Town of Milton Derry Green Corporate Business Park Secondary Plan Transportation Strategy Report Final December 2010 Excellence in Transportation Planning
Town of Milton Derry Green Corporate Business Park Transportation Strategy Final Report Table of Contents 1. Introduction 1 1.1 Study Context 1 1.2 Purpose of the Transportation Strategy 1 1.3 Study Area 2 2. Transportation and Land Use 3 2.1 Preferred Option 3 2.2 Relationship Between Transportation and Land Use 4 2.3 Transit-Oriented Development 5 3. Roadway Network 7 3.1 Transportation Network Analyses 7 3.1.1 Traffic Zones and Ultimate Land Use 7 3.1.2 Trip Generation 9 3.1.3 Trip Distribution and Assignment 9 3.1.4 Screenline Analyses 10 3.2 Grid of Continuous and Connected Roads 13 3.3 Roadway Elements and Design Principles 13 3.3.1 Roadway Classification and Function 14 3.3.2 Roadway Cross-sections 19 3.3.3 Intersection Controls, Spacing and Daylight Triangle Requirements 20 3.3.4 Driveway Connections 21 3.3.5 Horizontal Curve and Sight Distance Requirements 21 4. Transit 23 ENTRA Consultants 12/8/2009 Page i
Town of Milton Derry Green Corporate Business Park Transportation Strategy Final Report Table of Contents (Continued) 5. Transportation Demand Management 27 5.1 TDM Opportunities 27 5.1.1 Primary TDM Strategies 28 5.1.2 Complementary Strategies 29 Appendices Appendix A Town of Milton Road Cross-sections Page ii 12/8/2009 ENTRA Consultants
Town of Milton Derry Green Corporate Business Park Transportation Strategy Final Report List of Exhibits Exhibit 1 Study Area, Derry Green Corporate Business Park 2 Exhibit 2 Preferred Land Use and Transportation Network Option 3 Exhibit 3 Traffic Zones 8 Exhibit 4 Study Screenline Locations 11 Exhibit 5 Proposed Road Classifications in the Secondary Plan Area 15 Exhibit 6 Right-of-way Requirements for Future Railway Grade Separations 21 Exhibit 7 Potential Future Transit Corridors in the Secondary Plan Area 25 ENTRA Consultants 12/8/2009 Page iii
Town of Milton Derry Green Corporate Business Park Transportation Strategy Final Report List of Tables Table 1 Land Use by Traffic Zone 9 Table 2 Estimated Trip Generation by Traffic Zone 10 Table 3 Option 1A: Business Park/Industrial Focus with Modified Grid Screenline, Volume-to-capacity 12 Table 4 Function of Transportation Facilities, by Facility Type, Town of Milton 17 Table 5 Town of Milton Intersection Characteristics 20 Table 6 Minimum Centreline Curve and Required Sight Distance 22 Page iv 12/8/2009 ENTRA Consultants
Town of Milton Derry Green Corporate Business Park Transportation Strategy Final Report 1. Introduction 1.1 Study Context The area referred to as Derry Green Corporate Business Park (Business Park II) within the Town of Milton, is the second of two planned employment areas being implemented as part of the Halton Urban Structure Plan (HUSP). For this area to develop, the 401 Industrial/Business Park (the first phase of employment development), has to reach the Town s Official Plan requirement that 75 percent of the area be built out and a secondary plan must be completed. The 401 Industrial/Business Park area is now approximately 80 percent complete. Therefore, the Town of Milton is currently proceeding to prepare for the development of the Business Park II lands (Derry Green Corporate Business Park), which will accommodate the majority of the Town s future employment land growth, through the preparation of a secondary plan and supporting studies. The Derry Green Corporate Business Park Secondary Plan provides detailed policy on matters including transportation for the planning area. The Derry Green Corporate Business Park Secondary Plan defines a functional road network within the planning area and identifies any major transportation improvements and transit opportunities for implementation over the next 20 years in support of anticipated development in the Milton Business Park II Secondary Plan. The Derry Green Corporate Business Park Secondary Plan provides guidelines for land use planning and urban design, detailed road standards and a plan for the integration of transit service. 1.2 Purpose of the Transportation Strategy This Derry Green Corporate Business Park Transportation Strategy builds on the work completed in Transportation Background Study report and Option Assessment report completed for Derry Green Corporate Business Park. Through consultation with Town staff and the consultant team, a preferred plan for the study area was developed. This Transportation Strategy provides guidance for the preferred transportation system, including identifying roadway classifications, roadway functions, right-of-way ENTRA Consultants 12/8/2009 Page 1
requirements, intersection controls, potential transit corridors, and supportive land use and transportation demand management (TDM) opportunities. 1.3 Study Area The Derry Green Corporate Business Park Study Area is located in the Milton Urban Expansion Area, east of the Bristol Survey, as shown in Exhibit 1. The area is approximately 800 hectares (2,000 acres) in size and is bounded by Highway 401 and the Middle Branch of Sixteen Mile Creek (west edge of floodplain) to the north, Sixth Line to the east, Centre Tributary of the Middle Branch of Sixteen Mile Creek (north edge of Floodplain) to the south and James Snow Parkway (Regional Road 4) to the west. Exhibit 1 Study Area, Derry Green Corporate Business Park Page 2 12/8/2009 ENTRA Consultants
2. Transportation and Land Use 2.1 Preferred Option Based on the input received from the public, agencies and landowners/developers, and the technical evaluation of the options by the Study Team, the preferred option was chosen and was recommended as the basis for the preparation of the Derry Green Corporate Business Park Secondary Plan by the Town of Milton. The preferred option comprises a Business Park/Industrial Focus and Modified Grid Pattern. The preferred plan shown in Exhibit 2 illustrates a modified grid pattern, which adds additional collector roads to the existing arterial road network in the study area. Exhibit 2 Preferred Land Use and Transportation Network Option ENTRA Consultants 12/8/2009 Page 3
The majority of the developable lands (445 ha) are designated Business Park Area (300 ha), with an area south of the railway track designated Industrial Area (130 ha). In addition, a limited number of sites are designated Prestige Office Area (7 ha). The modified grid pattern adds additional roads to the existing arterial road system. Wherever possible, direct connections are made to align with existing roads. Proposed roadway crossings are respectful of major natural heritage features. This system is composed of collector roads. Additional local roads would likely be required and are anticipated to provide property access. 2.2 Relationship Between Transportation and Land Use This Transportation Strategy for the Derry Green Corporate Business Park Secondary Plan reflects the vitally important relationship between land use and transportation. This relationship is reflected in the road pattern, proposed transit corridors, and ultimately must be reflected in the design of roads in the Derry Green Corporate Business Park Secondary Plan. In the Derry Green Corporate Business Park Secondary Plan, centres and corridors of transit-supportive land uses are planned at strategic locations, with built form and streetscape that is intended to help support the use of alternative travel modes, particularly transit. These nodes of primarily office development, as well as street-oriented development proposed along much of James Snow Parkway and Derry Road in the study area, provide opportunities for a mix of uses that are important in supporting the efficient and cost-effective delivery of transit services. Generally, the denser the development and more transit-supportive the mix and design of uses within walking distance of transit, the higher the level of transit service that can be supported. With a higher level of transit service, the attraction to transit is greater since the total travel time by transit and reliability of transit are improved. This can lead to less reliance on the automobile, a reduction in auto trips and reduced infrastructure requirements for automobiles. Furthermore, the greater the mix of uses along the corridor, the greater the potential utilization of the transit and roadway networks in both peak and off-peak travel directions. This is possible because the peak direction of travel for residential uses is most often in the reverse direction to the peak direction of travel for many employment uses. For example, residential uses generate trips primarily in the outbound direction in the morning, while employment uses most often generate trips in the inbound direction in the morning. A mix of residential and employment uses in Milton creates the opportunity to more effectively utilize roadway infrastructure and transit services in both inbound and outbound directions, as well as opportunities to live and work in town. With higher transit service levels, other areas beyond the nodes and arterial corridors can also realize some of the benefits. The higher level of transit service that is supported by development of the office nodes and arterial corridors in turn creates opportunities to increase transit ridership throughout the secondary plan area. Page 4 12/8/2009 ENTRA Consultants
This Transportation Strategy for Derry Green Corporate Business Park addresses the inter-relationship between transit, walking, and cycling and roadway components of the transportation network in an attempt to accommodate total travel requirements. For example, connectivity of roads in the area will help to encourage walking and cycling, as well as transit, by providing directing routing and reducing travel distances and times. 2.3 Transit-Oriented Development In general, the more compact the urban form, the greater the support for walking, cycling and use of transit. In the study area it is important that uses are planned with built form and streetscape that support the use of alternative travel modes (particularly transit) to the greatest extent possible. Transit-Oriented Development (TOD) is being explored in the town of Milton as a means of maximizing transit ridership, maximizing the return on transit investment and infrastructure, and helping to achieve the goals of the community, as outlined in the Official Plan. In accordance with Milton s Official Plan policies, the Derry Green Corporate Business Park Secondary Plan is intended to incorporate Transit-Oriented Development principles, to the extent possible. TOD is a development pattern characterized by the concentration of jobs, moderate to high density, retail uses and services, and complementary public uses in mixed-use developments at strategic points to support an area transit system. The location, design, configuration and mix of uses in a TOD provide an alternative to current suburban development trends by emphasizing a pedestrian-oriented environment and reinforcing the use of transit. The strategic points of concentrated development in the TOD approach can vary in scale, configuration and focus. TOD provides direction for area development in terms of identifying areas of intensification and walkable, mixed-use environments that create mobility options and benefit both local communities and the municipality as a whole. The objectives of TOD are: promote mixed, transit-supportive land use in nodes and corridors increase density at transit nodes create safe, accessible, pedestrian-oriented design promote a sense of place encourage transit use, without excluding the auto support transportation demand management ENTRA Consultants 12/8/2009 Page 5
Transit-supportive land use can contribute to increased use of transit in addition to creating a more efficient transportation network. Land use at the node at James Snow Parkway and Derry Road should: reflect higher employment densities encourage transportation demand outside of peak hours and demand opposite to the peak flow of traffic encourage extended hours of activity encourage pedestrian users with attractive and direct pedestrian connections a park once environment Examples of appropriate land uses could include: office, with commercial components such as call centres off-peak generators street retail personal service uses fitness, medical, child care centres Transit-supportive land uses should also be located along arterial transit corridors. Considerations along arterial transit corridors, should include: street retail with personal service uses easy access to bus stops pedestrian scale It is intended that TOD design principles be incorporated in the Derry Green Corporate Business Park Secondary Plan. Potential TOD elements for possible consideration include: ensure transit-supportive land uses, including establishing a mix of uses, to the extent possible optimize density around nodes like the intersection of Derry Road and James Snow Parkway provide convenient, comfortable pedestrian-oriented routes with development forms and siting of buildings that are pedestrian-friendly, where possible make the transit stop areas attractive and functional, providing passenger amenities that are appropriate to the location implement street and block layouts on a grid basis, with sidewalks on all streets consider reduced parking requirements Page 6 12/8/2009 ENTRA Consultants
3. Roadway Network 3.1 Transportation Network Analyses The transportation network for the Derry Green Corporate Business Park Secondary Plan area was established on the basis of planned ultimate uses in the secondary plan area using a screenline analyses incorporating programmed road improvements. 3.1.1 Traffic Zones and Ultimate Land Use Derry Green Corporate Business Park Secondary Plan area was divided into traffic zones (see Exhibit 3). The study area was divided into 16 zones. Developable land in each zone was provided by Macaulay Shiomi Howson Ltd. and is shown in Table 1. The proposed land uses include: Business Park Area Gateway Site Street Oriented Sites Natural Heritage Oriented Sites ii) Industrial Area iii) Prestige Office Area ENTRA Consultants 12/8/2009 Page 7
ZONE 1 ZONE 2 ZONE 3 ZONE 4 ZONE 5 ZONE 8 ZONE 6 ZONE 9 ZONE 7 ZONE 10 ZONE 11 ZONE 12 ZONE 13 ZONE 14 ZONE 15 ZONE 16 Exhibit 3 Traffic Zones 27-34Afig09-11-16Ex3.doc
Table 1 Land Use by Traffic Zone Land Use Zone 1 Zone 2 Zone 3 Zone 4 Zone 5 Zone 6 Zone 7 Zone 8 Zone 9 Zone 10Zone 11Zone 12Zone 13Zone 14Zone 15Zone 16 TOTAL Business Park 13.06 9.08 7.21 6.26 13.77 9.97 25.08 8.81 7.95 18.62 15.06 39.11 173.98 Gateway 54.77 54.77 Street Oriented 3.41 4.47 2.44 4.53 7.47 5.68 7.88 3.55 3.44 3.48 46.35 Natural Heritage Oriented 3.39 2.18 15.57 21.14 Sub total Business Park 54.77 13.06 12.49 11.68 12.09 18.3 17.44 32.94 16.69 7.95 22.17 15.57 18.5 42.59 296.24 Industrial 23.44 38.63 11.21 23.52 22.03 0.76 7.49 127.08 Prestige Office 1.16 1.27 1.23 1.87 3.87 9.4 TOTAL AREA 54.77 13.06 35.93 38.63 22.89 23.52 35.28 20.33 24.93 34.17 16.69 7.95 24.04 15.57 18.5 46.46 432.72 3.1.2 Trip Generation Trips were generated for the Derry Green Corporate Business Park Secondary Plan area, based on the proposed uses identified in Table 1. The base trip rates were obtained from the Institute of Transportation Engineers (ITE) Trip Generation, 7th Edition using trips generated by employees for each land use. The base trip rates were calibrated to the production and attraction rates for employment lands in the Region of Halton transportation demand forecasting (EMME/2) model and reflect an adjustment to account for capture rates (i.e., multiple trip purposes) in employment areas. Capture rates are based on ITE documentation. The adjusted trip rates were applied to the estimated employees per ha provided by Hemson Consulting Ltd. The estimated trips by traffic zone for the Business Park/Industrial Focus and Business Park Focus are shown in Table 2. 3.1.3 Trip Distribution and Assignment The site trips were distributed based on the traffic zone systems and 2001 Transportation Tomorrow Survey (TTS) trip distribution data. Trips are assigned based on the anticipated overall distribution of trips, directness of travel, planned major road network improvements and the secondary plan road network. The assignment of traffic resulted in projected link and intersection turning movements for all collector roads in the secondary plan area and major arterial roads in and around the secondary plan area. ENTRA Consultants 12/8/2009 Page 9
Table 2 Estimated Trip Generation by Traffic Zone Option 1 Business Park/Industrial Focus AM PM ZONES INBOUND OUTBOUND INBOUND OUTBOUND 1 880 155 138 490 2 210 37 33 117 3 612 97 133 361 4 678 101 168 411 5 384 62 78 224 6 413 62 102 250 7 679 105 149 392 8 415 69 49 172 9 345 57 66 199 10 633 339 482 357 11 268 47 42 149 12 226 23 20 71 13 514 84 275 298 14 226 23 20 71 15 395 52 47 165 16 1011 895 107 588 Total 7887 2209 1910 4316 3.1.4 Screenline Analyses A series of screenlines were established to measure future roadway capacity and projected traffic volumes at key strategic locations (e.g., crossing the CNR line) in and around the secondary plan area. The study screenlines comprise: North-South 1. South of Highway 401, James Snow Parkway to Trafalgar Road 2. Canadian National Railway (CPR) line, James Snow Parkway to Trafalgar Road 3. North of Derry Road, east of James Snow Parkway to west of 6 th Line 4. South of Derry Road, east of James Snow Parkway to west of 6 th Line 5. North of Britannia Road, James Snow Parkway to Trafalgar Road 6. South of Britannia Road, James Snow Parkway to Trafalgar Road East-West 7. West of 407 ETR, Derry Road to Britannia Road 8. West of Trafalgar Road, Derry Road to Britannia Road 9. East of James Snow Parkway, south of Highway 401 to north of Britannia Road The screenlines are shown in Exhibit 4. Page 10 12/8/2009 ENTRA Consultants
Exhibit 4 Study Screenline Locations Screenline analyses were completed to compare roadway PM peak hour auto link volumes to the capacity of the arterial and collector roads at several screenlines within and around the study area. The screenline capacity analysis used a screenline volume-to-capacity (V/C) ratio of 0.85 as the critical measure of need for an improvement. The assessment assumed average capacity of a major arterial road lane is 950 to 850 auto vehicles per hour, minor arterial lane is 750 to 600 auto vehicles per hour, and collector lane is 600 auto vehicles per hour. The assumed lane capacities reflect the modeled link capacities in the Region of Halton transportation demand forecasting (EMME/2) model. Screenline volume-to-capacity results are presented in Table 3. ENTRA Consultants 12/8/2009 Page 11
Table 3 Option 1A: Business Park/Industrial Focus with Modified Grid Screenline, Volume-to-capacity Derry Green Corporate Business Park Town of Milton Screenline/Corridor Traffic Assessment ~ Updated Planning Estimates. Option 1A Site + Background Traffic PM Screenline Location Northbound/Eastbound Southbound/Westbound Number Capacity Site Number Capacity Site Code Roadway of Lanes (vphpl) Capacity Volume V/C of Lanes (vphpl) Capacity Volume V/C North/South Screenlines 1 South of Highway 401 Trafalgar Road 2 950 1,900 700 0.37 2 950 1,900 740 0.39 Sixth Line 1 600 600 284 0.47 1 600 600 239 0.40 Fifth Line 1 600 600 419 0.70 1 600 600 579 0.97 James Snow Parkway 2 850 1,700 2,431 1.43 2 850 1,700 1,823 1.07 Total 4,800 3,834 0.80 4,800 3,381 0.70 2 N of CPR Trafalgar Road 2 950 1,900 690 0.36 2 950 1,900 736 0.39 Sixth Line 1 600 600 334 0.56 1 600 600 375 0.63 Fifth Line 1 600 600 725 1.21 1 600 600 823 1.37 James Snow Parkway 2 850 1,700 1,763 1.04 2 850 1,700 1,745 1.03 Total 4,800 3,512 0.73 4,800 3,679 0.77 3 North of Derry Road Street 1 0 600 0 24 0.00 0 600 0 67 0.00 Fifth Line 1 600 600 610 1.02 1 600 600 751 1.25 Street 2 0 600 0 28 0.00 0 600 0 88 0.00 Collector Road 1 1 600 600 64 0.11 1 600 600 157 0.26 Total 1,200 726 0.61 1,200 1,063 0.89 4 South of Derry Road Street 1 0 600 0 36 0.00 0 600 0 22 0.00 Fifth Line 1 600 600 601 1.00 1 600 600 503 0.84 Street 2 0 600 0 20 0.00 0 600 0 2 0.00 Collector Road 1 1 600 600 35 0.06 1 600 600 34 0.06 Total 1,200 692 0.58 1,200 561 0.47 5 North of Britannia Road Trafalgar Road 2 950 1,900 776 0.41 2 950 1,900 814 0.43 Sixth Line 1 600 600 495 0.83 1 600 600 552 0.92 Fifth Line 1 600 600 263 0.44 1 600 600 486 0.81 James Snow Parkway 2 850 1,700 496 0.29 2 850 1,700 612 0.36 Total 4,800 2,030 0.42 4,800 2,464 0.51 6 South of Britannia Road Trafalgar Road 2 950 1,900 1,458 0.77 2 950 1,900 1,523 0.80 Sixth Line 1 600 600 388 0.65 1 600 600 438 0.73 Fifth Line 1 600 600 49 0.08 1 600 600 122 0.20 James Snow Parkway 2 850 1,700 311 0.18 2 850 1,700 528 0.31 Total 4,800 2,206 0.46 4,800 2,611 0.54 East/West Screenlines 7 West of ETR 407 Britannia Road 2 850 1,700 565 0.33 2 850 1,700 632 0.37 Derry Road 2 950 1,900 902 0.47 2 950 1,900 942 0.50 Total 3,600 1,467 0.41 3,600 1,574 0.44 8 West of Trafalgar Road Britannia Road 1 850 850 624 0.73 1 850 850 630 0.74 Derry Road 2 950 1,900 774 0.41 2 950 1,900 704 0.37 Total 2,750 1,398 0.51 2,750 1,334 0.49 9 East of James Snow Pkwy 0 Main Street 1 850 850 327 0.38 1 850 850 640 0.75 Trudeau Dr Extension 1 600 600 93 0.16 1 600 600 238 0.40 Waldie Ave Extension 1 600 600 173 0.29 1 600 600 476 0.79 Derry Road 2 950 1,900 1,383 0.73 2 950 1,900 2,458 1.29 Street C 0 600 0 199 0.00 0 600 0 260 0.00 Clark Blvd Extension 1 600 600 55 0.09 1 600 600 104 0.17 Street E 0 600 0 35 0.00 0 600 0 191 0.00 Louis St. Laurent Extension 1 600 600 89 0.15 1 600 600 297 0.50 Britannia Road 1 850 850 624 0.73 1 850 850 788 0.93 Total 6,000 2,978 0.50 6,000 5,452 0.91 Bold indicates potential capacity constraint. vphpl = Vehicles per hour per lane File: 27-34Atab09-12-8ScreenlineOption1A-Table3TSRpt.xls Page 12 12/8/2009 ENTRA Consultants
The screenline analyses indicate that in addition to the currently planned and programmed road improvements in the study area, the following improvements are likely required: Derry Road in the secondary plan area, one additional lane in each direction James Snow Parkway, Derry Road to Highway 401, one additional lane in each direction 5th Line, south of Derry Road to Highway 401, one additional lane in each direction 3.2 Grid of Continuous and Connected Roads The road network in the Derry Green Corporate Business Park Secondary Plan is intended to reflect the principles of continuity and connectivity of roads. These principles are viewed as key elements of the Derry Green Corporate Business Park Secondary Plan. A network of roads, with direct connections to existing roads, provides an efficient way for future workers in Derry Green Corporate Business Park and adjacent existing communities to travel between neighborhoods, whether by automobile, transit, walking or cycling. Multiple and continuous road connections in Derry Green Corporate Business Park will encourage direct travel and reduce the reliance and pressure placed on individual road intersections. This achieves the benefit of reducing vehicle queues and delays to motorists at intersections and contributes to potential reductions in overall travel distances and times for motorists. The continuous and connected road network in the proposed Derry Green Corporate Business Park Secondary Plan also supports an effective and efficient transit system in Derry Green Corporate Business Park. The grid of roads is a key element of the transit plan, allowing proposed transit services to effectively and efficiently operate within Derry Green Corporate Business Park and serve planned development. 3.3 Roadway Elements and Design Principles It is anticipated that the Derry Green Corporate Business Park Secondary Plan can accommodate automobiles, transit vehicles, pedestrians and cyclists by providing an efficient network of roads and design elements that enhance the street for all users. The plan promotes direct travel, reduces the potential for traffic congestion and supports several modes of travel. The road network in the Derry Green Corporate Business Park is to comply with the general goals, objectives and policies respecting transportation in Milton, which are set forth in Part B, Section 2.6 Functional Community Services of the Town of Milton Official Plan. The Town s strategic policies are stated in Section 2.6.3 and address transportation matters in the town comprising the overall transportation system, roads, travel demand management, public and private parking, public transit, trucking, rail and the trails system. ENTRA Consultants 12/8/2009 Page 13
Milton s policies state that the Town s transportation system shall: provide a safe, economic and efficient rail and highway network for both people and goods movement increase accessibility to major areas of employment, shopping and recreation, with an emphasis on accessibility by public transit promote and support traffic movement by walking, cycling and public transit include the provision of a public transit system which targets a high level of public transit usage in the Urban Area of approximately 20 percent of all trips by 2016 be planned and developed with a specific emphasis on social economic and environmental concerns integrate all travel modes: walking, cycling, public transit, trains and private vehicles include the early introduction of public transit service to new development areas wherever economically feasible provide transit service in the Milton Urban Area, within reasonable walking distance and at reasonable cost, to all sectors of the public, including persons with physical disabilities develop transportation corridors as shared-use facilities with other linear utilities support an efficient and safe GO Transit system ensure the timely study of major transportation facilities such as the James Snow Parkway and the new East-West Collector Road between Derry Road and Britannia Road in relation to the development and approval of relevant Secondary Plans 3.3.1 Roadway Classification and Function The Transportation Plan for the Town of Milton is shown on Schedules E and F of the Town of Milton Official Plan. Tables 2 and 2A of the Town of Milton Official Plan outline the general classification, function and design requirements of the Town s transportation facilities and identify the right-of-way widths of specific roadway segments within the Town. The proposed functional road network in the Derry Green Corporate Business Park Secondary Plan area is shown in Exhibit 5. It is the Town s policy that transportation facilities shall generally be developed and planned to comply with the general classification, function and right-of-way requirements outlined in Table 4. Page 14 12/8/2009 ENTRA Consultants
Table 4 Function of Transportation Facilities, by Facility Type, Town of Milton Facility Type Function General Design Guidelines Major Arterials Multipurpose Arterials Minor Arterials Serve mainly inter-regional and regional travel demands Accommodate truck traffic Accommodate high-order transit services and high occupancy vehicle lanes Connect urban areas or Nodes in different municipalities Carry high volumes of traffic Distribute traffic to and from Provincial Freeways and Highways Serve a mix of functions of Major Arterials and Minor Arterials Typically connects major Arterials through urban areas or Nodes Serve mainly local travel demands Accommodate local truck traffic Accommodate local transit services Connect urban areas or Nodes within the same municipalities Carry moderate to high volumes of traffic Distribute traffic to and from Major and Multi-purpose Arterials High degree of access control Transit-supportive land uses to be encouraged along right-of-way within Urban Areas Right-of-way requirements up to 50m Intermediate degree of access control Transit-supportive land uses to be encouraged along right-of-way Right-of-way requirements up to 50m Intermediate degree of access control Right-of-way requirements up to 35.0m unless specifically identified in a Local Official Plan ENTRA Consultants 12/8/2009 Page 17
Facility Type Transitway/ Busway Corridors Function Accommodate only transit and emergency vehicles Accommodate interregional, regional and local bus routes Permit high operating speed of transit vehicles Connect Nodes General Design Guidelines Exclusive right-of-way for transit vehicles Transitway/busway Preferably located within right-ofway of highway/freeway Station spacing 1km or further apart except within Nodes Transit-supportive land uses to be encouraged around stations Rail Lines Serve all types of people and goods movements by rail at the regional or national scale Accommodate commuter rail movement to major urban centres in the Greater Toronto Area and surrounding region Collector Road Serves local travel demands Accommodates local transit service Connects Collector and local Roads to Arterials Local Road Serves residential neighbourhood or employment area travel demands Connects individual properties to Collectors and Arterials Lanes Serves residential neighbourhood or commercial Main street travel demands Provides rear access to individual properties and connects them to Local Roads and Collectors Grade separations at intersections with other major transportation facilities Noise or vibration-sensitive land uses to be discouraged along right-of-way Transit-supportive land uses to be encouraged around commuter rail stations No access control Up to four travel lanes Provision for on-street parking on one or two sides Right-of-way requirements up to 26m No access control Two travel lanes Right-of-way requirements up to 20m No access controls Provides two narrow lanes No on-street parking permitted Right-of-way requirements 7.2-9.0 metres (if utilities required) Source: Table 2, Town of Milton Official Plan, Amendment No. 18. Page 18 12/8/2009 ENTRA Consultants
3.3.2 Roadway Cross-sections Arterial, collector and local roads in Derry Green Corporate Business Park are to comply with Town of Milton Industrial Major Collector and Local Road cross-sections, to ensure adequate and appropriate accommodation of automobiles, trucks, transit, pedestrians and cyclists. Major Arterial Road Major arterial roads with a centre median have a 35-metre right-of-way with centre median of 4.4-metre, 2.0-metre bike path, 1.5-metre sidewalk, 2.0-metre boulevard between the travel lanes and bike path, 1.5-metre boulevard between the bike path and sidewalk on each side of the road, with two 3.5-metre travel lanes in each direction. Industrial Arterial Road Industrial arterial roads have a 35-metre right-of-way with 2.0- metre bike path, 1.5- metre sidewalk, 2.0-metre boulevard between the travel lanes and bike path, 2.0-metre boulevard between the bike path and sidewalk on each side of the road with pavement width (face-of-curb to face-of-curb) of 13.4 metres. Minor Arterial Road Minor arterial roads have a 30 metre right-of-way with 2.0 metre bike path, 1.5 metre sidewalk, 2.0 metre boulevard between the travel lanes and bike path, 2.0 metre boulevard between the bike path and sidewalk on each side of the road with pavement width (face-of-curb to face-of-curb) of 13.4 metres. Major Collector Road (Double Loaded) Major collector roads have a 26-metre right-of-way with 2.0-metre bike path, 1.5-metre sidewalk, 2.0 Metre Boulevard between the travel lanes and bike path, 2.0-metre boulevard between the bike path and pedestrian sidewalk on one side of the road. The other side of the road has a 1.5 metre sidewalk with boulevard of 2.0 metres between the sidewalk and travel lanes. The pavement width (face-of-curb to face-of-curb) of the roadway is 13.4 metres. Major Collector Road (Single Loaded or Double Loaded) Major collector roads have a 26-metre right-of-way with 1.5-metre sidewalk, 3.0-metre boulevard between the travel lanes and sidewalk on one side of the road. The other side of the road has a 1.5 metre sidewalk with boulevard of 2.6 metres between the sidewalk and travel lanes. The pavement width (face-of-curb to face-of-curb) of the roadway is 15.8 metres. Local Road (Double Loaded) Local roads have a 20-metre right-of-way with 1.5-metre sidewalk, 3.2-metre boulevard between the travel lanes and sidewalk on one side of the road. The other side of the road has a 1.5 metre sidewalk with boulevard of 2.7 metres between the sidewalk and travel lanes. The pavement width (face-of-curb to face-of-curb) of the roadway is 9.5 metres. ENTRA Consultants 12/8/2009 Page 19
Details of the cross-sections are provided in Appendix A Town of Milton Road Crosssections. 3.3.3 Intersection Controls, Spacing and Daylight Triangle Requirements It is anticipated that collector road intersections with arterial roads will be signalized in future. Intersection spacing of collector roads is provided to permit intersection signalization, in accordance with Region guidelines, when warrants are met. Further studies, including signal warrant analyses, and Region approval will be required prior to signalization. It is anticipated that collector road intersections with collector roads in the secondary plan area may be signalized in future, subject to meeting warrants. Intersection spacing is sufficient to allow future signalization. Local road connections to collector roads are expected to be stop-controlled intersections. Needs for all intersection controls are to be verified by further study, including traffic signal and all-way stop warrants. Intersection spacing along arterial roads is to generally comply with Region standards. Intersection spacing and daylighting requirements for other roads in the Derry Green Corporate Business Park should generally comply with the Transportation Association of Canada Geometric Design Guide for Canadian Roads, 1999, or as amended in Town of Milton Engineering and Parks Standards, version 2006. Intersection minimum spacing, radii and daylight requirement are shown in Table 5. Table 5 Town of Milton Intersection Characteristics Intersection Curb Radius (m) Daylighting (m) Minimum Intersection Spacing (m) Laneway/ Local 8 5 Radius 60 Local/ Local 8 5 Radius 60 Local/ Collector 10 7 Radius 60 Local/ Arterial 15 7 Radius 400 Collector/ Collector 10 10 Radius 60 Collector/ Arterial 15 10 Triangle 400 Arterial/ Arterial of Major Arterial or Highway 15 10 Triangle 400 1. Bus Routes require a minimum curb radius of 13 metres. 2. Industrial Road requires a minimum curb radius of 15 metres. 3. Intersection spacing for Arterial Roads is the same spacing whether the intersection is signalized or insignalized. 4. 3 legged intersections may be spaced a minimum of 40 metres. 5. When a Town road intersections a Region road, Region Standards apply. 6. Intersection Spacing for Laneway/ Local may be reviewed site specific at the Town s discretion. 7. Lay-By lanes will not be permitted on any arterial roads. Source: Town of Milton 2006 Engineering and Parks Standards Page 20 12/8/2009 ENTRA Consultants
Highway rights-of-way for future grade separations at the crossing of a highway with a rail line with general dimensions as shown in Exhibit 6 from the Official Plan. Exhibit 6 Right-of-way Requirements for Future Railway Grade Separations 3.3.4 Driveway Connections Driveway connections with Region roads in Derry Green Corporate Business Park are anticipated to be right-in/right-out driveways. Driveway configurations along Region roads are subject to Halton Region approval. Driveways with collector and local roads are anticipated to be full-moves driveways. Driveway locations on both Region and Town roads will be subject to further approval. 3.3.5 Horizontal Curve and Sight Distance Requirements The minimum centerline radius and sight distance requirements for vehicle turning movements were obtained from the Transportation Association of Canada (TAC) and the Geometric Design Standards for Ontario Highways. The typical standards are summarized in Table 6.. ENTRA Consultants 12/8/2009 Page 21
Table 6 Minimum Centreline Curve and Required Sight Distance Roadways Posted Speed Limit Design Speed Limit Minimum Centreline Curve Minimum Stopping Sight Distance Collector 60 km/h 70 km/h 190 metres 110 metres Local 50 km/h 60 km/h 130 metres 85 metres It is recommended that Derry Green Corporate Business Park roadways be designed in accordance with these guidelines. Page 22 12/8/2009 ENTRA Consultants
4. Transit Transit is an important component of the transportation strategy for the Derry Green Corporate Business Park Secondary Plan. As we are all experiencing, travel by private automobile is becoming increasingly time consuming and unpredictable with increasing traffic congestion. Congestion on area roadways constrains the ability of people and goods to move easily, affecting economic attractiveness and quality of life for residents and workers. To effectively solve congestion in the long-term, more balance in use of travel modes is required. To maximize the effectiveness of the transportation network, the system must offer choice: a choice of routes for short and long trips, or for truck and neighborhood traffic; a choice of non-motorized travel and routes for shorter trips; and a choice of modes for all trips as an alternative for those who cannot or choose not to drive a car for some or all of their daily travel needs. The Derry Green Corporate Business Park Secondary Plan is to comply with Sections 2.6.3.19 and 2.6.3.20 of the Milton Official Plan. It is anticipated that local transit service will be provided with transit stops within approximately 400 metres walking distance of the majority of origins and destinations in the Derry Green Corporate Business Park Secondary Plan area. The early introduction of transit service to the secondary plan area, where economically feasible, will help to provide travel options for potential workers, potentially reducing automobile trips, and may open up potential additional employment markets for employers. The Town currently operates five fixed routes: North of Main, South of Main, Southeast of Main, Thompson South and Milton Crossroads. These routes have scheduled service approximately 30-minute frequency from 6:00 a.m. to 8:30 p.m. on weekdays. Transfers between all routes are provided at the Milton GO station. As previously highlighted, the continuous and connected road network in the proposed Derry Green Corporate Business Park Secondary Plan, with connections to the network of roads in adjacent neighbourhoods, supports the extension of existing transit services to Derry Green Corporate Business Park in an effective and efficient manner. It is anticipated that existing transit service will be extended to the Derry Green Corporate Business Park, either as extensions of existing routes or through the creation of new routes, in accordance with existing Milton Transit service policies and standards. The collector roads within the Derry Green Corporate Business Park Secondary Plan area are to be designed in accordance with Town engineering standards to accommodate future transit services. Potential future transit corridors in the Derry Green Corporate Business Park Secondary Plan area are shown in Exhibit 7. ENTRA Consultants 12/8/2009 Page 23
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5. Transportation Demand Management The Town recognizes the potential importance of transportation demand management in the transportation policies put forth in Section 2.6.3 of the Town s Official Plan, including: The Town recognizes the role of transportation demand management in promoting more efficient use of transportation infrastructure, making the use of private vehicles more sustainable and encouraging increased transit use. It is the Town s policy to encourage the use of special transportation management strategies that promote more efficient use of existing road facilities including staggered work hours, carpooling and High Occupancy Vehicle (HOV) lanes. The Town may require any development that contains more than 3,000 square metres of office use or 9,290 square metres of industrial use to establish with the Town a transportation demand management plan and implementation strategy for their specific development. Priority shall be given to measures which are not capital intensive (e.g., flexible working hours, priority parking for carpool vehicles) and which are feasible given the scale, ultimate ownership and location of the development. As an incentive to encourage transportation demand management, the Town may permit reduced parking standards for developments that demonstrate through their travel demand management plan and implementation strategy that a reduction in the parking standards is appropriate. A reduction in parking standards may also be considered in locations where mixed-use development is permitted, where there is a significant density of development and good accessibility to transit, in accordance with the policies of subsection 3.5.3.4 of the Plan. 5.1 TDM Opportunities Transportation demand management is an important complementary strategy to the transit and TOD components of the Derry Green Business Park Transportation Strategy. The objective of TDM is to create cooperation between transportation system suppliers and users that results in higher system efficiency, modifies modal choices and travel behaviour, and reduces need for capital improvements. In short, it is intended to reduce single-occupant vehicle (SOV) use during the morning and evening peak periods. This is achieved by building community partnerships, providing viable travel alternatives, dispersing trip start times to non-peak periods, or reducing need for travel. Building partnerships within the community and beyond, identifying needs and resources, and implementing solutions are the core elements of any TDM policies and programs. TDM tools include enhancements to the provision and accessibility of alternative modes including transit, disincentives for SOV travel, and implementation of community-wide and employer-based trip reduction programs. TDM strategies can comprise far reaching efforts to support and enhance alternative travel modes, innovative transportation system management, provision of employerbased trip-reduction programs, land use planning strategies, parking management, and telecommuting strategies. ENTRA Consultants 12/8/2009 Page 27
TDM strategies can be divided into primary TDM strategies and complementary strategies. These strategies are briefly highlighted in this section. 5.1.1 Primary TDM Strategies Increase Auto Occupancy These programs include promotion and support for carpooling and vanpooling. Carpooling and/or ride sharing is the second most popular mode of travel (based on 2001 TTS auto passenger trips). Support for carpooling and vanpooling is provided by allowing employees access to ride-matching software or an on-line meeting place and by modifying corporate policies regulating overtime and alternative work hours. Vanpooling requires the employer to provide a fleet of vans, ensure maintenance scheduling, and cover the cost of additional insurance. Manage Parking Free and plentiful parking has been a feature of employment districts in suburban areas of the GTA for decades, yet the supply of free parking is directly related to mode of travel. Parking management, as a TDM measure, involves controlling the supply of parking spaces. The main objective is to limit number of parking spaces available to induce SOV users to shift to alternative modes or increase vehicle occupancy. Common forms of parking management include: parking pricing, implementation of shared parking, general reduction in parking supply, parking cash-out, provision of preferential parking for desired travel modes such as carpools or vanpools, and hosting of car-share access points. Rigorous parking management measures and parking pricing are powerful deterrents to single-occupant vehicle travel. However, such measures have to be implemented in conjunction with other travel management measures and travel alternatives to avoid uncontrolled spillover affects such as increased on-street parking. Disperse Peak Hour Travel Programs that focus on shifting temporal travel demand include alternative work hours and compressed workweek schedules. These programs are applicable for both shortand long-distance commutes. Reduce the Need for Travel Decreasing the need to travel can be achieved by implementing telework, webcasting, hotelling or car-sharing. Shared-use vehicle programs were previously introduced in Europe and since the late 1990s have been gaining popularity in North America. The idea is to provide memberrestricted access to a vehicle on an as needed basis. The cost of using the service is limited to payment for hourly vehicle use, plus a monthly membership fee. Currently, there are two car-share companies operating in the Greater Toronto Area, one of them is providing its service to over 1,000 members. Page 28 12/8/2009 ENTRA Consultants
5.1.2 Complementary Strategies Education and Promotion Programs include preparation and distribution of informative material about travel options available to Milton's residents or employees. This aspect of TDM involves the preparation of marketing programs, as well as positive incentives to reward TDM leaders and innovators. Transit Transit-supportive programs are one of the core elements of any TDM agenda and have been proven to be highly effective and cost-efficient. TDM transit programs include transit pass subsidies; payroll-based distribution of transit passes; provision of employerbased shuttle bus systems or development of flexible subscription bus services; and providing up-to-date travel information at bus stops. Walking and Cycling Walking, as a travel mode, is applicable to short distance trips only. High-density nodal developments will stimulate walking by providing a pedestrian-friendly environment as part of the streetscape and neighbourhood design. Cycling is a greatly underutilized mode of travel. This form of travel is very popular in Europe and Asia and can be applied to a variety of trip purposes including daily work, school, and minor shopping trips. Propagation of cycling in Milton will require implementation of the Town s network of bicycle lanes/paths; bicycle racks located in prominent spots at the entrances to employment buildings and at transit stops; bike racks on transit vehicles; shower facilities and change rooms at places of employment. ENTRA Consultants 12/8/2009 Page 29
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Appendi A. Town of Milton Road Cross-sections Excellence in Transportation Planning
Appendix A Town of Milton Road Cross-sections Excellence in Transportation Planning