conflicts. Opportunities for improvement should be identified to ensure connectivity and access for all road users. Review pedestrian access to and from the development and recommend improvements to pedestrian facilities as necessary. Crossing facilities acceptable to the Town should be installed where major multi-use pathways or other high profile pedestrian facilities cross minor arterial, avenue, collector and local roadways at mid-block. Crossing facilities acceptable to the Region should be installed where major multi-use pathways or other high profile pedestrian facilities cross major arterial roadways at midblock. These could include structural (i.e. grade separated) crossings. 3.8.7 Access Geometrics The number and location of access points should be reviewed to ensure only the minimum number necessary are provided to serve the project without negatively impacting the flow of traffic along abutting streets. Access points should be located on minor roads where feasible and justification for more than one access must be based on capacity of site traffic and not design preference. For spacing of accesses on major arterial roadways refer to the Halton Region Geometric Design Guidelines. The locations should be adequately spaced from adjacent street and driveway intersections. The number of exit lanes, radii and vehicle storage should be appropriate to accommodate traffic demands placed on them. The throat length at the road should be sufficiently long to minimize conflicts with street traffic and within the site. Access points should be evaluated in terms of capacity, safety and adequacy of queue storage capacity. Access points should be free of all encumbrances and provide appropriate sight triangles. Proposed loading facilities and access to these facilities should be evaluated to ensure that they are adequately sized, designed and provided with suitable access so that they will not adversely affect traffic operations on the road network. Access standards should be in conformance with Town standards and those outlined in the current edition of the Geometric Design Guide For Canadian Roads, issued by the Town of Oakville 2009 08 31 Page 16
Transportation Association of Canada (TAC), or where applicable the Ontario Ministry of Transportation (MTO) Policies and Standards. Turn Lane Requirements The requirements for left-turn and right-turn lanes should be examined. Adequate spacing should be provided between access points to avoid potential turn lane overlaps. All design standards must be in conformance with those outlined in the TAC Manual. Traffic Collision Analysis Where the development is adjacent an area with identified problems, existing collision data (available from the Town) should be reviewed and an assessment of the impact of the proposed development provided. Such information may be useful in avoiding any additional problems through the design or location of access points. Sight Distance Evaluation At each access and at each intersection where a new road is proposed, the sight distance requirements should be determined based on appropriate standards (TAC Manual) and the availability of sight distance determined by field measurements. 3.8.8 Transportation System Mitigation Measures Solutions must be provided for road network, transit and traffic signal operational deficiencies identified in the TIS. A preliminary cost estimate must be provided for all identified infrastructure and service level improvements. Improvements are to be incorporated into the functional design study of the development showing detailed design drawings where applicable. 3.9 Recommendations It is important to structure recommendations for improvements within the appropriate time perspectives. Recommendations should be sensitive to the following issues: timing of short-range and long-range network improvements that are already planned and scheduled anticipated time schedule of adjacent developments size and timing of individual phases of the proposed development logical sequencing of various improvements or segments right-of-way needs and availability of additional right-of-way within the appropriate time frames local priorities for transportation improvements and funding cost effectiveness of implementing improvements at a given stage of development necessary lead-time for additional design and construction Town of Oakville 2009 08 31 Page 17
Since improvements can often be implemented in more than one order, the recommendation should address an implementation sequence that would provide maximum compatibility with the overall roadway and transit system configuration needed for network effectiveness. 3.9.1 Documentation and Reporting The format of the TIS should follow the guidelines outlined in this document, as applicable. The following is a suggested study structure. Include site plans, maps, exhibits, graphs and tabular summaries, where appropriate, adjacent the relevant text. description of the development proposal study area limits and description auto, transit, cycle and pedestrian horizon year(s) analysis periods existing traffic / transit Conditions background conditions traffic / transit growth other area developments other transportation Improvements trip generation site traffic transit market potential estimation trip distribution trip assignment total traffic / transit conditions intersection capacity analyses safety analysis transit facilities analysis transit stops impact analysis intersection and roadway improvements cycling facilities analysis pedestrian facilities analysis access geometrics turn lane requirements traffic collision analysis site distance evaluation Town of Oakville 2009 08 31 Page 18
mitigation measures, feasibility and cost summary and conclusions The TIS should consist of a main document, supplemented by technical appendices containing detailed analyses, as required. The Town and Region reserve the right to request digital copies of the analyses. Three (3) copies of the final TIS, complete with supporting documentation, should be submitted to Town and Region staff for review. All information submitted to Town and Region staff in connection with any TIS is considered to be in the public domain. Town of Oakville 2009 08 31 Page 19
Section B: FUNCTIONAL DESIGN STUDY 1. Introduction 1.1 Purpose The purpose of the Functional Design Study (FDS) guidelines is to address the relevant transportation issues in a manner consistent with the development objectives of North Oakville and Halton Region. The FDS will determine: the effect that the development will have on both the North Oakville transportation system and site traffic the appropriate improvements to accommodate development road functions, geometrics and design for all modes or travel 1.2 Timing of Submission Following the submission of the Functional Servicing Study and Transportation Impact Study, the Functional Design Study shall be submitted in conjunction with the Transit Facilities Plan. 1.3 North Oakville Transportation Goals The development objectives in North Oakville, as outlined in the Official Plan, are as follows: to create a system of roads and transportation corridors which promotes the safe and efficient circulation of traffic including transit and non-motorized traffic to establish an efficient and linked pedestrian movement system (cycleways and walkways) that promotes recreational and utilitarian use to establish a transportation system that complements and supports the existing and future urban structure and land use pattern to promote transit opportunities through community design to explore all modes of transportation including the use of High Occupancy Vehicle (HOV) lanes on the existing and future road network in Oakville Town of Oakville 2009 08 31 Page 20
2. Functional Design Study Outline 2.1 Transportation Functional Design Study Guidelines The following is a brief outline of the requirements for an FDS being prepared in support of development application in North Oakville. Prior consultation with Town and Region staff will determine if there are any sections that do not apply to a particular proposal under consideration. The style and language of the report should be transparent, simple and understandable. The analysis should be fully explained to allow the reviewer to trace the steps followed in the process. Conclusions should flow logically in the order in which problems or solutions were identified so that they can be easily reviewed based on the information provided. References should allow for reasonable retrieval of information. Calculations should be attached as technical appendices. Using the format shown in this document will minimize delays resulting from an incomplete FDS. Two (2) bound copies and one (1) unbound copy of the study are to be submitted to the Town of Oakville Development Services Department. 2.2 Study Area The study area should include the entire area encompassed by the land development and adjacent roadways bordering the site. It should also provide treatments for all roadways, transit services, cycleways and walkways that are proposed to lead to and from the site, thereby allowing for a continuous, connected road network. 2.3 Road Network The road network provides connections between different uses, centres of activity and neighbourhoods and supports both land use and urban design objectives. The road network hierarchy for North Oakville is listed below: Major Arterial/Transit Corridor serve mainly inter-regional and regional travel demands and are under the jurisdiction of Halton. Examples in North Oakville are Trafalgar Road and Dundas Street. Minor Arterial/Transit Corridor connect urban areas and nodes within Oakville and distribute traffic to and from major arterial/transit corridors. Avenue/Transit Corridor provide direct connections between neighbourhood centres and serve as major internal connections for Urban Core Areas. Connector/Transit Corridor serve relatively low volumes of intra-neighbourhood travel. Local Road connect individual properties to other local, avenue and connector roads. Lane provide rear access to individual properties and connect them to local, avenue and connector roads. Town of Oakville 2009 08 31 Page 21
2.4 Road Classification Basic road designs must conform to the classification, function and general design requirements. Please refer to Town s approved cross-section drawings (latest versions), the urban design guidelines and the North Oakville Developers Toolkit for details. A table must be prepared detailing the roadway classification of all proposed roads and forecasted traffic volumes. 2.5 Turn Lanes Warrant calculations are to be provided for left and right turn lanes at all intersections with a connector, avenue, minor and major arterial roadway. Warrants are based on TAC Manual guidelines, and MTO guidelines. Where a right turn lane is warranted, the TAC standards for lane width, taper length and parallel lane length must be met and dimensioned on the plan. Where a left turn lane is warranted, the TAC standards for lane width, taper length and storage length must be met and dimensioned on the plan. Warrants for left turn lanes are based on opposing and advancing traffic volumes, % vehicles turning and design speed. Refer to the MTO guidelines for details. Table 3 provides dimensions for left-turn taper ratios and parallel lane lengths at intersections. Refer to the TAC Manual for details. Table 3 Left-turn Lane Design Guidelines* Highway Design Speed (km/h) Design Domain for Taper Ratio Length of Parallel Lane (m) 50 8:1-30:1 28 60 15:1-36:1 43 70 15:1-42:1 62 80 15:1-48:1 84 * Based on current version of TAC Guidelines. Right-turn lanes are warranted at signalized intersections where the traffic volume of right-turning traffic will exceed ten percent of the approaching volume. Median/island treatments must also be assessed as part of these turn lane designs. Table 4 provides dimensions for right-turn taper ratios and parallel lane lengths at intersections. Refer to the TAC Manual for details. Town of Oakville 2009 08 31 Page 22
Table 4 Right-turn Lane Design Guidelines * Highway Design Speed (km/h) Taper Length to Lane Width Ratio Length of Parallel Lane (m) 50 11:1-17:1 35-75 60 14:1-17:1 40-90 70 17:1-20:1 50-110 80 17:1-24-1 60-130 * Based on current version of TAC Guidelines. 2.6 Curb Radii Intersection curb radii reduce vehicle speeds around turns to aid in pedestrian safety. Figures must be completed illustrating the ability to accommodate turning movements of transit, emergency vehicles and garbage trucks on local, connector and avenue roads. Table 5 shows the minimum standards that must be met, but will be subject to adjustments depending on expected road use by transit, commercial and emergency vehicles. Table 5 Minimum Curb Radii Guidelines Intersection Type Curb Radius (m) Laneways Residential 3.5 Laneways Commercial 5.0 Local Roads - Residential 7.5 Local Roads Employment 10.5 Connectors or Avenues 10.5 Minor / Major Arterial Roads 15.0 Town of Oakville 2009 08 31 Page 23
2.7 Sight Daylighting Triangles Intersection sight daylighting triangles allow drivers approaching intersecting roadways to perceive potential conflicts and take appropriate action. Plans should be provided showing daylighting dimensions at all intersections. Table 6 provides basic requirements for intersection daylighting based simply on the road classification, however the Town is prepared to review and consider site specific calculations for intersection daylights and sight lines that address adjacent land uses, urban design objectives, intersection traffic control provisions, etc. Refer to the TAC Manual for additional details on sight distance calculations for intersections. Table 6 Sight and Daylighting Guidelines Road Type Local Roads Connectors/Avenues Minor Arterial Roads Major Arterial Roads Local Roads 3.5m x 3.5m 3.5m x 3.5m 7.5m x 7.5m 15m x 15m Connectors / Avenues Minor Arterial Roads Major Arterial Roads 7.5m x 7.5m 10.5m x 10.5m 15m x 15m 15 m x 15 m 15 m x 15 m 15 m x 15 m 2.8 Intersection Spacing Proper intersection spacing provides sufficient offsets between successive intersections for vehicle storage, queuing and signal progression. The following table is based on TAC and Ontario Traffic Manual (OTM) guidelines. Verify that all roadways meet the following criteria listed below. Local Roadways: minimum adjacent three-leg intersection spacing is 40 metres (between centre lines) minimum adjacent four-leg intersection spacing is 60 metres (between centre lines) Connector and Avenue Roadways: minimum intersection spacing is 60 metres Minor Arterial: minimum spacing between signalized intersections is 200 metres Town of Oakville 2009 08 31 Page 24
Major Arterial minimum spacing between signalized intersections is 400 metres Adjacent All-Way Stop Condition: minimum intersection spacing is 250 metres Where two successive T-intersections are placed on a roadway in close proximity, option (ii), shown in Figure 1, is preferred to prevent back-to-back left-turn queues from interfering with each other. Figure 1 T-intersection Configuration along Undivided Local Roadways (i) (ii) 60m (min) 40m (min) 2.9 Intersection Design Considerations All intersections should meet the following criteria: avoid placing at or near a horizontal curve provide proper intersection stopping sight distance and decision sight distance at each approach approach and departure grades are recommended to be between 0.5 and 3.0 percent alignment should ideally be at 90 o and avoid skewed intersections if possible no intersection angle shall be less than 80 o or greater than 100 o degrees when: two minor roads with a design hour volume greater than 200 vehicles per hour intersect a minor road with a design hour volume greater than 200 vehicles per hour intersects with a major road two major roads intersect either intersecting road has more than two through lanes design speed on either roadway is greater than 80 km/h Town of Oakville 2009 08 31 Page 25
2.10 Transit Considerations 2.10.1 Preferential Treatment for Transit at Intersections Transit priority measures at signalized intersections will reduce travel times and operating cost and increase safety and reliability for transit. Determine the appropriate placement of the following measures on arterial, connector and avenue roads to maintain consistency with the frequency of transit service planned: bus-only turning movements signal coordination queue-jump lanes transit signal priority queue relocation (advance stop bar for transit vehicles) reserved bus lanes high occupancy vehicle lanes 2.10.2 Intersection Nearside / Farside Transit Stop Design Intersection transit stop locations should be designed to minimize the number crossings by commuters transferring from one direction to another. For nearside transit stops the recommended distance from the front of the stopped bus or front edge of the concrete bus pad to the tangent to curve point is 6.0 metres or less. This prevents passenger vehicles from cutting in front of transit vehicles to make right-turns. For far-side transit stops the recommended distance from the rear of the stopped bus or back edge of the concrete bus pad to the tangent to curve point is 7.8 metres. This allows one passenger vehicle to stop safely behind the bus that might otherwise have been trapped in the intersection. 2.11 Roadway Geometrics 2.11.1 Design Speed Arterial and avenue/collector roads in North Oakville should have geometric properties to reflect the design speeds shown in Table 7. Town of Oakville 2009 08 31 Page 26
Table 7 Design Speed Guidelines Function Total Number of Lanes Capacity (autos per lane per hour) Design Speed (km/h) Arterial Road 2 to 6 750 to 950 60 to 70 Avenue and Connector 2 400 to 750 50 to 60 Local Road 2 < 400 50 2.11.2 Horizontal Curves Curve radii on North Oakville roadways should be designed for low speed urban conditions according to the following speed-radius relationship, as indicated in the current version of the TAC Manual, and based on the following formula. R = V 2 / 127(e + f) Where: R is the curve radius in metres V is the vehicle speed in km/hr e is the pavement superelevation f is the coefficient of side friction force between the tire and road pavement Municipal (Town of Oakville) roadways shall not be designed with any pavement superelevation. Special cases for up to 0.02 m/m (reverse crown) superelevation on arterial roads will only be considered if discussed and approved through Town staff in advance. 2.11.3 Stopping Sight Distance Stopping sight distance is the distance required for a driver to perceive a stop condition and safely come to a complete stop. It takes into account driver perception and reaction time and the braking distance requirement. Verify that minimum stopping sight distance requirements are maintained at all intersections, grade changes and horizontal curves. 2.11.4 Decision Sight Distance Decision sight distance allows a driver to make complex decisions, to obtain information that is difficult to find, when information is unusual or when unusual maneuvers are required. This generally occurs at intersections and interchanges. Verify that minimum decision sight distances are met for these situations. Town of Oakville 2009 08 31 Page 27
Table 8, based on the TAC guidelines, shows minimum sight distances that should be achieved at each design speed. Table 8 Decision Sight Distance Guidelines Design Speed (km/h) Stopping Sight Distance (m) Stop on Urban Roadway Decision Sight Distance [m] Speed/Path/Direction Change on Suburban Roadway Speed/Path/Direction Change on Urban Roadway 40 45 - - - 50 65 160 160 200 60 85 205 205 235 70 110 250 240 275 80 140 300 275 315 2.12 Facilities 2.12.1 Transit-Based The North Oakville Transit Plan and Developers Toolkit provides guidance for transit facilities to be included as part of the development. A Transit Facilities Plan and Functional Servicing Study will be submitted by the applicant addressing key issues including, but not limited to: transit street cross-sections ultimate locations of transit streets spacing of transit stop along the roadway transit stop and shelter designs based on warrants for levels of amenities temporary cul-de-sacs for bus maneuvering during roadway staging transit signal priority measures detailed drawing of transit routing 2.12.2 Pedestrian-Based Refer to the North Oakville Secondary Plan (NOSP) Developers Toolkit for crosssections showing sidewalk locations for each road classification. The following criteria must be achieved in new developments with respect to pedestrian facilities: Town of Oakville 2009 08 31 Page 28
at least 90 percent of trip generators located within a 400 metre walking distance to bus stops building entrances oriented to allow convenient access to transit stops continuous, connected sidewalks that are unobstructed by utilities and vegetation sidewalk design as per Ontario Provincial Standards (OPS) zebra markings at signalized intersections and at crossings with high pedestrian activity 2.12.3 Cycling-Based Refer to the NOSP Developers Toolkit for cross-sections showing cycle lanes for each road classification. The following criteria should be addressed when planning cycling facilities: provide a continuous network of cycle lanes, signed routes and off-road trails/pathways provide bicycle racks located in prominent (ideally sheltered) spots at the entrance to employment buildings, institutions, shopping centres, schools and transit stops provide shower facilities and change rooms in office buildings to accommodate cyclists 2.13 Parking 2.13.1 On-street In order to clearly identify the scope for municipal on-street parking and confirm conformity with the North Oakville Parking Strategy, it will be necessary for appropriate plans to be prepared and reviewed for each street to indicate the proposed location and amount of on-street parking space (for either all-day, off-peak or other time limited parking). Fire hydrants, access driveways, loading zones, postal box stations and other utilities will impact upon the location and amount of on-street parking, as will the need for parking restrictions on curves and at approaches to intersections. As a general guide, on-street parking spaces should: be located in compliance with the Town s traffic by-law not be located within 1.0m of a driveway edge not be placed in front of fire hydrants, postal boxes or loading zones not be placed on tight curves that can limit sight lines or turning space for larger vehicles be placed on the same side of the street as a public park where parking is allowed on one side only, it should be placed on the side that maximizes the amount of on-street parking space available Town of Oakville 2009 08 31 Page 29
be a minimum of o o o 7.5m in length for one space between driveways 5.5m in length for spaces at the end of a row (plus 1.0m to driveway edge) 7.0m in length for internal spaces within a row The layout for the parking spaces should be provided as part of the composite utility plan for each street, on a separate layer that indicates driveway locations, above ground utilities, transit stops, sidewalks, pedestrian walkways, street trees, traffic calming features, and pavement markings. As part of the FDS and engineering submission, this plan will be subject to the Town s review and approval. 2.13.2 Off-Street The following criteria must be addressed for site plans with off-street parking facilities: The type of parking generators to be served influences the facility location. Shortterm parking generators such as department stores, other retail stores, banks and so forth, should be designed with parking spaces in close proximity. Long-term generators such as offices can be designed further away because long-term parkers will generally accept longer walking distances. Parking facility design should reflect this relationship. Design of parking lot facilities should seek to establish the number of spaces in a site while maintaining ease of access to those spaces and overall site circulation. A recommended practice for the layout of parking stalls and circulation aisles is to have one row of parking on each side of the aisle. In addition, aisles and rows of parking stalls are placed parallel to the long dimension of the site with a row of stalls completely around the perimeter of the site. External factors such as pedestrian traffic controls, turning restrictions and traffic volumes on adjacent streets will affect the entry and exit points of the parking facility. Entry and exit points where vehicles conflict with a large number of pedestrians should be avoided. Entry and exit points should be located to provide maximum storage space and maximum distance from intersection, preferably at mid-block. With respect to pedestrian access to parking generators, ease of movement should be analyzed, as well as actual walking distance. The longer of two routes may psychologically appear shorter because of pedestrian amenities. Less conflict with vehicles and gentler grades will also influence pedestrian route choice. Pedestrian walkways in parking facilities should direct pedestrians towards the major parking generator and should be designed for the convenience of all potential users, including children, elderly and mobility challenged. Commercial, industrial and institutional sites should be designed to limit the number of parking spaces available but prevent overflow parking onto adjacent residential streets. This is accomplished by introducing other travel demand management measures and travel alternatives at inception. Town of Oakville 2009 08 31 Page 30
Offer preferential parking spaces for desired modes of travel such as car-pools, vanpools and hosting of car-share access points Signage for parking facilities must address both drivers and pedestrian users. Consideration for transit routes that will be expected to access/egress property. Potential for transit facilities/infrastructure located within a property (e.g. bus waiting area, passenger amenities, etc.) 2.14 Traffic Calming The roadways in North Oakville are designed with compact rights-of-way, reduced pavement widths, reduced building setbacks, on-street parking accommodations, sidewalk facilities on both sides of the road and space for either shared or dedicated onstreet cycling. These characteristics and the anticipated grid road pattern should result in a more pedestrian friendly, transit supportive environment and aid in tempering vehicular speeds. As a result, it is not anticipated that additional traffic calming features will need to be applied too often. However, every road shall have its geometrics reviewed in consideration of the need to apply additional traffic calming measures, with careful consideration given to the effects on transit operations, travel patterns and traffic operations at all locations in the road network. Refer to the Town s Traffic Calming Guidelines for New Developments regarding additional requirements (provided as Appendix A). 2.15 Pavement Markings Refer to the Ontario Traffic Manual (OTM) guidelines for pavement marking design. A pavement-marking plan must be provided with dimensions given at a 1:500 scale for the following: centre-line markings lane-line markings HOV and transit lane lines and symbols cycle lane lines and symbols left and right turn lane-lines and symbols edge lines stop bar lines crosswalk lines Town of Oakville 2009 08 31 Page 31
2.16 Traffic Signage Refer to the guidelines in the OTM for sign types, placement and warrants. The plan should show placement of the necessary regulatory and warning signage, as shown below and described in the OTM guidelines. Regulatory Signs: location for all-way stops, minor street side-street stops and yield signs should be shown posted speed limit signage should be provided: near the entrance points of a connector, avenue or minor arterial roadway, whenever the maximum speed limit is not the default 50 km/h where there is a change in the posted speed limit at regularly spaced intervals along connector, avenue and minor arterial roads if the maximum speed limit is something other than the default 50 km/h parking prohibited signs should be provided: according to Town of Oakville municipal by-laws in on-street parking lanes at regularly spaced intervals to denote when peakperiod parking is prohibited stopping prohibited signs should be provided according to Town of Oakville Municipal by-laws. school zone signage: school area signage should be shown 150 metres upstream of the school property limit school crossing ahead signage should be shown 80 metres upstream of a school crossing on a 40 km/hr roadway school crossing signage should be shown at the crossing Warning signs: curve warning signage should be placed in advance of curves; type, size and location depend on the radius of the curve and the design speed checkerboard signs should be placed at the termination point of a roadway Lane Ends, No Exit, chevrons, hazard marker and other warning signage should be shown where appropriate Town of Oakville 2009 08 31 Page 32
References Guidelines for the Preparation of Traffic Impact Studies. Region Municipality of Halton. Transportation Services, Planning and Public Works Department, August, 2001. Town of Oakville Oakville Transportation Master Plan, Final Report. ENTRA Consultants, March 30, 2007. Town of Oakville North Oakville Secondary Plan, February, 2008. Town of Oakville North Oakville Secondary Plan, Transit Plan, August 2009. Town of Oakville North Oakville Secondary Plan Transit Plan Developer s Toolkit, August 2009 Transportation Impact Study Guidelines for Development Applications. York Region, August 2007. Implementing AcceleRide, Draft Transit Signal Priority Implementation Strategy. City of Brampton, July, 2006. Internal Functional Traffic Design Study Guidelines. Town of Markham, September 1999. Mount Pleasant Community Transportation Strategy and Creditview Road and Sandalwood Parkway Transportation, ENTRA Consultants, December 20, 2006. Draft North Oakville Parking Strategy Phase A Parking Management Principles & Residential On-Street Parking Program, BA Group, September 2009 Transportation Association of Canada Geometric Design Guide for Canadian Roads, latest edition. Institute of Transportation Engineers Trip Generation, latest edition. Ontario Ministry of Transportation Geometric Design Standards for Ontario Highways. Ontario Ministry of Transportation Ontario Traffic Manual (all relevant books). Ontario Ministry of Transportation Manual of Uniform Traffic Control Devices (for Ontario), latest edition. Ontario Ministry of Transportation Commercial Site Access Policy and Standard Designs, latest edition. Town of Oakville 2009 08 31 Page 33
APPENDIX A Traffic Calming Guidelines for New Developments NORTH OAKVILLE SECONDARY PLAN
Town of Oakville Traffic Calming Guidelines for New Developments Town of Oakville February 2008
Town of Oakville Traffic Calming Guidelines for New Developments Client Project Team Project Manager Project Team Scott McMillan, P.Eng. Adam Bell, C.E.T. itrans Project Team Principal Project Manager Technical Team Ray Bacquie, P.Eng., AVS Liza Sheppard, P.Eng. Ravi Bhim, M.A.Sc., E.I.T. February 2008
Town of Oakville Traffic Calming Guidelines for New Developments TABLE OF CONTENTS 1. Introduction and Background... 1 1.1 Introduction... 1 1.2 Background... 1 2. Types of Traffic Calming Measures... 2 2.1 Recommended Toolbox of Measures... 3 3. Methodology / Guidelines... 7 3.1 Step 1 Problem Identification... 7 3.2 Step 2 - Selection of Traffic Calming Measures... 9 3.3 Step 3 Implementation... 9 3.3.1 Spacing of Calming Measures... 9 3.3.2 Design Criteria... 9 Appendices A. Further Details on Traffic Calming Assessment Tables Table 1 Toolbox of Traffic Calming Measures for Residential Streets in New Developments Town of Oakville... 4 Exhibits Exhibit 1: Example Application of Traffic Calming Measures... 11 February 2008 i
Town of Oakville Traffic Calming Guidelines for New Developments 1. INTRODUCTION AND BACKGROUND 1.1 Introduction The development process offers an opportunity to create neighbourhoods that encourage walking and cycling in complement with a street network that, through its design, tempers vehicular travel speeds resulting in more livable neighbourhoods. In most instances, subdivision road design with short block lengths on local and collector roads can mitigate undesirable traffic speeds. In such cases where this desirable element cannot be achieved, traffic calming elements will be necessary to manage traffic conditions. The design of residential roadways for new developments within the Town of Oakville should explicitly include an assessment of the need for traffic calming. When successfully designed and applied, the issues of traffic speed and traffic safety related problems will be minimal. Adopting formal requirements today will avoid the need for retrofit considerations in the future. As a result, the street s intended function and the expectations of pedestrians, cyclists and motorists can be preserved, thus preserving the livability of the Town s neighbourhoods. This document provides clear and concise guidelines and methodology for identifying the need for, and applying the appropriate traffic calming measures to new residential development streets. This document will be used for preparing subdivision traffic management plans by developers and for the review of these plans and corresponding site plans by Town staff. The document concentrates mainly on physical traffic calming measures, and its application on local and collector residential streets. 1.2 Background The Town of Oakville has guidelines for the implementation of traffic calming measures on existing roads, and has extensive experience with traffic calming for retrofit projects. This experience has allowed the Town to have a clear understanding of the appropriateness and applicability of traffic calming measures on Town streets. The Town has used passive and physical calming measures to address speeding concerns. Passive measures refer to the application of modified pavement markings and additional roadway signs. Passive measures are applicable only under certain conditions (e.g. wide roads) and have been shown to achieve only marginal reductions in speeds. Physical measures refer to modifications of the road platform. Physical measures are applicable to all widths of roads and can achieve substantial reductions in speeds. Effective retrofit physical measures currently used in Oakville include: Raised concrete medians Rubber speed cushions Mountable concrete medians with flexible bollards Speed humps Though these measures are appropriate for retrofit situations, the application of the vertical measures is not desirable within new developments. The intent of this guideline is to promote the design of traffic calmed roadways as a means of minimizing the February 2008 1
Town of Oakville Traffic Calming Guidelines for New Developments potential for undesirable operating speeds within the neighbourhood road network when they are first built. Doing so will avoid having to implement further calming measures in the future on a retrofit basis. 2. TYPES OF TRAFFIC CALMING MEASURES It is Oakville s experience that physical traffic calming measures provide much more effective deterrence to speeding than do passive measures. This guideline is intended to address the need for and application of physical traffic calming measures in new developments. Traffic calming is the use of measures that reduce the potential for negative vehicle operations, alter driver behaviour, and maintain or improve the environment within the corridor for all users. A number of traffic calming measures exist today for application to local and collector roadways. The commonly-used traffic calming measures are typically grouped as Vertical Deflection or Horizontal Deflection devices. A description of each is provided below: Vertical Deflection These refer to traffic calming measures that create a physical change in the height of the roadway. When appropriately designed, vehicles must slow down when manoeuvring over these measures to avoid unpleasant jostling feelings. These measures are used primarily to reduce vehicle speeds. In some instances, they can also be used to improve the safety of pedestrian crossings (e.g. raised crosswalks). Horizontal Deflection These refer to two types of traffic calming measures. One type of measure reduces the driver s ability to continue in a straight line by use of a barrier deflection in the roadway. This deflection forces drivers to slow their vehicles in order to safely navigate the measure. The other type of measure is designed to narrow the width of the travel lane. This reduces the usable surface of the roadway which causes drivers to slow their vehicles to maintain an acceptable level of comfort. These measures are mainly used to address speed concerns, but applications that narrow the travel lane can improve pedestrian safety by reducing the crossing width. It is important when determining the use/application of traffic calming measures to understand the benefits and disbenefits of the measures. This is to ensure that the measure will achieve the desired effect without negatively affecting local access, emergency, transit, and maintenance functions, or traffic operations on the wider area road network. The Town of Oakville has had experience with speeding in the developed areas of the Town. It is the Town s objective to proactively plan, design and build streets to accommodate all road users. In this regard, traffic calming measures must not only address the desired traffic-related effect, but must also facilitate other corridor users such as pedestrians and cyclists. It is also desirable for the measures to be complimentary to the surrounding environment. Though vertical traffic calming measures can be effective in reducing speeds, they are intrusive and can have significant adverse impacts to emergency and transit vehicles. Therefore vertical measures are not recommended as part of a new development plan. For new developments, horizontal traffic calming measures are recommended. New developments have unique opportunities for the introduction of cost effective traffic calming. February 2008 2
Town of Oakville Traffic Calming Guidelines for New Developments These measures are much more feasible when incorporated into a new roadway design than in a retrofit situation. These elements can offer benefits to pedestrians, and can be seamlessly integrated into the subdivision development plan allowing the plan to achieve its desired urban design objectives. 2.1 Recommended Toolbox of Measures Based on the above, the following are the recommended traffic calming measures in order of preference, for implementation on residential streets in new developments in the Town of Oakville. 1. Curb Extension 3. Traffic Circle 5. Raised Centre Median 2. Chicane 4. Roundabout (mini) All physical measures will be complemented with passive calming measures (i.e. pavement markings and signage) where appropriate. All measures are applicable to/appropriate for Fire, EMS, Police and transit routes, and for maintenance vehicles, and are applicable to posted speeds of 50 km/h or less. Table 1 provides information on each measure. February 2008 3
Town of Oakville Traffic Calming Guidelines for New Developments Table 1 Toolbox of Traffic Calming Measures for Residential Streets in New Developments Town of Oakville Measure Description Purpose / Benefits 1. Curb Extension / Bulb Out Applicability Local and Collector Streets A horizontal intrusion of the curb into the roadway resulting in a narrower section of roadway. Typically used at intersections. Also used at midblock locations if significant pedestrian activity is present (e.g. school crossings) Reduce vehicle speeds Slow vehicles making turns Reduce crossing distance for pedestrians, and increase pedestrian visibility Prevent parking close to an intersection, and protects parked vehicles May visually enhance the street if landscaped 2. Chicane Applicability Local and Collector Streets A series of curb extensions on one side or on alternating sides of a roadway, depending on the width of the roadway. Reduce vehicle speeds Discourage shortcutting or through traffic May visually enhance the street if landscaped February 2008 4
Town of Oakville Traffic Calming Guidelines for New Developments Table 1 Toolbox of Traffic Calming Measures for Residential Streets in New Developments Town of Oakville Measure Description Purpose / Benefits 3. Traffic Circle Applicability Local and Collector Streets A raised circular island located in the centre of an intersection, which requires vehicles to travel through the intersection in a counter-clockwise direction around the island. Reduce vehicle speeds; most effective when several are used in a series Reduce vehicle-vehicle conflicts and severity at intersections Reduce starts and stops which may have environmental benefits May visually enhance the street if landscaped Design Considerations Turning analysis to be carried out to ensure that larger vehicles can negotiate the circle. 4. Mini- Roundabout Applicability Local and Collector Streets Similar to a traffic circle, but larger and with raised or traversable splitter islands on each leg. All vehicles must circulate counter-clockwise around the circle. Reduce vehicle speeds Reduce vehicle-vehicle conflicts and severity at intersections Reduce starts and stops which may have environmental benefits May visually enhance the street if landscaped Design Considerations Turning analysis to be carried out to ensure that larger vehicles can negotiate the circle. February 2008 5
Town of Oakville Traffic Calming Guidelines for New Developments Table 1 Toolbox of Traffic Calming Measures for Residential Streets in New Developments Town of Oakville Measure Description Purpose / Benefits 5. Raised Centre Median Applicability Local and Collector Streets An elevated median constructed within the centre of a road opposite to a left turn lane to deter passing. Reduce vehicle speeds Deter vehicle passing Reduce crossing distance for pedestrians May visually enhance the street if landscaped Source: Research into Traffic Calming Final Report, Town of Ajax, May 2005 County of Sacramento Neighbourhood Traffic Management Program, June 2006 City of Windsor Traffic Calming for Residential Areas Policy Paper, September 2005 Pennsylvania s Traffic Calming Handbook, January 2001 February 2008 6
Town of Oakville Traffic Calming Guidelines for New Developments 3. METHODOLOGY / GUIDELINES New residential development is to be designed with calmed neighbourhood streets. This aspect is to be taken into consideration in the early plan development (road layout, lotting) to ensure that the short block concept is embraced, or accommodation for traffic calming elements is reserved (e.g. traffic circles). It should be recognized that traffic calming elements should be integrated with the plans which may affect driveway locations and the placement of landscaping materials. The resulting roadway plan, with its complementary traffic calming features, should be incorporated into a Traffic Management Plan (TMP) prepared by a traffic consultant on behalf of a developer, before submission to the Town. The street network and intersections will be assessed to ensure that areas of potential speeding and high pedestrian traffic (e.g. school zones, parks) have been addressed. When the appropriateness of traffic calming is being assessed for a new development, the area-wide road network should also be considered. Potential future traffic concerns in the new development should be assessed in such a way that traffic calming will benefit the new development, without future adverse impacts on surrounding areas. A 3-stage process is recommended in reviewing the need for, and application of traffic calming measures in new residential developments. These include: (1) identification of potential problems, (2) selection of traffic calming measures, and (3) implementation strategy. 3.1 Step 1 Problem Identification Operational Thresholds To identify potential future problems on new subdivision streets, there is a need to define the operational thresholds that the Town strives to achieve. These thresholds are consistent with engineering practice, and reflect the characteristics of the Town. They are as follows: 1. An 85 th percentile speed that does not exceed 10 km/h of the posted speed limit of 50 km/h for local and collector roads 2. An 85 th percentile speed that does not exceed 10 km/h of the posted speed limit of 40 km/h (typically elementary school zones) The Town will require traffic calming on roads within new developments as appropriate, as a management tool to maintain traffic speeds within these parameters. Projecting Future Speeds Problem identification for new development includes projecting future traffic speeds and comparing these conditions to the operational thresholds. Future traffic speeds can be projected based on the measured relationship between speed and road geometry. The following summarizes this relationship: February 2008 7
Town of Oakville Traffic Calming Guidelines for New Developments Tangent Length (m) 85th Percentile Speed (km/h) 80 40 160 50 200 54 300 60 Source: Traffic Calming Design Standards for New Residential Streets, Womble, J., Bretherton, M., ITE Journal, March 2003 To meet the speed operational threshold for local and collector roads with posted speed limits of 50 km/h, physical traffic calming measures will be required for long, straight roadway sections of 300 m or more. A long, straight roadway section can entail roadways with a minor deflection or large radius curve that could result in 85 th percentile speeds above the threshold. To meet the operational threshold for roads with posted speed limits of 40 km/h, physical traffic calming measures will be required for straight roadway sections of 160 m or more. Assessment of Need With the aid of estimates of the projected speeds based on geometry, a qualitative assessment can be made on the need for traffic calming measures for new developments. In designing or reviewing development plans, any of the following items would warrant investigation of calming measures. Potential Traffic Calming Identifiers / Things to Look for Concern Excessive Speed long, straight (includes minor deflections and large radius curves) and uninterrupted sections of road (300 m +) that would result in 85 th percentile speeds more than 10 km/h above the posted speed limit of 50 km/h for local and collector residential roads any factors present that will potentially influence the motorist s choice to speed, e.g. wide lane widths (over 3.5 m), clear zone, no provision for on-street parking Conflicts in Elementary School Zones based on the Town s experience, traffic calming is recommended on roads in all elementary school zones with straight roadway sections which are uninterrupted for distances of 160 m + since they would result in 85 th percentile speeds more than 10 km/h above the posted speed limit of 40 km/h Areas of other Conflicts areas for other potentially high pedestrian activities (e.g. intersections, and park areas) pedestrians / cyclists desire lines are pedestrians / cyclists guided to a designated crossing area (e.g. intersection)? February 2008 8
Town of Oakville Traffic Calming Guidelines for New Developments 3.2 Step 2 - Selection of Traffic Calming Measures The following provides some guidelines on the use of the traffic calming measures in the toolbox on residential local and collector roads. 1. Curb extensions will be used at intersections where long, straight (including minor deflection and large radius curves) and uninterrupted sections of a roadway equal or exceed 300 m for roads with a posted speed limit of 50 km/h, and 160 m for roads with a posted speed limit of 40 km/h. 2. Chicanes will be used in midblock sections where long, straight (including minor deflection and large radius curves) and uninterrupted sections of a roadway equal or exceed 300 m for roads with a posted speed limit of 50 km/h, and 160 m for roads with a posted speed limit of 40 km/h. 3. Traffic circles or mini-roundabouts may be used in lieu of curb extensions at intersections. 4. Curb extensions may be used at locations other than at intersections, where high numbers of pedestrians may cross to utilize parks or other major pedestrian generators. 5. Raised centre medians will only be used in unique cases such as opposite a left turn lane, where a corresponding left turn lane is not required in the opposing direction. 3.3 Step 3 Implementation 3.3.1 Spacing of Calming Measures Appropriate spacing of the traffic calming measures is required so that speeds are not only controlled at the slow points (i.e. at the measure), but also midblock. It is the objective of the Town of Oakville to have an 85 th percentile target speed that corresponds to the posted speed limit, at the slow point. For example, for a roadway posted at 50 km/h, the desired 85 th percentile speed at the calming measure is 50 km/h. To achieve these target speeds, the recommended maximum spacing of traffic calming measures is as follows: Posted Speed Limit (km/h) Spacing (m) 40 80 to 120 50 160 to 210 These recommended spacings are also expected to result in midblock speeds well below 10 km/h above the posted speed limit. Lower spacings are acceptable, and may be necessary. 3.3.2 Design Criteria The design criteria for the traffic calming measures identified for new developments, and signage and markings necessary to identify the traffic calming measures, should be provided as per Town of Oakville standards, the Canadian Guide to Neighbourhood Traffic Calming, published by the Transportation Association of Canada and the Canadian Institute of Transportation Engineers, and the Manual of Uniform Traffic Control Devices, Ontario, published by the Transportation Association of Canada. February 2008 9
Town of Oakville Traffic Calming Guidelines for New Developments An example of the application of the traffic calming measures is shown in Exhibit 1. Further details on the traffic calming assessment as part of a traffic management plan (TMP), is included in Appendix A. February 2008 10
Town of Oakville Traffic Calming Guidelines for New Developments Exhibit 1: Example Application of Traffic Calming Measures February 2008 11