TRAFFIC IMPACT STUDY - Oakville planning/da-131606-tis.pdfthe Town of Oakville “Sixth Line Class...

TRAFFIC IMPACT STUDY

RESIDENTIAL DEVELOPMENT3060 & 3072 SIXTH LINE

TOWN OF OAKVILLE

PREPARED BY:

C.F. CROZIER & ASSOCIATES INC.2800 HIGH POINT DRIVE, SUITE 100

MILTON, ON L9T 6P4

SEPTEMBER 2015

CFCA FILE NO. 1023-3992

The material in this report reflects best judgment in light of theinformation available at the time of preparation. Any use which a thirdparty makes of this report, or any reliance on or decisions made basedon it, are the responsibilities of such third parties. C.F. Crozier &Associates Inc. accepts no responsibility for damages, if any, sufferedby any third party as a result of decisions made or actions based onthis report.

3060 & 3072 Sixth Line, Town of Oakville Traffic Impact StudyToma Valley Homes Inc. September 2015

C.F. Crozier & Associates Inc. iProject No. 1023-3992

1.0 Executive Summary

C.F. Crozier & Associates Inc. was retained by Toma Valley Homes Inc. to complete a Traffic ImpactStudy for a proposed residential redevelopment located at 3060 & 3072 Sixth Line in the Town ofOakville. The Traffic Impact Study is in support of a Zoning By-Law Amendment and Site Plan Approval.

Analysis of the roadway network has been completed in accordance with the procedures set out in theNorth Oakville Terms of Reference for Transportation Impact Studies. The Terms of Reference used toguide the scope of the study were confirmed with Halton Region staff.

The analysis contained herein was undertaken using a previous version of the site plan. Since the timeof analysis, the unit yield has been reduced by 4 units to a total of 152 units. As such, the analysisreflects 156 units and the conclusions and recommendations reached are applicable to the final siteplan.

The development proposal is for seven four-storey residential townhouse buildings with a total of 156units. The combined gross floor area of the townhouse units is 14,131 square metres (152,105 squarefeet).

The proposed development is forecast to generate 63 trips the a.m. peak hour and 74 trips in the p.m.peak hour, accounting for a 15 percent transit and other modal trip reduction.

Intersection analysis of the total traffic volumes indicate that the Dundas Street and Sixth Lineintersection will operate similarly to future background traffic conditions. The intersection continues tooperate with a Level of Service “C” in the a.m. peak hour and a Level of Service “D” in the p.m. peakhour.

Under 2021 total traffic conditions, a northbound left-turn lane on Sixth Line is warranted to provideaccess to the site. The geometrics of the lane should be confirmed with the Town of Oakville duringthe detailed design stage of the Sixth Line widening to a five-lane cross section.

The proposed site access will operate with an exiting eastbound approach Level of Service “C” in thea.m. and p.m. peak hours. There are no operational issues anticipated for northbound left-turnmovements accessing the site and the expected 95th percentile queue is one vehicle in the a.m. andp.m. peak hours.

The Zoning By-Law Amendment and Site Plan Approval of the redevelopment can be supported froma traffic operations perspective with the implementation of a northbound left-turn lane at the siteaccess as the boundary road system can accommodate the increase in traffic volumes attributable tothe proposed development.


C.F. Crozier & Associates Inc. iiProject No. 1023-3992

TABLE OF CONTENTS

1.0 EXECUTIVE SUMMARY............................................................................................................................ i

2.0 INTRODUCTION...................................................................................................................................... 1

3.0 EXISTING CONDITIONS .......................................................................................................................... 13.1 Development Lands...................................................................................................................... 13.2 Boundary Road Network.............................................................................................................. 13.3 Traffic Data.....................................................................................................................................23.4 Transit Service................................................................................................................................23.5 Cycling Routes ...............................................................................................................................23.6 Intersection Operations ................................................................................................................3

4.0 DEVELOPMENT PROPOSAL ....................................................................................................................44.1 Development Concept..................................................................................................................4

5.0 FUTURE BACKGROUND CONDITIONS ..................................................................................................45.1 Study Horizons ..............................................................................................................................45.2 Future Background Traffic Volumes ............................................................................................45.3 Planned Roadway Improvements...............................................................................................55.4 Intersection Operations ................................................................................................................5

6.0 SITE GENERATED TRAFFIC.......................................................................................................................66.1 Trip Generation .............................................................................................................................66.2 Trip Distribution and Assignment................................................................................................7

7.0 TOTAL FUTURE CONDITIONS .................................................................................................................77.1 Basis of Assessment.....................................................................................................................77.2 Auxiliary Lane Analysis.................................................................................................................77.3 Intersection Operations ................................................................................................................87.4 Site Access Geometrics ................................................................................................................87.5 Bicycle Parking ..............................................................................................................................9

8.0 CONCLUSIONS .......................................................................................................................................9


C.F. Crozier & Associates Inc. iiiProject No. 1023-3992

List of Figures

Figure 1: Site Location

Figure 2: Site Plan

Figure 3: 2012 Existing Traffic Volumes

Figure 4: 2021 Future Background Traffic Volumes

Figure 5: Site Trip Distribution

Figure 6: Site Trip Assignment

Figure 7: 2021 Total Traffic Volumes

List of Appendices

Appendix A: Level of Service Definitions

Appendix B: Zoning By-Law Excerpts

Appendix C: Traffic Data

Appendix D: Detailed Capacity Analyses and Auxiliary Lane Warrant


C.F. Crozier & Associates Inc. Page 1Project No. 1023-3992

2.0 Introduction

C.F. Crozier & Associates Inc. (Crozier) was retained by Toma Valley Homes Inc. to undertake a TrafficImpact Study in support of a Zoning By-Law Amendment and Site Plan Application for a proposedresidential redevelopment located at 3060 & 3072 Sixth Line in the Town of Oakville. The purpose of thestudy is to assess the impacts of the proposed development on the boundary road system and torecommend required mitigation measures, if warranted. The subject lands are located approximately 250metres north of the Dundas Street and Sixth Line intersection on the west side of the roadway. Figure 1illustrates the site location.

The Terms of Reference to guide the scope of the study were confirmed with Halton Region staff(Fleming/Jakaitis, Monday June 22nd 2015, Meeting - Halton Region Offices).

The study has been completed in accordance with the procedures set out in the North Oakville Terms ofReference for Transportation Impact Studies and Transportation Functional Design Studies, with theassociated analysis and findings outlined herein.

3.0 Existing Conditions

3.1 Development Lands

The subject property is currently occupied by two residential houses. Both residences have a full movesaccess to Sixth Line. The proposed site is bound by Lane 139 to the north, Janice Drive to the west, andKaitting Trail to the south.

The property is currently designated in the North Oakville Zoning By-Law 2009-189, Section 7.0 as ExistingDevelopment Zone - ED. Excerpts of the Zoning By-Law providing a list of specific uses applicable to theResidential designation is provided in Appendix B.

3.2 Boundary Road Network

With skewed directions, the directional orientation of the roadway system is ambiguous. To provide claritythroughout this report and in the supporting analysis, Sixth Line has been assigned a north-southorientation, and Dundas Street and the proposed site access have been assigned east-west orientations.

Dundas Street (Regional Road 5) is an east-west roadway with an urban cross-section. Dundas Street isunder the jurisdiction of Halton Region, and is defined as a major arterial per the Halton Region FunctionalPlan of Major Transportation Facilities with a posted speed limit of 80 km/h. The roadway consists of fourtravel lanes. Parking is not permitted on this segment of Dundas Street at any time. At the time of writingthis report, Dundas Street is undergoing road construction, including lane closures, for the plannedupgrade to a six-lane cross section.

Sixth Line is a north-south roadway with a rural cross-section. Sixth Line is under the jurisdiction of theTown of Oakville, and is defined as a major road per the Oakville Transportation Master Plan with a postedspeed limit of 60 km/h. The roadway consists of two travel lanes. Parking is not permitted on the segmentof Sixth Line near Dundas Street at any time.



The four-legged intersection of Dundas Street and Sixth Line is signalized. The east approach (DundasStreet East) consists of a left-turn lane, a through lane and a shared through/right-turn lane. The westapproach (Dundas Street West) consists of a left-turn lane, two through lanes and right-turn lane. Thenorth approach (Sixth Line) consists of a left-turn lane, a through lane, and a shared through/right-turnlane. The south approach (Sixth Line) consists of a left-turn lane, a through lane, right-turn lane. Raisedcentre median islands exist on all approaches to separate opposing streams of traffic.

3.3 Traffic Data

Due to road construction at the Dundas Street and Sixth Line intersection at the time of writing this reporttraffic counts were not collected. Travel patterns in the area change as drivers avoid construction zones.

Instead, turning movement volumes at the intersection of Dundas Street and Sixth Line were obtained fromthe Town of Oakville “Sixth Line Class Environmental Assessment Study – Traffic Impact Study”, datedAugust 2012. This approach was confirmed with Halton Region staff (Fleming/Jakaitis, Monday June 22nd

2015, Meeting - Halton Region Offices).

Signal timings at the intersection of Dundas Street and Sixth Line were also obtained from the Town ofOakville “Sixth Line Class Environmental Assessment Study – Traffic Impact Study”.

Relevant excerpts of traffic data from the Town of Oakville Traffic Impact Study are contained in AppendixC. The 2012 peak hour traffic volumes are illustrated in Figure 3.

3.4 Transit Service

Two transit bus stops (one per direction) are located at the intersection of Dundas Street and Sixth Line.These transit stops are located within a 400 metre walking distance from the proposed site as prescribedby the North Oakville Terms of Reference for Transportation Impact Studies. Oakville Transit Route 5“Dundas” operates on a daily schedule along this section of Dundas Street. The frequency for Route 5 isbetween 15 to 30 minutes in the a.m. and p.m. commuter hours. Route 5 primarily serves the UptownOakville Core but also provides transfers to Route 3 “Third Line” and Route 1 “Trafalgar” which serve theBronte GO Transit station and the Oakville GO Transit station, respectively.

Additional transit stops will continue to be located within 400 metres of the proposed site due to nearbyresidential development. The North Oakville Secondary Plan – Transit Plan identifies Sixth Line as aSecondary Transit Corridor with bus headway times between seven and ten minutes. The residentialroadways surrounding the proposed site are identified as Planned/Proposed Community Service with busheadway times between 15 - 30 minutes. Appendix B includes the Town of Oakville Transit System Mapand the North Oakville Secondary Plan – TMP Transit Strategy Map.

3.5 Cycling Routes

The Town of Oakville Active Transportation Master Plan identifies the paved boulevard of Dundas Street asa proposed off-road Multi-use Trail route connecting to the Town’s overall network.



The Active Transportation Master Plan identifies Sixth Line as a proposed on-road Bike Lane. Appendix Bincludes the Town of Oakville Active Transportation Master Plan Map.

3.6 Intersection Operations

The operation of the Dundas Street and Sixth Line intersection was analyzed on the basis of the 2012 trafficvolumes illustrated in Figure 3. The same Peak Hour Factor (PHF) of 0.92 that was used in the Town ofOakville “Sixth Line Class Environmental Assessment Study – Traffic Impact Study” was applied to allmovements in the a.m. and p.m. peak hours. Detailed capacity analysis worksheets are included inAppendix D.

The assessment of intersections is based on the method outlined in the “Highway Capacity Manual, 2010”using Synchro 8 modeling software. Intersections are assessed using a Level of Service metric, withranges of delay assigned a letter from “A” to “F”. To provide context on the system, new roadway facilitiesare typically designed to provide a Level of Service “C”. For stop-controlled intersections, a Level of Service“A” or “B” would typically be measured during off-peak hours when lesser traffic volumes are on theroadways. Levels of Service “C” through “F” would typically be measured in the commuter peak hourswhen greater vehicle volumes cause longer travel times. The Level of Service (LOS) definitions forsignalized intersections are included in Appendix A.

Table 1 outlines the 2012 traffic volumes levels of service.

Note: The Level of Service of a signalized intersection is based on the average control delay per vehicle.

As indicated in Table 1, the intersection of Dundas Street and Sixth Line operates at a Level of Service “C” inthe a.m. and p.m. peak hours. The average delay per entering vehicle is 23.4 seconds in the a.m. peakand 30.1 seconds in the p.m. peak hour. The intersection has high volume-to-capacity ratios in theeastbound and westbound directions and no queuing concerns in either the a.m. or p.m. peak hours. Theoperations are the result of high eastbound and westbound commuter through volumes in the a.m. andp.m. peak hours, respectively, and relatively low volumes on Sixth Line. The traffic operations metrics areindicative of a well-functioning intersection with limited reserve capacity for increased traffic volumegrowth.

Table 12012 Existing Traffic Levels of Service

Intersection Control PeakHour

Level ofService

Delay perVehicle (s)

MaximumV/C Ratio

IndividualV/C Ratio

> 1.00

Queues >StorageLength

Dundas Streetand

Sixth LineSignal

A.M. C 23.4 0.94 (EBT) None None

P.M. C 30.1 0.96 (WBT) None None



4.0 Development Proposal

The analysis contained herein was undertaken using a previous version of the site plan. Since the time ofanalysis, the unit yield has been reduced by 4 units to a total of 152 units. As such, the analysis reflects 156units and the conclusions and recommendations reached are applicable to the final site plan.

4.1 Development Concept

The proposed residential redevelopment will consist of four new four-storey townhouse buildings with atotal of 152 units. The combined gross floor area of the townhouse units is 14,474 square metres (155,800square feet). Two existing residential houses will be removed from the property.

Underground vehicle and bicycle parking is proposed for residents and visitors. Proposed vehicle parkingincludes 152 resident spaces and 12 visitor spaces. Proposed bicycle parking includes 114 resident spacesto be located underground and 38 visitors spaces to be located at grade. The combined gross floor areaof the underground parking facilities is 5,332 square metres (57,389 square feet).

Sidewalk connections to the future Sixth Line sidewalk is provided to allow pedestrian access separatedfrom the internal drive aisles.

The two existing residential accesses to Sixth Line will be removed. A new full moves site access isproposed approximately 250 metres north of the intersection of Dundas Street and Sixth Line. Refer toFigure 2 for the concept plan prepared for the development.

5.0 Future Background Conditions

5.1 Study Horizons

As per consultation with Halton Region staff, a horizon year of 2021 was deemed appropriate to assess thefull operations of the proposed redevelopment on the boundary road network, consistent with the studyhorizon and traffic data used in the Town of Oakville “Sixth Line Class Environmental Assessment Study –Traffic Impact Study”.

5.2 Future Background Traffic Volumes

2021 traffic data was available from the Town of Oakville “Sixth Line Class Environmental Assessment Study– Traffic Impact Study”. The traffic volumes available from the report accounted for corridor traffic growthon the major roadways as well as traffic generation from planned residential developments on the northside of Dundas Street both east and west of Sixth Line. The traffic volumes at Dundas Street and Sixth Linewere used to calculate the traffic volumes at the site access.



5.3 Planned Roadway Improvements

As of the writing of this report, construction has started on Dundas Street, west of the intersection with SixthLine, to widen Dundas Street to a six-lane cross section. This is in accordance with the Halton Region“Dundas Street Improvements Class Environment Assessment Study for Neyagawa Boulevard to Oak ParkBoulevard – Environment Study Report”.

According to the Town of Oakville “Sixth Line Class Environmental Assessment Study from Dundas Street toHighway 407 ETR – Environmental Study Report - Phase One” the Sixth Line road widening to a four-lanecross section is scheduled for 2015, from Dundas Street to North Park Drive. A 4.5 metre centrelandscaped median is proposed which also provides the necessary right-of-way for individual Sixth Lineland use left-turn lanes. Preliminary designs show noted left-turn lane widths of 3.25 metres and left-turnlane taper lengths of 25 metres, but should be confirmed during the detailed design phase. Subsequentnorthward widening of Sixth Line to Highway 407 is scheduled in 2020 and 2023.

The ultimate lane configuration used in the 2021 horizon year for the signalized intersection of DundasStreet and Sixth Line has been acquired from the Town of Oakville “Sixth Line Class EnvironmentalAssessment Study from Dundas Street to Highway 407 ETR – Environmental Study Report”. The eastapproach (Dundas Street East) will consist of a left-turn lane, two through lanes and a sharedthrough/right-turn lane. The west approach (Dundas Street West) will consist of a left-turn lane, threethrough lanes and right-turn lane. The north and south approaches (Sixth Line) will consist of a left-turnlane, a through lane, and a shared through/right-turn lane. Raised centre median islands will exist on allapproaches to separate opposing streams of traffic.


The operation of the Dundas Street and Sixth Line intersection was analyzed on the basis of the trafficvolumes illustrated in Figure 4 and the roadway improvements described in Section 5.3. Table 2 outlinesthe 2021 future background traffic levels of service. Detailed capacity analysis worksheets are included inAppendix D.

Note: The Level of Service of a signalized intersection is based on the average control delay per vehicle.

Table 22021 Future Background Traffic Levels of Service


Level ofService


MaximumV/C Ratio

IndividualV/C Ratio

> 1.00


Dundas Streetand

Sixth LineSignal

A.M. C 26.1 0.85 (SBT) None None

P.M. D 36.4 0.92 (EBL) None None



As indicated in Table 2, the intersection of Dundas Street and Sixth Line will operate at a Level of Service “C” inthe a.m. peak hour and a Level of Service “D” in the p.m. peak hour. Delay per vehicle will increase by 2.7seconds and 6.3 seconds in the a.m. and p.m. peak hours. The maximum volume-to-capacity ratio willdecrease by 0.09 in the a.m. peak hour and decrease by 0.04 in the p.m. peak hour. The forecasted 95th

percentile queue length for eastbound left-turns of 132.5 metres in the p.m. peak hour is within the available150 metre storage length.

It is noted that the maximum volume-to-capacity ratio decrease of 0.09 in the a.m. peak hour and 0.04 in thep.m. peak hour is largely due to the eastbound and westbound through volumes being serviced byadditional through lanes on Dundas Street.

6.0 Site Generated Traffic

The proposed redevelopment will result in additional vehicles on the boundary road network that wouldotherwise not exist. The development will also result in additional turning movements at the boundaryroad intersections.

6.1 Trip Generation

To forecast the trips generated by the development, the ITE Trip Generation Manual, 9th Edition was used.It was determined that Category 230, “Residential Condominium/Townhouse” would represent the 156new dwelling units planned for the site. The a.m. and p.m. trip generation equations were used todetermine the number of trips expected from the development. A 15 percent transit and other modal tripreduction was applied to reflect the close proximity of transit options, as Sixth Line is identified as aSecondary Transit Corridor in the North Oakville Secondary Plan – Transit Plan as well as to be consistentwith previous Traffic Impact Studies prepared for nearby developments.

Table 3 illustrates the primary trips generated by the site.

Table 3ITE Trip Generation (with 15% Transit Reduction)

UseRoadway

PeakHour

Trip TypeSite Generated Trips

Inbound Outbound Total

ResidentialCondominium/Townhouse

Category 230(156 Units)

A.M. Primary 11 52 63

P.M. Primary 50 24 74



6.2 Trip Distribution and Assignment

Transportation Tomorrow Survey (TTS) data was used to determine the trip distribution for the proposedredevelopment. The TTS survey data has been provided in Appendix C.

The site trip distribution at the Dundas Street and Sixth Line intersection was based on the TTS data andlocal catchment areas. The primary trip distribution is illustrated in Figure 5.

The trips generated by the proposed residential development were assigned to the boundary roadnetwork as per the noted trip distribution. The trip assignment is illustrated in Figure 6.

7.0 Total Future Conditions

7.1 Basis of Assessment

The traffic impacts arising from the proposed redevelopment were assessed on the basis of the sitegenerated traffic illustrated in Figure 6 being superimposed on the 2021 future background traffic volumesin Figure 4. The resulting total traffic volumes for the a.m. and p.m. peak hours are illustrated in Figure 7.

7.2 Auxiliary Lane Analysis

Left-turn lane warrant analyses was undertaken for the proposed site access and Sixth Line intersectionduring the 2021 total traffic a.m. and p.m. peak hours. The analyses followed the procedures specified inChapter E, At-Grade Intersections of the Geometric Design Standards for Ontario Highways (GDSOH) andusing Figure EA-10. The left-turn lane warrant sheets are provided in Appendix D.

At the site access during the a.m. peak hour, 8 vehicles out of an advancing volume (Va) of 936 vehicleswill make a northbound left-turn, equating to 0.9 percent. Accordingly the five percent chart with a designspeed of 70 km/h was used. With an opposing volume (Vo) of 1,083 vehicles, a northbound left-turn laneis warranted at the intersection of the proposed site access and Sixth Line.

At the site access during the p.m. peak hour, 36 vehicles out of an advancing volume (Va) of 1,226 vehicleswill make a northbound left-turn, equating to 2.9 percent. Accordingly the five percent chart with a designspeed of 70 km/h was used. With an opposing volume (Vo) of 1,011 vehicles, a northbound left-turn lanegreater than 25 metres of storage is warranted at the intersection of the proposed site access and SixthLine.

The northbound left-turn lane was incorporated into the operations analysis at the proposed site accessand Sixth Line intersection for the total traffic condition in Section 7.3. A 25 metre storage lane was used forthe analysis purposes within section 7.3. The geometrics of the lane should be confirmed with the Town ofOakville during the detailed design stage of the Sixth Line widening to a five-lane cross section.




The operation of the Dundas Street and Sixth Line intersection was analyzed on the basis of the trafficvolumes illustrated in Figure 7. Table 4 outlines the 2021 total traffic volume levels of service. Detailedcapacity analysis worksheets are included in Appendix D.

Note: The Level of Service of a signalized intersection is based on the average control delay per vehicle.The Level of Service of a stop-controlled intersection is based on the delay associated with the critical minor roadapproach. (i.e. the site driveway)

As indicated in Table 3, the addition of site generated traffic to the roadway system will have a negligibleeffect to the operations of the Dundas Street and Sixth Line intersection. The levels of service in the a.m.and p.m. peak hours remain unchanged. A slight increase in average delay of 0.7 seconds is anticipatedin the a.m. peak hour and 0.9 seconds in the p.m. peak hour, respectively. The maximum volume-to-capacity ratio will increase by 0.01 in the a.m. and p.m. peak hours. The forecasted eastbound left-turn 95th

percentile queue length will increase by 3.7 metres in the p.m. peak hour, however, there is still amplestorage capacity available.

The proposed site access and Sixth Line intersection will operate at a Level of Service “C” in the a.m. andp.m. peak hours. The critical approach average delay for eastbound vehicles exiting the site is expected tobe 18.5 seconds and 17.0 seconds in the a.m. and p.m. peak hours, respectively. The expected 95th

percentile queue for the northbound movement is one vehicle in the a.m. and p.m. peak hours. There areno operational issues anticipated for northbound left-turn movements accessing the site and the expectedoutbound 95th percentile queue is one vehicle in the a.m. and p.m. peak hours.

7.4 Site Access Geometrics

No sight line issues are anticipated for the proposed site access due to the relatively flat vertical alignmentand straight horizontal alignment of Sixth Line.

Table 42021 Total Traffic Levels of Service


Level ofService


MaximumV/C Ratio

IndividualV/C Ratio

> 1.00


Dundas Streetand

Sixth LineSignal

A.M. C 26.8 0.86 (SBT) None None

P.M. D 37.3 0.93 (EBL) None None

Site Accessand

Sixth LineStop

A.M. C 18.5 0.18 None None

P.M. C 17.0 0.08 None None



7.5 Bicycle Parking

The North Oakville Zoning By-Law 2009-189 Section 5.7.1 was consulted to determine requirements for theprovision of bicycle parking at the site. The By-Law notes an occupant/resident bicycle parking rate of 0.75spaces per dwelling unit and a visitor bicycle parking rate of 0.25 spaces per dwelling unit. Appendix Bincludes excerpts from The North Oakville Zoning By-Law 2009-189.

As applied to the 156 proposed townhouse units, a total of 117 resident bicycle parking spaces are requiredalong with 39 visitor bicycle parking spaces. Per Section 4.1, the proposed bicycle parking supply includes117 resident spaces to be located underground and 39 visitor spaces to be located at grade, thus theprovisions of the by-law are met.

8.0 Conclusions

Intersection analyses of the 2012 traffic volumes indicate that the Dundas Street and Sixth Line intersectionis operating at a Level of Service “C” in the weekday a.m. and p.m. peak hours. The traffic operationsmetrics are indicative of a well-functioning intersection with some reserve capacity for increased trafficvolume growth.

Intersection analyses of the 2021 future background traffic volumes indicate the Dundas Street and SixthLine intersection will operate at a Level of Service “C” and a Level of Service “D” in the a.m. and p.m. peakhours, respectively. The maximum volume-to-capacity ratio decrease of 0.09 from existing conditions in thea.m. peak hour is largely due to additional eastbound and westbound through lanes currently beingconstructed. The eastbound left-turn 95th percentile queue length of 132.5 metres is within the available 150metre storage length in the p.m. peak hour.

The proposed development is expected to add a total of 61 trips to the boundary road system in the a.m.peak hour and 72 trips in the p.m. peak hour, accounting for a 15 percent transit and other modal tripreduction.

Intersection analysis of the total traffic volumes indicate that the Dundas Street and Sixth Line intersectionwill operate at unchanged Levels of Service “C” and Levels of Service “D” compared to the futurebackground a.m. and p.m. peak hour traffic conditions, respectively. The forecasted eastbound left-turn95th percentile queue length will increase by 3.7 metres in the p.m. peak hour, however, there is still amplestorage capacity available. The proposed site access and Sixth Line intersection will operate at a Level ofService “C” in the a.m. and p.m. peak hours. There are no operational issues anticipated for northboundleft-turn movements accessing the site and the expected inbound 95th percentile queue is one vehicle inthe a.m. and p.m. peak hours.

Left-turn lane analysis was undertaken for the proposed site access and Sixth Line intersection. It wasconcluded that a northbound left-turn lane is warranted per Chapter E, At-Grade Intersections of theGeometric Design Standards for Ontario Highways (GDSOH). The geometrics of the lane should beconfirmed with the Town of Oakville during the detailed design stage of the Sixth Line widening to a four-lane cross section.



The analysis contained herein was undertaken using a previous version of the site plan dated April 2015,prepared by Global Architect Inc. Since the time of analysis, the unit yield has been reduced by 4 units to atotal of 152 units. As such, the analysis reflects 156 units and the conclusions and recommendationsreached are applicable to the final site plan. Any additional minor changes to the plan will not materiallyaffect the conclusions contained within this report.

The Zoning By-Law Amendment and Site Plan Approval of the redevelopment can be supported from atraffic operations perspective with the implementation of a northbound left-turn lane at the site access asthe site generated traffic will have a negligible effect on the operations of the public roadway system, andthe level of delay for outbound site vehicles is typical of delays experienced at accesses to majorroadways.

Respectfully submitted by,

C.F. CROZIER & ASSOCIATES INC. C.F. CROZIER & ASSOCIATES INC.

Alexander J. W. Fleming, MBA, P.Eng. Ben Gammie, E.T.Associate Engineering TechnologistAJWF/bgg

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