Park Place Traffic Impact Study

Paradigm Transportation Solutions Limited

March 2020

Project Number Park Place 190134 Traffic Impact Study March 2020 Client NA Park Place LP 2851 John Street, Suite One Markham, ON L3R 5R7

Client Contact Steve Bishop Signatures Consultant Project Team Garry Pappin, LEL Adrian Soo, P.Eng. Paul Bumstead, BIT Consulting

Signature

Disclaimer This document has been prepared for the titled project or named part thereof (the “project”) and except for approval and commenting municipalities and agencies in their review and approval of this project, should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authorization of Paradigm Transportation Solutions Limited being obtained. Paradigm Transportation Solutions Limited accepts no responsibility or liability for the consequence of this document being used for a purpose other than the project for which it was commissioned. Any person using or relying on the document for such other purpose agrees, and will by such use or reliance be taken to confirm their agreement to indemnify Paradigm Transportation Solutions Limited for all loss or damage resulting there from. Paradigm Transportation Solutions Limited accepts no responsibility or liability for this document to any party other than the person by whom it was commissioned and the approval and commenting municipalities and agencies for the project. Paradigm Transportation To the extent that this report is based on information supplied by other parties, Solutions Limited Paradigm Transportation Solutions Limited accepts no liability for any loss or damage suffered by the client, whether through contract or tort, stemming from any 5A-150 Pinebush Road conclusions based on data supplied by parties other than Paradigm Transportation Cambridge ON N1R 8J8 Solutions Limited and used by Paradigm Transportation Solutions Limited in preparing p: 416.479.9684 this report. www.ptsl.com

Paradigm Transportation Solutions Limited

Paradigm Transportation Solutions Limited Park Place | Traffic Impact Study | 190134 | March 2020

Executive Summary

Content

Park Place refers to a large development site located to the east of Highway 400 and generally between Mapleview Drive and Big Bay Point Road in the City of Barrie. The continued development of Park Place, while Master Plan approved, is subject to gross floor area (GFA) thresholds referred to as Stages in the zoning bylaw. Park Place is approaching full build-out of Stage 1 (the C4 lands) that has a GFA threshold of 74,268 SM. In order to proceed to Stage 2 development, that has an indexed GFA threshold of 267,561 SM on the remaining Park Place lands, a Traffic Impact Study (TIS) to the satisfaction of the City of Barrie is required. It should be noted that some development in Stage 2 was previously approved by the City and the Ministry of Transportation (MTO) by way of site and use specific traffic studies.

In addition, MTO staff have advised that no further development will be considered in Stage 2 until a TIS is completed. This report is meant to satisfy those conditions precedent to development in Stage 2.

The key purposes of the TIS are as follows:

 Seek approval for Park Place’s development plans to 2021. The focus on 2021 coincides with having the Harvie Road-Big Bay Point Road flyover of Highway 400 in place, which will significantly increase east-west road capacity, provide relief to the Mapleview Drive corridor, and facilitate alternative routings for access to Park Place;

 Identify potential shorter term traffic operations improvements that could be considered in the Mapleview Drive corridor; and

 Consider the effect of longer term road network improvements (2031 scenario) on the efficiency and safety of traffic operations in the Mapleview Drive corridor and at the Highway 400/Mapleview Drive interchange, which would include accommodating additional development on the Park Place lands beyond 2021. These longer term road network improvements have been identified in the City’s 2019 Transportation Master Plan (TMP), however, it is acknowledged that unlike the Harvie Road-Big Bay Point Road flyover, they are not yet committed projects in terms of design and/or funding. The forecasting and analysis of 2031 conditions is also intended to address MTO TIS requirements for a longer term horizon year.

Traffic forecasts and analysis have been completed for base year conditions (2018) and two future horizon years, namely 2021 and 2031. The analysis periods include the weekday AM and PM peak hours, which is generally consistent with past transportation studies for Park Place that focused on the weekday PM peak hour.

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Conclusions

The conclusions of the Traffic Impact Study are as follows:

 Park Place is in a prime location with regard to access to the City of Barrie’s arterial (Mapleview Drive and Big Bay Point Road) and collector road (Bayview Drive) network and to the Province of Ontario’s freeway network (Highway 400). It is also well-served by public transit and has a Barrie Transit hub located on-site;

 Consistent with the many past traffic studies conducted for Park Place since 2007, the weekday PM peak hour represents the design condition for assessing the overall traffic impact on the roadways and intersections in proximity to the site;

 Under existing weekday PM peak hour conditions, the Mapleview Drive corridor and its intersections effectively operate at capacity while the Bayview Drive corridor and its intersections are relatively underutilized;

 The Mapleview Drive and Bayview Drive intersections are built out in terms of their physical design, but there are relatively minor improvements that could be made to increase their capacity. These include adjustments to signal phasing and timing (e.g. Mapleview Drive/Park Place Boulevard-Costco Access) as well as implementing dual left turn lanes that have been constructed but are not currently in operation (e.g. Mapleview Drive/Bayview Drive);

 Due to several planned significant improvements to the road network adjacent to Park Place, including the under-construction Harvie Road-Big Bay Point Road flyover of Highway 400 that will provide an east-west alternative to the Mapleview Drive corridor, a modeling approach was required to determine how traffic would redistribute in this area in the 2021 and 2031 horizon years;

 For the 2021 horizon year, the analysis of the PM peak hour showed significantly higher traffic volumes in the Harvie Road-Big Bay Point Road corridor (but well within capacity) and that operations along the Mapleview Drive corridor would remain similar to existing conditions but with reductions in the volume of key traffic movements (including eastbound left turns to Park Place and some Highway 400 off ramp turning movements). Therefore, with the one network improvement of the flyover and accounting for significant traffic growth, the Mapleview Drive corridor would continue to operate near or at capacity. As motorists become more familiar with the improved road network, the under-utilized Harvie Road-Big Bay Point Road corridor will likely attract higher traffic volumes than those in the forecasts. The diversion of more peak period traffic to new alternative routes will also assist in maintaining Mapleview Drive corridor traffic volume demands within capacity;

 Relatively minor operational improvements as identified in the TIS could be implemented to maintain and/or improve peak hour

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conditions at the key intersections in the Mapleview Drive corridor. Further, the City is intending to conduct a “Multi-Modal Level of Service/Traffic Study” for the Mapleview Drive corridor in 2020 to develop and evaluate shorter term operational and design alternatives that will best serve auto, truck, transit, bicycle, and pedestrian travel demands within this corridor while complementing the longer term implementation of the MTO-recommended Diverging Diamond Interchange (DDI);

 For the 2031 horizon year, which included several more network improvements in addition to the Harvie Road-Big Bay Point Road flyover, additional improvement in traffic operations is seen in the Mapleview Drive corridor and especially at the Highway 400 ramp terminals where the DDI is considered as the base case (as in the City’s 2019 TMP model). In part, this appears to be due to a noticeable change in trip patterns in the model with less reliance on this interchange;

 The analysis of the 2031 traffic forecasts with the MTO and City- recommended DDI at Highway 400 and Mapleview Drive and with the existing Diamond Interchange confirmed that the DDI would represent an improvement in traffic operations at the ramp terminal intersections. It should be understood, however, that the improved operations at the interchange will not likely carry over to the adjacent Mapleview Drive intersections during the busiest conditions. The traffic reporting that was part of the MTO 2017 Transportation Environmental Study Report, where this design was identified as the preferred alternative, concluded that the PM peak hour traffic operations of adjacent intersections would be independent of the configuration of the interchange – i.e. the implementation of the DDI neither improves nor worsens the traffic operations at other intersections in the study area section of the Mapleview Drive corridor, it only improves ramp terminal operations;

 The known safety benefits of the DDI certainly support the future implementation of this improvement. Notwithstanding, the Diamond Interchange could provide acceptable traffic operations for the 2031 forecasts if implementation of the DDI did not occur by that horizon year. At the time of writing, funding and timing for the DDI is uncertain; and

 As may be considered in determining the need and timing for implementing the DDI at Highway 400 and Mapleview Drive, a review of the 2031 traffic forecasts indicates that the combination of the existing and proposed Park Place development traffic contributes less than 20% of the PM peak hour traffic entering the ramp terminal intersections. If considering just the new Park Place development proposed between the 2018 base year and 2031, the additional Park Place traffic would contribute less than 10% of the PM peak hour traffic entering the ramp terminal intersections.

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Recommendations

The recommendations of the Traffic Impact Study are as follows:

 The proposed additional development at Park Place for the 2021 horizon year should be approved, and this recommendation is supported by the following key points:  Significant road network capacity will be provided adjacent to Park Place by the under-construction Harvie Road-Big Bay Point Road flyover of Highway 400;  Shorter term operational improvements identified in this study and those that will be determined through the City’s upcoming 2020 “Multi-Modal Level of Service/Traffic Study” can be implemented in the Mapleview Drive corridor in conjunction with the new development;  The City’s 2019 TMP has identified several road network improvements that are anticipated to be implemented between 2021 and 2031 including projects that will directly and indirectly benefit traffic flow to/from Park Place; and

 Consistent with the MTO recommendation for implementing the DDI at Highway 400 and Mapleview Drive as well as the City’s 2019 TMP recommendation for this same improvement to assist in accommodating 2031 traffic forecasts, the DDI should be implemented as soon as practicable in order to realize the significant traffic operations and safety benefits of this design compared to the existing Diamond Interchange.

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Contents

1 Introduction ...... 1 1.1 Background ...... 1 1.2 Purpose ...... 1 1.3 Site Context ...... 2 1.4 Scope and Methodology ...... 3 2 Proposed Development ...... 6

3 Existing Conditions ...... 8 3.1 Roads and Traffic Control ...... 8 3.2 Transit ...... 10 3.3 Traffic Volumes ...... 12 3.4 Traffic Operations ...... 15 3.4.1 Methodology ...... 15 3.4.2 Capacity Analysis ...... 16 3.4.3 Queue Analysis ...... 21 3.5 City Initiative – 2020 Mapleview Drive Corridor Study...... 27 4 Forecasts ...... 28 4.1 Approach ...... 28 4.2 Future Network Assumptions ...... 28 4.3 Modeling ...... 31 4.4 Non-Park Place Traffic ...... 32 4.5 Site Traffic ...... 40 4.5.1 Trip Generation ...... 40 4.5.2 Trip Distribution ...... 41 4.5.3 Assignment ...... 42 4.6 2021 and 2031 Background Traffic Forecasts ...... 52 4.7 2021 and 2031 Total Traffic Forecasts ...... 59 5 Future Traffic Operations ...... 66 5.1 2021 Horizon ...... 66 5.1.1 Methodology ...... 66 5.1.2 Capacity Analysis – 2021 Background ...... 68 5.1.3 Queue Analysis – 2021 Background ...... 74 5.1.4 Capacity Analysis – 2021 Total ...... 81 5.1.5 Queue Analysis – 2021 Total ...... 87 5.1.6 Effect of Harvie Road-Big Bay Point Road ...... 94 5.2 2031 Horizon ...... 97 5.2.1 Diverging Diamond Interchange (DDI) ...... 97 5.2.2 Methodology ...... 99 5.2.3 Capacity Analysis – 2031 Background ...... 101 5.2.4 Queue Analysis – 2031 Background ...... 107 5.2.5 Capacity Analysis – 2031 Total ...... 113 5.2.6 Queue Analysis – 2031 Total ...... 119 5.2.7 Effect of TMP Road Network Improvements ...... 126

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5.2.8 Existing Diamond Interchange ...... 129 6 Conclusions and Recommendations ...... 132

Appendices

Appendix A Park Place Site Plan Appendix B Paradigm Traffic Counts Appendix C City of Barrie Traffic Counts and Signal Timing Plans Appendix D Comparison of Weekday PM and Saturday Traffic Appendix E Base Year (2018) Synchro Analysis Reports Appendix F Mapleview Dr./Park Place Blvd. Improvement Alternatives Appendix G WSP Memoranda – Emme Modeling for Park Place Appendix H 2021 and 2031 Background Traffic Volumes Appendix I Park Place Trip Generation Appendix J Emme Model – Park Place Trip Distribution Appendix K 2021 Synchro Analysis Reports Appendix L 2031 Synchro Analysis Reports Appendix M Diamond Interchange Synchro Analysis Reports

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Figures

Figure 1.1: Site Location and Study Area ...... 5 Figure 2.1: Park Place Construction Phasing Site Plan ...... 7 Figure 3.1: Existing Lanes and Traffic Control ...... 9 Figure 3.2: Transit Routes ...... 11 Figure 3.3: Base Year (2018) Traffic AM Peak Hour ...... 13 Figure 3.4: Base Year (2018) Traffic PM Peak Hour ...... 14 Figure 4.1: 2021 and 2031 Road Network Improvements ...... 30 Figure 4.2: 2021 Non-Park Place Traffic AM Peak Hour ...... 34 Figure 4.3: 2021 Non-Park Place Traffic PM Peak Hour ...... 35 Figure 4.4: 2031 Non-Park Place Traffic AM Peak Hour ...... 36 Figure 4.5: 2031 Non-Park Place DDI Traffic AM Peak Hour ...... 37 Figure 4.6: 2031 Non-Park Place Traffic PM Peak Hour ...... 38 Figure 4.7: 2031 Non-Park Place DDI Traffic PM Peak Hour ...... 39 Figure 4.8: 2018 Park Place Traffic AM Peak Hour ...... 44 Figure 4.9: 2018 Park Place Traffic PM Peak Hour ...... 45 Figure 4.10: 2021 Park Place Traffic AM Peak Hour ...... 46 Figure 4.11: 2021 Park Place Traffic PM Peak Hour ...... 47 Figure 4.12: 2031 Park Place Traffic AM Peak Hour ...... 48 Figure 4.13: 2031 Park Place DDI Traffic AM Peak Hour ...... 49 Figure 4.14: 2031 Park Place Traffic PM Peak Hour ...... 50 Figure 4.15: 2031 Park Place DDI Traffic PM Peak Hour ...... 51 Figure 4.16: 2021 Background Traffic AM Peak Hour ...... 53 Figure 4.17: 2021 Background Traffic PM Peak Hour...... 54 Figure 4.18: 2031 Background Traffic AM Peak Hour ...... 55 Figure 4.19: 2031 Background DDI Traffic AM Peak Hour ...... 56 Figure 4.20: 2031 Background Traffic PM Peak Hour...... 57 Figure 4.21: 2031 Background DDI Traffic PM Peak Hour ...... 58 Figure 4.22: 2021 Total Traffic AM Peak Hour ...... 60 Figure 4.23: 2021 Total Traffic PM Peak Hour ...... 61 Figure 4.24: 2031 Total Traffic AM Peak Hour ...... 62 Figure 4.25: 2031 Total DDI Traffic AM Peak Hour ...... 63 Figure 4.26: 2031 Total Traffic PM Peak Hour ...... 64 Figure 4.27: 2031 Total DDI Traffic PM Peak Hour ...... 65 Figure 5.1: Lanes and Traffic Control 2021 Future Analysis ...... 67 Figure 5.2: Traffic Diversion (2021 vs 2018) AM Peak Hour ...... 95 Figure 5.3: Traffic Diversion (2021 vs 2018) PM Peak Hour ...... 96 Figure 5.4: DDI Highway 400/Mapleview Drive ...... 98 Figure 5.5: Lanes and Traffic Control 2031 Future Analysis ...... 100 Figure 5.6: Traffic Diversion (2031 vs 2021) AM Peak Hour ...... 127 Figure 5.7: Traffic Diversion (2031 vs 2021) PM Peak Hour ...... 128

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Tables

Table 2.1: Park Place Development Statistics ...... 6 Table 3.1: Existing Road Network Characteristics ...... 8 Table 3.2: Operational Analysis – Existing Conditions ...... 18 Table 3.3: Queues – Existing Conditions ...... 22 Table 4.1: 2021 Park Place Trip Generation ...... 41 Table 4.2: 2031 Park Place Trip Generation ...... 41 Table 4.3: 2021 Park Place Trip Distribution ...... 42 Table 4.4: 2031 Park Place Trip Distribution ...... 42 Table 5.1: Operational Analysis – 2021 Background ...... 70 Table 5.2: Queues – 2021 Background ...... 75 Table 5.3: Operational Analysis – 2021 Total ...... 83 Table 5.4: Queues – 2021 Total ...... 88 Table 5.5: Operational Analysis – 2031 Background ...... 103 Table 5.6: Queues – 2031 Background ...... 108 Table 5.7: Operational Analysis – 2031 Total ...... 115 Table 5.8: Queues – 2031 Total ...... 120 Table 5.9: Operational Analysis – Diamond Interchange ...... 130 Table 5.10: Queues – Diamond Interchange ...... 131

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1 Introduction

1.1 Background

Park Place refers to a large development site located in the City of Barrie. Figure 1.1 shows the site location, which is to the east of Highway 400 and generally between Mapleview Drive and Big Bay Point Road. The study area for the Traffic Impact Study (TIS) is also shown.

Since 2011, the Park Place lands have been developed primarily for retail- commercial uses, with the exceptions of a retirement residence, medical office, and a large IBM operations centre. In the near future, additional development will include more retail-commercial to complete and complement the existing development, a small office building, and a dual- brand hotel. In the longer term, it is anticipated that the vacant land just north of the current concentration of retail-commercial uses could be developed for various employment uses (e.g. office park, light industrial, etc.).

The continued development of Park Place, while Master Site Plan approved, is subject to Stage thresholds. Park Place is approaching full build-out of Stage 1 (the C4 lands) that has a threshold of 74,268 SM gross floor area (GFA). Development in Stage 2, including a small office building proposed for the east side of Bayview Drive at Churchill Drive, has been permitted to date by way of site and use specific traffic studies. However, in order to fully proceed with development in Stage 2, a traffic study to the satisfaction of the City of Barrie is required. In addition, the Ministry of Transportation of Ontario (MTO) has advised that no further development in Stage 2, beyond that previously acknowledged, will be approved until a TIS is completed. This report is meant to satisfy these conditions precedent to further development in Stage 2.

1.2 Purpose

Park Place is seeking approval to allow for additional development within Stage 2. Development in Stage 3 requires a zoning bylaw amendment and further traffic analysis.

Therefore, the key purposes of the TIS are as follows:

 Seek approval for Park Place’s development plans to 2021. The focus on 2021 coincides with having the Harvie Road-Big Bay Point Road flyover of Highway 400 in place, which will significantly increase east-west road capacity, provide relief to the Mapleview Drive corridor, and facilitate alternative routings for access to Park Place;

 Identify potential shorter term traffic operations improvements that could be considered in the Mapleview Drive corridor; and

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 Consider the effect of longer term road network improvements (2031 scenario) on the efficiency and safety of traffic operations in the Mapleview Drive corridor and at the Highway 400/Mapleview Drive interchange, which would include accommodating additional development on the Park Place lands beyond 2021. These longer term road network improvements have been identified in the City’s 2019 Transportation Master Plan (TMP), however, it is acknowledged that unlike the Harvie Road-Big Bay Point Road flyover, they are not yet committed projects in terms of design and/or funding. The forecasting and analysis of 2031 conditions is also intended to address MTO TIS requirements for a longer term horizon year.

1.3 Site Context

As part of previous approvals and related agreements, a significant amount of transportation infrastructure has been constructed to date by the proponents of Park Place, which includes:

 The widening of the Highway 400 southbound off-ramp at Mapleview Drive to four lanes;

 The widening of the Highway 400 northbound off-ramp at Mapleview Drive to four lanes;

 An eastbound right turn lane on Mapleview Drive at the Highway 400 southbound ramp terminal intersection;

 An additional (fourth) eastbound through lane on Mapleview Drive between Barrie View Drive and the Highway 400 southbound ramp terminal intersection;

 An additional (fourth) eastbound through lane at the Mapleview Drive/Barrie View Drive intersection;

 An additional (fourth) westbound through lane on Mapleview Drive from Bayview Drive to Park Place Boulevard, and a curb bump-out opposite the additional lane to narrow Mapleview Drive back to three lanes west of Park Place Boulevard before adding a westbound right turn lane at the Highway 400 northbound ramp;

 Improvements at the Mapleview Drive/Park Place Boulevard-Costco Access intersection, which included dual eastbound left turn lanes with widening for opposing dual westbound left turn lanes (operating as a single westbound left turn lane in the interim) and exclusive right turn lanes on all approaches;

 Improvements at the Mapleview Drive/Bayview Drive intersection, which included widening Bayview Drive to provide two northbound and two southbound through lanes, a southbound channelized right turn lane, an eastbound right turn lane, and dual northbound left turn lanes with widening for opposing dual southbound left turn lanes (operating as a single southbound left turn lane in the interim);

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 Improvements at the Bayview Drive/Big Bay Point Road intersection, which included widening Bayview Drive to two southbound through lanes south of the intersection, and two northbound through lanes south and north of the intersection;

 The widening of Bayview Drive from Mapleview Drive to Big Bay Point Road to five lanes;

 The construction of all transit-related facilities including on-site platforms, dedicated transit lanes, transit shelters, and lay-by lanes as well as dedicated pedestrian linkages related to the site plan; and

 All traffic signs, modifications to or new traffic signals, and pavement markings related to the above.

The cost in 2010 dollars for the transportation infrastructure outlined above was in excess of $7.1 million dollars, which was funded by the proponents of Park Place. As described, Mapleview Drive and Bayview Drive and their study area intersections have been built to their ultimate configurations although not all of the capacity improvements are currently being utilized (i.e. single left turn lanes where dual left turn lanes have been constructed). Additional network improvements to assist in accommodating further growth at Park Place and significant growth due to other new developments in this general area of the City relate primarily to the Harvie Road-Big Bay Point Road flyover of Highway 400 (now under construction) and operational improvements recommended by the Ministry of Transportation of Ontario (MTO) at the Highway 400/Mapleview Drive interchange.

1.4 Scope and Methodology

A scope of work was prepared in consultation with City staff and has been reviewed with MTO staff. Traffic forecasts and analysis have been completed for base year conditions (2018) and two future horizon years, namely 2021 and 2031. The analysis periods include the weekday AM and PM peak hours, which is generally consistent with past transportation studies for Park Place that focused on the weekday PM peak hour. In summary, the existing and future traffic conditions include:

 2018 Base Year (observed traffic volumes);

 2021 Horizon Year:  Background traffic comprising: . Non-Park Place traffic growth . 2018 Park Place trip generation (current development);  Total traffic comprising: . 2021 background traffic . 2021 Park Place trip generation (proposed development post-2018)

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 2031 Horizon Year:  Background traffic comprising: . Non-Park Place traffic growth . 2021 Park Place trip generation  Total traffic comprising: . 2031 background traffic . 2031 Park Place trip generation (proposed development post-2021)

It should be recognized from the outset that the scope and methodology for the subject study was customized to address the somewhat unique characteristics of the Park Place development, including its history and site context, and to acknowledge other completed studies by MTO and the City that have established longer term transportation network improvements. The relevant information considered as part of developing and completing the scope of work includes:

 The majority of the proposed retail development on the Park Place lands has been constructed, is operational today, and its traffic is being accommodated by the significant amount of transportation infrastructure put in place by the proponents of Park Place;

 As noted previously, additional development in the foreseeable future at Park Place will comprise new retail uses, hotels, a retirement residence, and a small office building. Since there has been little interest in industrial/office park development in this area of Barrie, the future timing for any development on the Park Place lands designated for these uses (i.e. north of the central woodlot) is uncertain, and therefore, has not been considered within this study;

 The Stage thresholds that restrict higher levels of Park Place development were predicated on the completion of transportation infrastructure that will be available for use in the very near future (i.e. the Harvie Road-Big Bay Point flyover of Highway 400);

 In 2017, MTO completed the report, “Highway 400 Improvements from 1 km South of Highway 89 to the Junction of Highway 11, Transportation Environmental Study Report (TESR) Addendum, November 2017” (AECOM Canada Ltd.), which recommended that the existing Diamond Interchange at Highway 400 and Mapleview Drive be replaced with a Diverging Diamond Interchange (DDI). The proposed interchange design would increase capacity, improve traffic operations, and enhance safety at the ramp terminals; and

 The City recently completed the 2019 TMP, which is an update of their 2014 Multi-Modal Active Transportation Master Plan (MMATMP), and it addresses the longer term transportation requirements for the City up to 2041. The City’s consultant, WSP Canada Inc., has provided modeling assistance for this study as necessary to address City-wide growth and changing travel patterns with the implementation of major new infrastructure.

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Site Location

Study Area Medical Office

Site Location and Study Area City of Barrie Park Place Traffic Impact Study 190134 Figure 1.1 Park Place | Traffic Impact Study | 190134 | March 2020

2 Proposed Development

Figure 2.1 illustrates the Park Place Construction Phasing Site Plan with colour coding for existing buildings and proposed new buildings. Appendix A provides the same site plan along with enlargements of the South Land (Area 1), North Land (Area 4, 5, and 6), and East Land (Area 2 and 3). A detailed table identifying buildings by number, proposed land use, and gross constructed area (GCA) is also provided. It should be noted that GCA is greater than GFA as defined in the Zoning By-law. Table 1 presents the details for the existing development and for the proposed development by study horizon years 2021 and 2031.

TABLE 2.1: PARK PLACE DEVELOPMENT STATISTICS

Location and Land Use Statistics Land Use South Land North Land East Land Status Area 1 Area 4, 5, and 6 Area 2 and 3 Built/Occupied 606,466 SF ret-com 139,650 SF ind2 83,400 SF med-off1 Built/Vacant 68,985 SF ret-com Nil Under 24,000 SF ret-com Nil Construction 124 retirement units 69,357 SF ret-com Nil3 13,953 SF off 2021 Proposed 129 hotel suites 110 hotel suites 2031 Proposed 92,315 SF ret-com 6,300 SF ret-com4 768,808 SF ret-com 139,650 SF ind Total 2021 124 retirement units 83,400 SF med-off 13,953 SF off 129 hotel suites 110 hotel suites 139,650 SF ind 861,123 SF ret-com 13,953 SF off Total 2031 124 retirement units 83,400 SF med-off 110 hotel suites 129 hotel suites 6,300 SF ret-com4 1Partially occupied (approx. 25%) at the time of base year traffic data collection 2IBM operations/data centre, small employee complement 3No additional development is being assumed by 2031 due to uncertain absorption rates for the potential 383,700 SF GCA of mostly industrial and office uses, and limited amount of restaurant and service centre uses 4Restaurant use

In summary, the additional proposed land uses above that currently occupied in the base year 2018, and which are considered new for traffic forecasting purposes, are as follows:

 For 2021, 162,342 SF GCA retail-commercial uses (typical shopping centre uses), one retirement home with 124 units, two hotels with a total of 239 suites, full occupancy of the existing medical office, and 13,933 SF GCA office; and

 For 2031, 98,615 SF GCA retail-commercial uses (typical shopping centre uses).

There are no changes to the existing number or location of site accesses.

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3 Existing Conditions

3.1 Roads and Traffic Control

Table 3.1 provides a summary of the key characteristics of the study area road network under existing conditions.

TABLE 3.1: EXISTING ROAD NETWORK CHARACTERISTICS

Max. Classification and Road Jurisdiction Speed Cross Section Limit1 Urban arterial, 6-lane plus Mapleview Drive City auxiliary turn lanes and 60 km/h sidewalks Rural freeway 6-lane with paved Highway 400 MTO 100 km/h shoulders Urban major collector, 4-lane Bayview Drive City plus auxiliary turn lanes and 50 km/h sidewalks Big Bay Point Road City Rural arterial, 2-lane 50 km/h Churchill Drive City Rural minor collector, 2-lane 50 km/h Urban local, 4-lane plus auxiliary Park Place Boulevard Private turn lanes and sidewalks South Village Way Private Urban local, 2-lane with 4-lanes n/a2 North Village Way Private at Bayview Drive, and sidewalks Urban local, 2-lane with 5-lanes Concert Way Private at Bayview Drive, and sidewalks Urban local, 4-lane plus auxiliary Barrie View Drive City 50 km/h turn lanes and sidewalks Urban major collector, 4-lane Bryne Drive City plus auxiliary turn lanes and 50 km/h sidewalks Harvie Road City Rural arterial, 2-lane 50 km/h 1Where the speed limit is not posted; the statutory 50 km/h has been assumed. 2Some internal roads at Park Place are posted with 20 km/h speed limit signs

Figure 3.1 illustrates the existing lane arrangements and traffic control devices at the study area intersections. As noted in the Introduction, many study area road network improvements have been made as part of previous approvals for Park Place. These include widening Highway 400 on and off ramps at the Mapleview Drive interchange, and improvements to the Mapleview Drive intersections with Park Place Boulevard (and the Costco access opposite to Park Place Boulevard) and Bayview Drive. Each of the latter intersections have been constructed to essentially a full build-out condition, although not all lanes that have been built are currently in use (e.g. a second southbound left turn lane on the Park Place Boulevard approach to Mapleview Drive, a second southbound left turn lane on the Bayview Drive approach to Mapleview Drive and a second westbound left turn lane on the Mapleview Drive approach to Bayview Drive).

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Existing Lanes and Traffic Control Park Place Traffic Impact Study 190134 Figure 3.1 Park Place | Traffic Impact Study | 190134 | March 2020

3.2 Transit

The study area is currently served by several Barrie Transit routes. A transit hub is provided on-site within Park Place as well as transit stops located along Bryne Drive, Barrie View Drive, Mapleview Drive, and Bayview Drive.

Inter-regional travel is provided by GO Transit services. Two GO Stations currently serve the residents of Barrie – the Allandale Waterfront GO Station and the Barrie South GO Station provide rail service as well as connections to various Barrie Transit routes. When connecting to or from the GO Train, local transit is at no cost. Riders only need to display a valid Barrie Transit ticket or Presto Fare Card and travel within 30-minutes of arrival or departure train times at Allandale Waterfront GO or Barrie South GO stations.

Based on current information posted on the Barrie Transit and GO Transit websites, the study area is served by the following transit routes:

 Barrie Transit:  Route 1A – Georgian Mall  Route 1B – Welham  Route 2A – Dunlop  Route 2B – Park Place  Route 3A – Bayview  Route 3B – Painswick  Route 7A – Grove  Route 7B – Bear Creek  Route 8A – RVH/Yonge  Route 8B – Crosstown/Essa  Route 11A – Allendale Recreation  Route 11B – Lockhart; and

 GO Transit:  The Allandale Waterfront GO Station and Barrie South GO Station can both be accessed via Barrie Transit Route 8A/B.

Figure 3.2 illustrates the available transit routes in the vicinity of the subject site.

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3.3 Traffic Volumes

Traffic counts at the study area intersections were undertaken in March 2017 by Paradigm for weekday and Saturday traffic conditions. Appendix B contains the 2017 traffic data.

In early 2019, City staff provided updated counts for most of the study area intersections. This included traffic counts conducted later in 2017 than the Paradigm data as well as counts conducted in 2018. Appendix C contains the City’s 2017 and 2018 traffic data as well as signal timing plans.

Where possible, the City’s counts were compared with the Paradigm counts and were found to be generally higher. Therefore, the City data was adopted to represent a base year 2018 condition and was combined with Paradigm data at the minor intersections that the City didn’t count (e.g. private driveway intersections along Bayview Avenue). While the raw count data exhibited relatively close numbers for volumes leaving one intersection and approaching the adjacent intersection, the mid-block volumes were balanced by making minor adjustments to the intersection counts.

An exception to the balancing is evident for the eastbound volumes on Mapleview Drive between the east side Highway 400 ramp terminal and the Park Place Boulevard-Costco Access intersection. There is a right in/right out Costco driveway on Mapleview Drive between these intersections and the right in movement provides the first opportunity for access to Costco and represents a relatively high volume, especially during the PM peak hour. Therefore, the eastbound traffic volume leaving the Mapleview Drive/Highway 400 northbound on/off ramp intersection and approaching the Mapleview Drive/Park Place Boulevard-Costco Access intersection does not match.

Figure 3.3 and Figure 3.4 show the weekday base year 2018 AM and PM peak hour traffic volumes.

As requested by MTO staff, a comparison of Saturday peak hour traffic volumes with the weekday PM peak hour was conducted to confirm that the latter peak hour represents a design condition. As noted in the introduction of this report, past studies of Park Place focused on weekday PM peak hour conditions. The most recent City PM peak hour traffic data for the Mapleview Drive corridor was compared to the Paradigm 2017 Saturday peak hour traffic data on the basis of volume entering each signalized intersection. The comparison showed that the weekday PM peak hour volumes at most intersections were 4% to 23% higher than the Saturday peak hour volumes. The Mapleview Drive/Barrie View Drive intersection on the west side of Highway 400 was the only exception. Therefore, this study does not include an assessment of Saturday conditions but has included an assessment of the weekday AM peak hour as suggested by City staff in the development of the work plan. Appendix D contains the comparison of weekday PM and Saturday traffic data.

Paradigm Transportation Solutions Limited | Page 12 288 111 543 34 8 262 53 76 383 6 543 527 17 3 210 0 437 387 27 410 26 689 786 0 500 48 5 475 38 21 4 416 3 363 4 92 216 115 36 429 86 2 134 295 54 55 26 124 78 353 2 117 253 14 55 30 69 33 27 181 80 7 9 152 12 69 *Note – Mid-Block Right In- Right Out Costco Access Base Year (2018) Traffic AM Peak Hour Park Place Traffic Impact Study 190134 Figure 3.3 333 160 660 37 9 395 227 202 812 3 664 668 10 1 378 0 768 800 2 752 6 542 942 0 616 131 0 600 31 61 13 556 1 593 2 61 374 65 89 503 147 4 203 138 258 146 102 307 141 483 6 275 380 55 125 116 211 159 163 498 452 47 33 571 65 98 *Note – Mid-Block Right In- Right Out Costco Access

Base Year (2018) Traffic PM Peak Hour Park Place Traffic Impact Study 190134 Figure 3.4 Park Place | Traffic Impact Study | 190134 | March 2020

3.4 Traffic Operations

3.4.1 Methodology

Intersection level of service (LOS) is a recognized method of quantifying the average delay experienced by drivers at intersections. It is based on the delay related to the number of vehicles desiring to make a through or turning movement, compared to the estimated capacity for that movement. The capacity is based on several criteria including, but not limited to, vehicle headways, intersection geometry, vehicle composition, opposing traffic flows, and for signalized intersection, signal timing. Capacity is evaluated in terms of the ratio of demand flow to capacity with an at-capacity condition represented by a volume-to-capacity (V/C) ratio of 1.00 (i.e. volume demands equals capacity).

The highest possible rating is LOS A, in which the average total delay is equal or less than 10.0 seconds per vehicles. When the average delay exceeds 80 seconds for signalized intersections, 50 seconds for unsignalized intersections or when the volume-to-capacity ratio is greater than 1.00, the movement is classed as LOS F and improvements are usually implemented, if they are feasible. LOS E is generally used as a guideline for the determination of road improvement needs on through lanes, while LOS F may be acceptable for left-turn movements at peak times, depending on capacity and safety considerations. It is also recognized that the guidelines for determining when improvements are necessary can vary in different municipalities.

For this study, the criteria in the MTO Traffic Impact Study Guideline have been considered in determining the potential need for possible capacity or traffic control improvements at signalized intersections. The criteria for what are typically referred to as “critical movements” include:

 Where v/c ratios for traffic movements are greater than 0.85; and

 The MTO guideline also includes a specific reference to “terminal ramp approaches” being considered for possible operational improvements if the v/c ratio is greater than 0.75.

The 95th and 50th percentile queue lengths have also been reviewed for comparison with available storage to determine where possible increases in storage length could be considered.

For unsignalized intersections, the following typical criteria have been used for assessing the operations of the movements that experience delay (i.e. movements that must wait for a gap in opposing traffic):

 Level of service for individual movements that exceed LOS E (based on average delay per vehicle); and

 95th percentile queue lengths for individual movements that exceed the available storage lane length.

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To assess the existing peak hour traffic operating conditions, the level of service analysis has been conducted using Synchro 9.1 software, which implements the methods of the Highway Capacity Manual (HCM). Queue lengths have been determined by running the SimTraffic module of Synchro, which included a 15 minute seeding interval, a 60 minute analysis period, and averaging the queue results for five runs of the model.

The following parameters have been utilized in the analysis of existing conditions:

 Existing lane configurations;

 Heavy vehicle percentages as in existing traffic counts;

 Conflicting pedestrian volumes as in existing traffic counts;

 Optimized signal timing within the phasing, cycle lengths, and offsets provided by City staff;

 Calculated intersection peak hour factors (PHF) for the AM and PM peak hours. The use of the PHF results in an analysis of the peak 15- minute period flow during each peak hour;

 For the Highway 400/Mapleview Drive ramp terminal intersections, adjustments were made to lane utilization factors for the off-ramp movements as required to calibrate queue lengths with the results of the most recent MTO report, “Highway 400 Harvie Road Crossing Triggers (2016 update)” (Highway 400 Trigger reports)1; and

 Synchro default values for all other inputs.

3.4.2 Capacity Analysis

Table 3.2 presents the results of the analysis of base year AM and PM peak hour traffic operations. V/C ratios greater than the MTO criteria are highlighted. Appendix E contains the Synchro analysis reports.

The analysis indicates that the Mapleview Drive intersections with the Highway 400 ramp terminals operate at or approaching capacity and with several individual movements above the MTO v/c critical thresholds in both peak hours. As well, the overall PM peak hour volume demands at the Mapleview Drive intersection with Park Place Boulevard-Costco Access slightly exceed the theoretical capacity. The latter conditions are largely influenced by the operation of the eastbound dual left turn movement for traffic entering Park Place and the southbound right turn movement for traffic exiting from Park Place. The other study area intersections along Mapleview Drive, operate within capacity and with a small number of movements with v/c ratios higher than the 0.85 criteria. The Bayview Drive

1The trigger agreement was established between MTO and the City to determine when queuing on the Highway 400 northbound and southbound off-ramps at Mapleview Drive would reach prescribed levels where the City would be required to commence the design and construction of the Harvie Road-Big Bay Point Road crossing of Highway 400. The City has commenced these works, which renders the agreement moot.

Paradigm Transportation Solutions Limited | Page 16 Park Place | Traffic Impact Study | 190134 | March 2020 study area intersections operate well within capacity and at good levels of service and have very few v/c ratios higher than the stated criteria.

Regarding the Mapleview Drive/Park Place Boulevard intersection, several alternatives were discussed with City staff to attempt to improve current operations. Subsequently, these were explored further at the request of the NA Park Place LP (“Park Place”) representatives. Appendix F contains a letter report that presents the analysis of several operational scenarios that include either modifying signal phasing by adding a southbound right turn overlap phase (provides a green arrow for the southbound right turn during the non-conflicting eastbound/westbound advanced left turn phases) or changing the single southbound right turn lane operation to dual southbound right turns. It was determined that the overlap phase with the existing single right turn lane would provide a significant improvement with little impact on other aspects of the intersection operations. Similarly, dual southbound right turn lanes would provide some improvement but could also contribute to weaving problems for westbound traffic west of this intersection as some motorists using the dual right turn lanes will be changing lanes to access Highway 400 northbound or southbound on-ramps or to continue westbound on Mapleview Drive. Consequently, the provision of a southbound right turn overlap phase is the only improvement alternative considered later in the report for the analysis of 2021 and 2031 horizon year traffic conditions.

The same weaving concern as described above is evident if the westbound curb lane on Mapleview Drive was changed from a right turn lane to a through-right lane by removing the curb bump-out on the far side of the intersection. While intersection capacity would be increased (westbound approach would have four instead of three through lanes), the traffic in the westbound curb lane would be forced to enter the Highway 400 northbound on-ramp unless a lane change to the driver’s left was made. Similarly, traffic in the adjacent westbound through lane destined to Highway 400 northbound would have to make a lane change to the driver’s right. The weaving as described would be in a very confined area since the distance between Park Place Boulevard and the Highway 400 northbound on-ramp is only 220 metres. The curb bump-out currently prevents this weaving from occurring. Consequently, this potential improvement has not been considered further due to the safety implications.

The results of the operational analysis are consistent with field observations of peak hour conditions conducted by Paradigm staff at various times over the past three years.

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TABLE 3.2: OPERATIONAL ANALYSIS – EXISTING CONDITIONS

AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS Delay V/C LOS Delay v/c Left B 16 0.14 C 28 0.60 EB Dual Thru- C 24 0.50 D 36 0.63 Thru/Right Mapleview Left D 44 0.75 D 55 0.82 Dr./ WB Dual Thru- B 12 0.30 D 39 0.67 Bryne Dr. Thru/Right Left D 42 0.19 D 43 0.54 NB Signalized Thru-Thru/Right D 46 0.17 E 60 0.93 Left D 41 0.41 D 47 0.76 SB Thru-Thru/Right D 44 0.17 D 33 0.23 Overall Intersection C 26 0.71 D 43 0.84 Left B 16 0.32 D 43 0.49 EB Triple Thru- A 7 0.39 C 26 0.60 Thru/Right Mapleview Dual Left D 53 0.51 E 79 0.75 Dr./ WB Dual Thru- C 28 0.60 B 11 0.78 Barrie View Thru/Right Dr. Left D 46 0.37 D 51 0.58 NB Thru D 48 0.20 E 59 0.55 Signalized Right D 48 0.09 E 58 0.51 Left D 42 0.70 E 56 0.87 SB Thru-Thru/Right D 38 0.11 D 42 0.13 Overall Intersection C 25 0.66 C 30 0.85 Mapleview Quad Thru C 35 0.84 C 35 0.89 EB Dr./ Right B 20 0.37 B 14 0.33 HWY 400 Left D 38 0.82 D 41 0.97 WB SB Off/On Triple Thru C 22 0.37 C 22 0.59 Ramp Dual Left D 36 0.76 E 62 0.95 SB Dual Right C 33 0.68 D 39 0.57 Signalized Overall Intersection C 31 0.82 D 36 0.99 Mapleview Dual Left E 63 0.71 D 48 0.96 EB Dr./ Triple Thru A 20.51A 7 0.70 HWY 400 Triple Thru C 25 0.54 D 40 0.98 WB NB Off/On Right F 87 0.38 D 53 0.83 Ramp Dual Left D 36 0.34 D 40 0.43 NB Dual Right D480.80 F 89 1.03 Signalized Overall Intersection C 30 0.64 D 37 0.99

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AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS Delay V/C LOS Delay v/c Dual Left D 55 0.52 F 123 1.10 EB Triple Thru B 14 0.63 E 59 1.04 Right A 90.03A 9 0.05 Mapleview Left B 15 0.25 D 49 0.58 Dr./ WB Triple Thru B 16 0.61 F 85 1.08 Park Place Right B 12 0.01 C 32 0.03 Blvd. Dual Left D 48 0.49 D 54 0.79 NB Thru/Right D 45 0.13 D 44 0.34 Signalized Left D 50 0.11 D 44 0.10 SB Thru D 50 0.08 D 44 0.14 Right D 50 0.06 F 129 1.08 Overall Intersection B 20 0.58 E 76 1.02 Dual Left E 68 0.65 F 84 0.68 EB Triple Thru A 40.45A 2 0.54 Right A 90.37A < 1 0.25 Left B 18 0.17 B 17 0.28 Mapleview WB Dual Thru- C 26 0.53 C 25 0.53 Dr./ Thru/Right Bayview Dr. Dual Left E 57 0.77 E 61 0.77 NB Thru-Thru/Right C 34 0.19 D 49 0.52 Signalized Left D 35 0.22 D 52 0.61 Dual Thru D 41 0.28 E 56 0.52 SB Right D 49 0.65 E 56 0.48 (Channelized) Overall Intersection C 26 0.61 C 29 0.62 Left/Thru- EB D 42 0.28 D 43 0.34 Thru/Right Bayview Dr./ Left D 36 0.02 D 36 0.03 WB South Thru/Right D 36 0.01 D 36 0.01 Village Way Left A 40.17A 5 0.27 NB Thru-Thru/Right A 60.17A 7 0.21 Signalized Left A 70.00A 8 0.01 SB Thru-Thru/Right A 9 0.28 B 10 0.32 Overall Intersection B 12 0.27 B 13 0.31 Left D 40 0.26 D 37 0.37 EB Thru A < 1 0.00 A < 1 0.00 Right D 38 0.02 D 39 0.03 Bayview Dr./ Left A < 1 0.00 D 48 0.04 North Village WB Thru/Right D 48 0.00 D 49 0.00 Way Left A 40.01A 5 0.03 NB Thru-Thru/Right A 50.20A 5 0.24 Signalized Left A 40.01A < 1 0.00 SB Thru-Thru/Right A 60.28A 8 0.35 Overall Intersection A 8 0.28 A 10 0.37

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AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS Delay V/C LOS Delay v/c Left D 48 0.16 C 35 0.14 EB Thru D 48 0.09 D 41 0.04 Bayview Dr./ Right A < 1 0.00 D 41 0.00 Concert Left D 37 0.34 C 31 0.33 WB Way- Thru/Right D 40 0.13 D 39 0.16 Churchill Dr. Left A 6 0.01 B 14 0.00 NB Thru-Thru/Right A 8 0.22 C 24 0.44 Signalized Left A 4 0.07 B 14 0.10 SB Thru-Thru/Right A 7 0.24 C 24 0.44 Overall Intersection B 12 0.27 C 26 0.38 Bayview WB Left/Right B 12 0.02 B 11 0.13 Dr./Coca NB Thru-Thru/Right Unopposed Movement Unopposed Movement Cola D/W Left A 9 0.02 a 9 0.01 SB Unsignalized Dual Thru Unopposed Movement Unopposed Movement Bayview Dr./ Left B 13 0.00 B 15 0.04 EB Medical Right B 10 0.00 B 11 0.03 Centre Left A 90.03A 9 0.00 NB South D/W Dual Thru Unopposed Movement Unopposed Movement Unsignalized SB Thru-Thru/Right Unopposed Movement Unopposed Movement Bayview EB Left/Right B 12 0.02 B 13 0.04 Dr./Medical Left A 90.01A 9 0.00 NB Centre North Dual Thru Unopposed Movement Unopposed Movement D/W SB Thru-Thru/Right Unopposed Movement Unopposed Movement Unsignalized Left B 19 0.14 C 21 0.19 EB Thru/Right C 29 0.65 D 38 0.83 Bayview Dr./ Left B 17 0.54 C 32 0.78 WB Big Bay Thru/Right C 30 0.78 C 32 0.78 Point Road Left C 25 0.23 D 49 0.86 NB Thru-Thru/Right C 32 0.40 D 38 0.67 Signalized Left C 24 0.38 C 28 0.59 SB Thru/Right D 39 0.67 E 58 0.87 Overall Intersection C 30 0.72 D 39 0.85

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3.4.3 Queue Analysis

Table 3.3 presents the results for the 95th and 50th percentile queue lengths. The individual movements where the 95th and 50th percentile queue lengths exceed the available storage lane lengths are highlighted in yellow and red, respectively. Appendix E also contains the SimTraffic output related to the queue analysis.

The queue analysis showed that there are very few deficiencies during the AM peak hour (total of three minor deficiencies in the study area). For the PM peak hour, each of the Mapleview Drive intersections in the study area have 95th percentile queue lengths that will temporarily exceed the available storage lane lengths. Five of the six Mapleview Drive intersections also have some movements with 50th percentile queues that exceed the available storage, but these can be characterized as minor (50 metres or less). It should be noted that at most of these intersections, there are physical constraints to increasing storage lane lengths, and therefore, solutions for future conditions relate primarily to improving other parts of the City road network to allow for a redistribution of existing traffic and to accommodate anticipated growth in traffic.

With regard to the Highway 400 ramp terminals, the available storage for the northbound and southbound off ramps has been considered as 75% of the length of each ramp, which is consistent with the methodology employed in the traffic surveys that have been undertaken by MTO since 2010 (Highway 400 Trigger reports). The analysis results show queue lengths that are mostly well within the stated off-ramp storage lane lengths. One exception is that the southbound off-ramp is shown to have 95th percentile queues that exceed the 75% ramp length (295 metres) by approximately 100 to 130 metres in the PM peak hour. Queues of this length would reach the total ramp length of approximately 395 metres. The analysis findings are generally consistent with the field survey results contained in the most recent Highway 400 Trigger report (2016). That report showed that the northbound and southbound off-ramp maximum queues by cycle were typically well within the 75% ramp length thresholds but with the southbound off-ramp showing several cycle spikes with queue lengths approaching the 265 metre threshold and one cycle exceeding it with a queue length of 351 metres. In that survey, the trigger was not met since that would have required the threshold being exceeded 25% of the time over a three-hour period (not just the peak hour).

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TABLE 3.3: QUEUES – EXISTING CONDITIONS

Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available 40 Left 15 25 7 33 46 -6 21 19 TWLTL EB Dual Thru- 260 91 169 55 205 95 165 64 196 Thru/Right 40 Left 36 4 31 9 66 -26 53 -13 TWLTL Mapleview Dr./ WB Dual Thru- Bryne Dr. 160 97 63 52 108 96 64 82 78 Thru/Right

Left 65 22 43 8 57 46 19 26 39 Signalized NB Thru- 100 36 64 19 81 132 -32 83 17 Thru/Right 40 Left 38 2 19 21 57 -17 36 4 TWLTL SB Thru- 330 23 307 12 318 52 278 25 305 Thru/Right 80 Left 23 57 12 68 67 13 26 54 TWLTL EB Triple Thru- 160 59 101 29 131 120 40 75 85 Thru/Right Dual Left 65 39 26 24 41 59 6 41 24 Mapleview Dr./ WB Dual Thru- Barrie View Dr. 100 69 31 37 63 82 18 50 50 Thru/Right

Left 35 23 12 11 24 40 -5 26 9 Signalized NB Thru 501832842 74-24 38 12 Right 5029211535 101-51 61 -11 Left 35 53 -18 37 -2 51 -16 47 -12 SB Thru- 290 55 235 17 273 208 82 122 168 Thru/Right

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Quad Thru 100 73 27 46 54 142 -42 99 1 Mapleview Dr./ EB Right 5544112134 107-52 44 11 HWY 400 SB Left 130 166 -3610129 91395278 Off/On Ramp WB Triple Thru 165 156 9 76 89 112 53 79 86

Dual Left 295 139 156 97 198 391 -96 343 -48 Signalized SB Dual Right 295 54 241 32 263 427 -132 322 -27 Dual Left 135 49 86 32 103 82 53 51 84 Mapleview Dr./ EB Triple Thru 165 44 121 25 140 71 94 25 140 HWY 400 NB Triple Thru 205 138 67 83 122 223 -18 142 63 Off/On Ramp WB Right 150 81 69 48 102 152 -2 100 50

Dual Left 265 48 217 25 240 58 207 36 229 Signalized NB Dual Right 265 58 207 36 229 117 148 81 184 Dual Left 165 35 130 23 142 99 66 63 102 EB Triple Thru 205 71 134 37 168 148 57 103 102 Right 185 9 176 2 183 13 172 6 179 Left 60 22 38 7 53 65 -5 29 31 Mapleview Dr./ WB Triple Thru 125 90 35 55 70 163 -38 140 -15 Park Place Blvd. Right 125 6 119 1 124 191 -66 155 -30

Dual Left 65 38 27 20 45 138 -73 90 -25 Signalized NB Thru/Right 65 21 44 10 55 53 12 27 38 Left 65 9 56 2 63 18 47 7 58 SB Thru 85679184 93-8 30 55 Right 8522631174 110-25 100 -15

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Dual Left 80 44 36 27 53 53 27 34 46 EB Triple Thru 125 32 93 15 110 25 100 12 113 Right 4535101629 16296 39 Left 125 17 108 7 118 31 94 10 115 WB Dual Thru- Mapleview Dr./ 705 74 631 45 660 305 400 247 458 Thru/Right Bayview Dr. Dual Left 150 69 81 43 107 145 5 135 15

NB Thru- Signalized 80 31 49 15 65 304 -224 172 -92 Thru/Right Left 100 26 74 12 88 51 49 26 74 Dual Thru 210 35 175 19 191 281 -71 176 34 SB Right 65 36 29 10 55 98 -33 76 -11 (Channelized) Left/Thru- EB 65 27 38 14 51 35 30 17 48 Thru/Right Left 50644149 644149 Bayview Dr./ WB Thru/Right 50644149 644149 South Village Left 45 23 22 10 35 30 15 14 31 Way NB Thru- 210 27 183 10 200 36 174 15 195 Thru/Right Signalized Left 40337139 337139 SB Thru- 185 50 135 24 161 233 -48 102 83 Thru/Right

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Left 45 20 25 9 36 33 12 17 28 EB Thru 85481184 085085 Right 451926639 4051332 Bayview Dr./ Left 60060060 456159 WB North Village Thru/Right 60357159 357159 Way Left 50446149 644149 NB Thru- 185 27 158 10 175 29 156 13 172 Signalized Thru/Right Left 55451154 055055 SB Thru- 235 40 195 16 219 206 29 71 164 Thru/Right Left 85 8 77 2 83 20 65 8 77 EB Thru 130 5 125 1 129 10 120 2 128 Right 85085085 580184 Bayview Dr./ Left 35 27 8 13 22 43 -8 25 10 WB Concert Way- Thru/Right 650 26 624 14 636 97 553 33 617 Churchill Dr. Left 50545149 248149 NB Thru- 235 32 203 12 223 79 156 43 192 Signalized Thru/Right Left 45 15 30 6 39 37 8 10 35 SB Thru- 200 37 163 18 182 155 45 71 129 Thru/Right WB Left/Right 351421431 44-9 14 21 Bayview Thru- Dr./Coca Cola NB - Unopposed Movement Unopposed Movement Thru/Right D/W Left 50842248 644149 Unsignalized SB Dual Thru - Unopposed Movement Unopposed Movement

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Left 35 4 31 1 34 11 24 4 31 EB Bayview Dr./ Right 35 4 31 1 34 10 25 3 32 Medical Centre Left 35 11 24 3 32 3 32 1 34 NB South D/W Dual Thru 200 Unopposed Movement Unopposed Movement Unsignalized Thru- SB 100 Unopposed Movement Unopposed Movement Thru/Right Bayview EB Left/Right 351025332 1223431 Dr./Medical Left 25520124 421124 NB Centre North Dual Thru 130 Unopposed Movement Unopposed Movement D/W Thru- SB 90 Unopposed Movement Unopposed Movement Unsignalized Thru/Right Left 40 23 17 7 33 53 -13 15 25 EB Thru/Right 300 81 219 51 249 182 118 106 194 Left 50 62 -12 29 21 80 -30 38 12 Bayview Dr./ WB Thru/Right 745 106 639 62 683 123 622 70 675 Big Bay Point Left 50 22 28 11 39 77 -27 42 8 Road NB Thru- 200 57 143 34 166 90 110 55 145 Thru/Right Signalized Left 65 40 25 18 47 86 -21 37 28 SB Thru- 650 82 568 46 604 119 531 72 578 Thru/Right

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3.5 City Initiative – 2020 Mapleview Drive Corridor Study

City staff will be leading a “Multi-Modal Level of Service/Traffic Study” for the Mapleview Drive corridor in 2020. The key purpose of this study is to identify shorter term operational and design improvements that will best serve auto, truck, transit, bicycle, and pedestrian travel demands within this corridor while complementing the longer term implementation of the MTO- recommended Diverging Diamond Interchange (DDI). This will involve the development and evaluation of alternatives that include but are not limited to the following:

 Developing four westbound through lanes along Mapleview Drive from Bayview Drive to Park Place Boulevard by redesigning and designating the right turn curb lane as a shared through/right lane. This would be intended to increase westbound capacity and reduce weaving;

 Making changes to lane designations to better reflect traffic demands, provide a more equitable distribution of capacity, and reduce weaving. This could include designating the four westbound lanes approaching the Highway 400 northbound on-ramp as two westbound through lanes and two westbound to northbound right turn lanes;

 Reviewing traffic signal plans and lane configurations at the Mapleview Drive/Park Place Boulevard-Costco Access intersection to examine the potential for operational efficiencies;

 Addressing the traffic operations issues, including occasional and temporary queueing on Mapleview Drive, associated with the eastbound right in/right out access on Mapleview Drive just east of the Highway 400 interchange that provides an access to the Ontario Travel Information Centre, Costco gas bar, and Costco warehouse;

 Providing sufficiently wide centre medians on Mapleview Drive to facilitate two-stage north-south pedestrian crossings and shorter, more efficient signal cycle lengths;

 Considering the provision of grade separated pedestrian crossings at higher auto and pedestrian volume intersections such as Mapleview Drive/Bayview Drive with the intention of improving both pedestrian safety and intersection operations;

 Determining the appropriate bicycle facilities and related design requirements throughout the corridor; and

 Coordinating the design of the improvements in the Mapleview Drive corridor to the east and west of the Highway 400 interchange with the removal of the existing diamond interchange and its replacement with the MTO-recommended DDI design.

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4 Forecasts

4.1 Approach

The development of Park Place up to the Stage 1 limit of 74,268 SM or 800,000 SF maximum gross floor area was permitted in conjunction with the June 9, 2010 “Highway 400-Harvie Road Crossing Triggers Letter of Agreement” – an agreement between the City of Barrie and MTO. The purpose of the agreement was to establish regular queue data collection for the Highway 400 off ramps at the Mapleview Drive interchange, and when/if established queue thresholds were reached, this would trigger the design and construction of the planned Harvie Road-Big Bay Point Road flyover of Highway 400. The surveys that were completed by MTO showed that the queue thresholds were not reached, however, the City did proceed with the project by obtaining the necessary environmental approvals, completing the design, securing the required funds, and now has construction underway. City staff anticipate that the crossing will be completed and operational in Fall 2020.

Since the completion of the Harvie Road-Big Bay Point Road flyover will result in major changes in traffic patterns in the study area, it was determined through consultation with City staff that a modeling approach was necessary to properly account for the redistribution of trips in the road network. Therefore, the City’s consultant for the 2019 TMP, WSP Canada Inc., was engaged by Park Place to provide modeling support for the TIS. City of Barrie staff advised that the 2019 TMP model has been accepted by MTO’s System Analysis and Forecasting Office as being “good for planning level analysis”.

4.2 Future Network Assumptions

Appendix G contains WSP memoranda that provide the details on the model inputs (land use, road networks, etc.) and the resultant Emme model link forecasts for the 2021 and 2031 horizon years.

Figure 4.1 illustrates the road network improvements incorporated in the 2019 TMP model for the 2021 and 2031 horizon years. Those improvements are described as follows:

 2021 Horizon Year:  Existing road network with the addition of the soon to be completed Harvie Road-Big Bay Point Road flyover of Highway 400; and

 2031 Horizon Year:  DDI at Highway 400 and Mapleview Drive;  New interchange at Highway 400 and McKay Road (four lanes on McKay Road);

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 Improvements (widenings) for Dunlop Street (six lanes within five years), Essa Road (six lanes), and Innisfil Beach Road (four lanes) at their interchanges with Highway 400;  Widening of Big Bay Road to four/five lanes from Bayview Drive to Huronia Road (in City’s draft budget for 2021-22);  Extension of Bryne Drive (four lanes) from Essa Road southerly to Caplan Avenue (including new intersection at Harvie Road);  Widening of McKay Road to four lanes from Veterans Drive to Huronia Road;  Widening of Lockhart Road to four lanes from Veterans Drive to Huronia Road including a new crossing of Highway 400.

Paradigm Transportation Solutions Limited | Page 29 2021: Harvie Road-Big Bay Point Road flyover of Highway 400 2031: Diverging Diamond Interchange (DDI) at Highway 400 and Mapleview Drive 2031: New interchange at Highway 400 and McKay Road (four lanes on McKay Road) 2031: Dunlop Street widening to six lanes at the Highway 400 interchange 2031: Essa Road widening to six lanes at the Highway 400 interchange 2031: Innisfil Beach Road widening to four lanes at the Highway 400 interchange 2031: Big Bay Point Road widening to four/five lanes from Bayview Drive to Huronia Road 2031: Extension of Bryne Drive (four lanes) from Essa Road to Caplan Avenue 2031: Widening of McKay Road to four lanes from Veterans Drive to Huronia Road 2031: Widening of Lockhart Road to four lanes from Veterans Drive to Huronia Road including a new crossing of Highway 400

2021 and 2031 Road Network Improvements

Park Place Traffic Impact Study 190134 Figure 4.1 Park Place | Traffic Impact Study | 190134 | March 2020

4.3 Modeling

Appendix H contains a memorandum that describes the travel demand forecasting that was carried out for this study. It also includes a description of how Emme link forecasts were converted to intersection turning movement volumes and detailed spreadsheets that illustrate that process.

A summary of the modeling steps is as follows:

 2021 AM and PM peak hour forecasts developed by using the City- wide Emme model for the TMP, including these tasks:  2016 AM and PM peak hour matrices factored by 2.8% per year to 2021, which reflects population and employment forecasts included in the 2019 TMP documentation. This should be considered to be a very conservative approach to traffic forecasting since various secondary plans in the vicinity of the study area (namely, the Hewitt and Salem Secondary Plan areas) have exhibited a slower pace of growth than that reflected in the population and employment forecasts;  Adjust trip ends for the model zones that include Park Place (Zones 19 and 20) to reflect the primary trip generation for the 2021 Park Place development scenario. This also included adjustments for several other developments along the east side of Bayview Avenue that within one of these zones (Zone 19) but are not part of Park Place (i.e. Sadlon Arena, small office and commercial, storage units, Coca-Cola distribution centre, garden centre, etc.);  Fratar to create new matrices for 2021;  Assign the revised matrices to the existing road network with the addition of the Harvie Road-Big Bay Point flyover of Highway 400;  Use a select link assignment for the centroid connectors to Park Place (Zones 19 and 20) to track these trips and allow the plotting of non-Park Place trips, Park Place trips, and total trips; and

 2031 AM and PM peak hour forecasts developed by using the City- wide Emme model for the TMP, including the following tasks:  Use the 2031 AM and PM peak hour matrices already developed for the TMP;  Adjust trip ends for the model zones that include Park Place and adjacent commercial-industrial (Zones 19 and 20) to reflect the primary trip generation for the 2031 Park Place development scenario;  Fratar to create new matrices for 2031;  Assign the revised matrices to the TMP-recommended network for 2031;

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 Use a select link assignment for the centroid connectors to Park Place (Zones 19 and 20) to track these trips and allow the plotting of non-Park Place trips, Park Place trips, and total trips.

The purpose of tracking the Park Place trips was twofold:

 To obtain a model assignment of background traffic without Park Place trips. This facilitates the manual assignment of all Park Place trips for the base year (2018), 2021 and 2031 development scenarios; and

 To obtain trip distribution information for the Park Place trips that would reflect improvements to the road network in the 2021 and 2031 horizon years, and which facilitates the manual assignment of Park Place trips.

4.4 Non-Park Place Traffic

The non-Park Place traffic forecasts in the Emme model were provided as link volumes. To convert the link volumes to turning movements at the study area intersections was done by:

 Adjusting the Emme auto trip forecasts to account for trucks, which meant increasing the forecasts by 6% for the AM peak hour and by 2% for the PM peak hour. These global adjustment factors were determined by comparing the 2018 total traffic and total truck traffic entering all study area intersections;

 Using base year (2018) intersection traffic count patterns (percentages of left, through, and right turn movements) to convert link volumes to turning movements;

 Removing and reassigning turns to/from Park Place from the initial estimates (since the base year traffic patterns included turns to/from Park Place); and

 Undertaking an iterative balancing process to adjust the turning movements to match the target background traffic link volumes entering and exiting each leg of the study area intersections.

For the commercial and industrial uses that are located east of Bayview Avenue and in the same zone as Park Place (Zone 19) but are not part of Park Place, a manual assignment of their peak hour trips was undertaken and combined with the model forecasts described above to capture all non- Park Place traffic. The trip generation for these uses was partly taken from driveway traffic counts (part of Paradigm’s 2017 data collection effort) and partly estimated using the ITE Trip Generation Manual. The trips were distributed according to the Park Place trip distribution, which is presented in the Section 4.5.2 of this report. The details for this assignment are included in Appendix H.

Figure 4.2 and Figure 4.3 show the resultant traffic volumes representing non-Park Place traffic for the 2021 AM and PM peak hours, respectively.

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Figure 4.4 shows the resultant traffic volumes representing non-Park Place traffic for the 2031 AM peak hour and Figure 4.5 is provided to better illustrate the traffic movements at the Highway 400/Mapleview Drive interchange with the DDI design.

Figure 4.6 shows the resultant traffic volumes representing non-Park Place traffic for the 2031 PM peak hour and Figure 4.7 is provided to better illustrate the traffic movements at the Highway 400/Mapleview Drive interchange with the DDI design.

Paradigm Transportation Solutions Limited | Page 33 479 93 64 53 0 168 46 56 277 0 490 480 10 0 149 0 326 286 0 283 40 825 562 0 569 4 0 573 48 0 0 176 0 174 0 1 400 8 0 566 0 6 121 393 65 0 16 178 0 172 16 18 228 74 96 11 5 46 24 148 0 0 0 274 0 10 *Note – Mid-Block Right In- Right Out Costco Access 2021 Non-Park Place Traffic AM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.2 139 426 338 16 0 202 216 22 441 0 364 359 0 6 587 0 251 467 0 449 14 473 840 0 491 0 0 491 42 0 0 419 1 418 0 2 412 59 10 482 10 0 160 151 193 15 4 669 0 407 20 121 292 34 155 85 91 148 65 330 0 0 0 996 0 5 *Note – Mid-Block Right In- Right Out Costco Access 2021 Non-Park Place Traffic PM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.3 122 288 717 51 0 224 60 14 306 0 729 715 14 0 441 0 146 318 0 313 54 688 404 0 831 5 0 836 57 0 0 209 0 208 0 1 245 27 8 829 0 7 172 327 345 5 4 148 0 204 18 4 89 42 118 54 27 Refer to Figure 4.5 for DDI Assignment 94 16 32 0 0 0 171 0 27 *Note – Mid-Block Right In- Right Out Costco Access 2031 Non-Park Place Traffic AM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.4 688 404 146 441 NB Off-Ramp NB Highway 400 Highway

2031 Non-Park Place DDI Traffic AM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.5 192 167 228 467 0 366 193 131 691 0 501 493 0 8 471 0 279 721 0 694 19 264 554 0 678 0 0 678 52 0 0 686 1 687 0 0 292 18 22 666 12 0 133 248 314 57 90 412 0 672 27 180 177 96 23 25 41 Refer to Figure 4.7 for DDI Assignment 99 102 311 0 0 0 659 0 25 *Note – Mid-Block Right In- Right Out Costco Access 2031 Non-Park Place Traffic PM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.6 264 554 279 471 NB Off-Ramp NB Highway 400 Highway

2031 Non-Park Place DDI Traffic PM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.7 Park Place | Traffic Impact Study | 190134 | March 2020

4.5 Site Traffic

4.5.1 Trip Generation

Paradigm conducted traffic counts in March 2017 and related those counts to the known GCA for the occupied land uses at the time (mostly retail, restaurant, and fitness centre) within the southerly section of Park Place (South Land Area 1). It was determined that the weekday peak hour trips related to the occupied land uses produced trip generation that was higher than the Institute of Transportation Engineers (ITE) Trip Generation Manual for Land Use Code 820 (Shopping Centre) for the AM peak hour and very similar for the PM peak hour after interchanging the ITE’s independent variable “1,000 SF gross leasable are (GLA) with the study’s independent variable “1,000 SF GCA”.

Therefore, for full development of Area 1, the conservatively high observed trip rates were applied for the AM peak hour Shopping Centre trips and standard ITE Shopping Centre trip rates were applied for the PM peak hour. This is also a conservative approach since GCA would be approximately five to 10% greater than GLA. For other land uses in Area 1, namely retirement home, hotel, and office, standard ITE trip rates were applied for their corresponding land use code based on the independent variables “units”, “rooms”, and “1,000 SF GCA”, respectively.

Similarly, the standard ITE trip rates were applied to the proposed land uses in East Land Area 2 and 3, namely office, hotel, and restaurant based on the independent variables “1,000 SF GCA” for office and restaurant uses and “rooms” for the hotel use. For North Land Area 4, 5, and 6, the trip generation for the existing medical office building was based on the City- accepted report, “Northwest Property Corporation, Barrie Medical Clinic Traffic Study, July 2014” (R.J. Burnside & Associates Limited).

To be conservative in the assignment, no reductions were made to trip generation to account for a higher non-auto modal split than that implicit in the observed traffic counts. For the retail trip assignment, primary and pass- by trips were accounted for in accordance with the ITE Trip Generation Handbook (3rd Edition, Figure E.7). Pass-by trips represented 20% for 2021 and 15% for 2031 as related to the different sizes of the retail GFA.

Table 4.1 presents the Park Place peak hour total trip generation for the 2018 base year (highlighted row), the estimates for the 2021 land use, and the net increase in site trips between 2018 and 2021. Table 4.2 presents the Park Place peak hour trip estimates for 2021 (highlighted row), the estimates for the 2031 land use, and the net increase in site trips between 2021 and 2031. The net differences in trip generation from 2018 to 2021 and from 2021 to 2031 provide an indication of the order-of-magnitude for increases in Park Place-generated traffic between horizon years.

Appendix I contains detailed trip estimate information including all sources and references. It should be noted that the GFA values in the calculations in the appendix actually refer to GCA values as provided by the proponent’s site architect.

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TABLE 4.1: 2021 PARK PLACE TRIP GENERATION

Size/ AM PM Area Land Use Units In Out Tot In Out Tot Retail 768,808 SF GCA 582 316 898 1180 1278 2458 1 Retirement 124 Units 9 16 25 18 14 32 Hotel 129 Suites 35 24 59 43 28 71 Office 13,933 SF GCA 22 3 25 5 21 26 2,3 Hotel 110 Suites 30 20 50 34 22 56 4,5,6 Med. Off. 83,400 SF GCA 157 42 199 69 178 247 Total Trips 835 421 1256 1349 1541 2890 Base Year (2018) Trip Generation 437 288 725 1051 870 1921 NET INCREASE FOR 2021 398 133 531 298 671 969

TABLE 4.2: 2031 PARK PLACE TRIP GENERATION

Size/ AM PM Area Land Use Units In Out Tot In Out Tot Retail 861,123 SF GCA 652 354 1006 1283 1390 2673 1 Retirement 124 Units 9 16 25 18 14 32 Hotel 129 Suites 35 24 59 43 28 71 Office 13,933 SF GCA 22 3 25 5 21 26 2,3 Hotel 110 Suites 30 20 50 34 22 56 Restaurant 6,300 SF 35 28 63 39 23 62 4,5,6 Med. Off. 83,400 SF GCA 157 42 199 69 178 247 Total Trips 940 486 1426 1492 1676 3167 2021 Park Place Trip Generation 835 421 1256 1349 1541 2890 NET INCREASE FOR 2031 105 65 170 143 135 277

With the proposed additional development, the net increases in site traffic from one horizon year to the next are as follows:

 From 2018 to 2021 AM peak hour – increase of 531 trips or 73%;

 From 2018 to 2021 PM peak hour – increase of 969 trips or 50%;

 From 2021 to 2031 AM peak hour – increase of 170 trips or 14%; and

 From 2021 to 2031 PM peak hour – increase of 277 trips or 10%.

4.5.2 Trip Distribution

The trip distribution for the Park Place trips was based on the Emme model information provided by WSP, and specifically, the subarea gateways and traversal matrices for the Park Place zones. Table 4.3 and Table 4.4 summarize the trip distribution for 2021 and 2031, respectively. Appendix J contains the detailed information from the Emme model and related trip distribution.

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TABLE 4.3: 2021 PARK PLACE TRIP DISTRIBUTION

AM PM To/From Via In Out In Out Bayview Drive 8% 13% 13% 9% North Highway 400 (Mapleview Dr.) 38% 24% 12% 25% Highway 400 (Mapleview Dr.) 8% 20% 22% 5% South Bayview Drive 3% 1% 5% 5% Big Bay Point Road 6% 7% 12% 6% East Churchill Drive - - 3% 6% Mapleview Drive 14% 8% 19% 15% Harvie Road 6% 7% 5% 9% West Mapleview Drive 17% 19% 9% 19% TOTAL1 100% 100% 100% 100% 1Any errors in total percentage are due to rounding.

TABLE 4.4: 2031 PARK PLACE TRIP DISTRIBUTION

AM PM To/From Via In Out In Out Bayview Drive 10% 28% 16% 11% North Highway 400 (Mapleview Dr.) 16% 12% 4% 14% Highway 400 (Mapleview Dr.) 7% 11% 20% 5% South Bayview Drive 1% 1% 3% 3% Big Bay Point Road 7% 3% 11% 8% East Churchill Drive - - - - Mapleview Drive 27% 20% 21% 24% Harvie Road 3% 1% 5% 8% West Mapleview Drive 29% 23% 20% 25% TOTAL1 100% 100% 100% 100% 1Any errors in total percentage are due to rounding.

4.5.3 Assignment

The Park Place trips for the observed 2018 base year trip generation, the 2021 net increase in trips with new development between 2018 and 2021, and the 2031 net increase in trips with new development between 2021 and 2031 were assigned to the study area road network and logically routed to/from the site accesses based on the gateway origin or destination and considering the distribution of development within the Park Place lands.

Figure 4.8 and Figure 4.9 show the respective AM and PM peak hour site traffic assignments for Park Place’s 2018 base year traffic assigned to the 2021 road network. These assignments represent a scenario for 2021 with no new Park Place development above the base year level, and as such, will form part of the 2021 background traffic scenario (the other part being the 2021 non-Park Place traffic described in Section 4.4).

Figure 4.10 and Figure 4.11 show the respective AM and PM peak hour site traffic assignments for the net increase in Park Place traffic with the 2021

Paradigm Transportation Solutions Limited | Page 42 Park Place | Traffic Impact Study | 190134 | March 2020 development scenario. The combination of this traffic with the 2018 base year traffic will form part of the 2031 background traffic scenario (the other part being the 2031 non-Park Place traffic described in Section 4.4).

Figure 4.12 shows the AM peak hour site traffic assignments for the net increase in Park Place traffic with the 2031 development scenario and Figure 4.13 is provided to better illustrate the traffic movements at the Highway 400/Mapleview Drive interchange with the DDI design.

Figure 4.14 shows the PM peak hour site traffic assignments for the net increase in Park Place traffic with the 2031 development scenario and Figure 4.15 is provided to better illustrate the traffic movements at the Highway 400/Mapleview Drive interchange with the DDI design.

Paradigm Transportation Solutions Limited | Page 43 37 93 38 21 19 77 93 93 37 77 77 169 56 37 56 37 18 46 46 18 1 21 28 37 1 7 1 36 36 3 12 1 1 147 19

*Note – Mid-Block Right In- Right Out Costco Access 2018 Park Place Traffic AM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.8 109 257 64 63 39 166 257 257 190 166 166 100 101 93 138 92 45 76 84 45 26 5 101 31 10 67 30 5 73 41 9 36 3 3 314 143

*Note – Mid-Block Right In- Right Out Costco Access 2018 Park Place Traffic PM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.9 32 53 26 17 10 9 27 25 53 78 6 32 49 100 149 68 76 20 67 11 28 185 144 11 2 72 17 18 2 2 19 204 10 3 2 2 18 2

*Note – Mid-Block Right In- Right Out Costco Access 2021 Park Place Traffic AM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.10 32 59 16 57 57 35 114 10 190 82 4 56 115 39 154 29 193 42 180 23 13 37 134 131 16 24 2 204 35 171 19 55 1 21 112 11 2 1 1 141 62

*Note – Mid-Block Right In- Right Out Costco Access 2021 Park Place Traffic PM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.11 10 21 18 1 2 21 21 21 7 21 21 13 25 5 11 4 7 5 34 9 2 22 5 17 1 8 7 34 1 1

Refer to Figure 4.13 for DDI Assignment 14 6 0 *Note – Mid-Block Right In- Right Out Costco Access 2031 Park Place Traffic AM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.12 13 0 7 0 NB Off-Ramp NB Highway 400 Highway

2031 Park Place DDI Traffic AM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.13 20 39 13 10 10 33 39 39 25 33 33 4 28 11 19 12 8 6 37 18 3 1 23 11 20 12 2 8 33 2 2

Refer to Figure 4.15 for DDI Assignment 36 22

*Note – Mid-Block Right In- Right Out Costco Access 2031 Park Place Traffic PM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.14 0 4 25 0 NB Off-Ramp NB Highway 400 Highway

2031 Park Place DDI Traffic PM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.15 Park Place | Traffic Impact Study | 190134 | March 2020

4.6 2021 and 2031 Background Traffic Forecasts

The non-Park Place trips for 2021 were combined with the Park Place base year 2018 trips to form the background total traffic forecasts for the 2021 horizon year.

Figure 4.16 and Figure 4.17 show the resultant traffic volumes representing background traffic for the 2021 AM and PM peak hours, respectively.

The non-Park Place trips for 2031 were combined with the Park Place 2021 trips (base year 2018 trips plus net increase in trips for the 2021 development scenario) to form the background total traffic forecasts for the 2031 horizon year.

Figure 4.18 shows the resultant traffic volumes representing background traffic for the 2031 AM peak hour and Figure 4.19 is provided to better illustrate the traffic movements at the Highway 400/Mapleview Drive interchange with the DDI design.

Figure 4.20 shows the resultant traffic volumes representing background traffic for the 2031 PM peak hour and Figure 4.21 is provided to better illustrate the traffic movements at the Highway 400/Mapleview Drive interchange with the DDI design.

Paradigm Transportation Solutions Limited | Page 52 130 572 64 53 0 206 67 75 354 0 582 572 10 0 149 0 363 363 27 360 40 825 730 0 607 28 4 628 48 37 18 217 0 221 18 1 402 8 0 588 28 6 122 429 73 0 16 179 0 172 16 18 228 74 96 11 5 46 24 150 147 19 0 274 0 10 *Note – Mid-Block Right In- Right Out Costco Access 2021 Background Traffic AM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.16 248 426 594 16 0 266 280 61 607 0 621 615 0 6 587 0 442 633 0 616 14 473 940 0 584 102 0 629 42 92 45 495 1 501 45 28 418 59 10 513 101 10 170 181 260 15 4 674 74 449 20 130 328 34 158 85 91 148 65 333 314 143 0 996 0 5 *Note – Mid-Block Right In- Right Out Costco Access 2021 Background Traffic PM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.17 204 288 861 51 25 341 63 25 428 25 873 882 14 7 441 0 203 462 100 557 54 688 504 0 942 47 5 956 67 36 47 442 0 410 30 1 249 27 8 919 44 7 175 367 421 5 4 149 54 447 18 13 95 42 118 54 28 Refer to Figure 4.19 for DDI Assignment 94 16 33 121 48 0 171 0 27 *Note – Mid-Block Right In- Right Out Costco Access 2031 Background Traffic AM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.18 688 504 203 441 NB Off-Ramp NB Highway 400 Highway

2031 Background DDI Traffic AM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.19 377 167 228 814 17 520 303 243 1027 10 870 964 4 8 471 0 511 1057 38 1068 19 264 587 0 979 138 1028 0 109 64 83 901 1 948 58 2 301 18 22 924 131 12 153 390 536 57 90 416 97 840 27 194 202 96 23 25 41 Refer to Figure 4.21 for DDI Assignment 99 102 313 424 256 0 659 0 25 *Note – Mid-Block Right In- Right Out Costco Access 2031 Background Traffic PM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.20 264 587 511 471 NB Off-Ramp NB Highway 400 Highway

2031 Background DDI Traffic PM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.21 Park Place | Traffic Impact Study | 190134 | March 2020

4.7 2021 and 2031 Total Traffic Forecasts

The non-Park Place and Park Place trips were combined to form the total traffic forecasts for each horizon year.

Figure 4.22 and Figure 4.23 show the resultant traffic volumes representing total traffic for the 2021 AM and PM peak hours, respectively.

Figure 4.24 shows the resultant traffic volumes representing total traffic for the 2031 AM peak hour and Figure 4.25 is provided to better illustrate the traffic movements at the Highway 400/Mapleview Drive interchange with the DDI design.

Figure 4.26 shows the resultant traffic volumes representing total traffic for the 2031 PM peak hour and Figure 4.27 is provided to better illustrate the traffic movements at the Highway 400/Mapleview Drive interchange with the DDI design.

Paradigm Transportation Solutions Limited | Page 59 162 625 64 53 26 223 77 83 381 25 635 650 10 7 149 0 394 412 100 509 40 825 798 0 683 48 4 696 59 37 46 402 0 365 29 1 404 8 0 660 45 6 123 496 82 0 16 182 54 412 16 31 242 74 96 13 5 46 24 152 165 10 21 274 15 10 *Note – Mid-Block Right In- Right Out Costco Access 2021 Total Traffic AM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.22 280 426 654 16 16 323 336 96 722 10 703 805 5 6 587 0 498 748 39 770 14 473 969 0 777 144 0 809 105 65 82 628 1 632 61 52 419 59 10 717 136 10 189 236 431 15 4 675 95 561 20 142 330 34 159 85 91 148 65 334 205 456 50 996 65 5 *Note – Mid-Block Right In- Right Out Costco Access 2021 Total Traffic PM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.23 214 288 883 51 25 360 64 27 449 25 894 903 14 7 441 0 210 483 100 578 54 688 517 0 967 52 5 967 74 39 52 476 0 419 32 1 250 27 8 941 49 7 175 375 438 5 4 149 60 481 18 14 96 42 118 54 28 Refer to Figure 4.25 for DDI Assignment 94 16 33 134 10 54 171 15 27 *Note – Mid-Block Right In- Right Out Costco Access 2031 Total Traffic AM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.24 688 517 210 441 NB Off-Ramp NB Highway 400 Highway

2031 Total DDI Traffic AM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.25 397 167 228 854 17 534 313 253 1060 10 1003 909 4 8 471 0 536 1090 38 1101 19 264 591 1006 0 149 1047 0 117 76 89 938 1 966 61 2 302 18 22 947 142 12 155 402 556 57 90 417 105 873 27 196 206 96 23 25 41 Refer to Figure 4.27 for DDI Assignment 99 102 313 278 461 50 659 65 25 *Note – Mid-Block Right In- Right Out Costco Access 2031 Total Traffic PM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.26 264 591 536 471 NB Off-Ramp NB Highway 400 Highway

2031 Total DDI Traffic PM Peak Hour Park Place Traffic Impact Study 190134 Figure 4.27 Park Place | Traffic Impact Study | 190134 | March 2020

5 Future Traffic Operations

5.1 2021 Horizon

5.1.1 Methodology

The 2021 traffic forecasts were analyzed using the same methodology and parameters as in the analysis of base year conditions. The existing intersection lane configurations were used for an initial analysis with the exception of the Bayview Drive/Big Bay Point Road intersection. With the completion of the Harvie Road-Big Bay Point Road flyover of Highway 400, and the widening of Big Bay Point Road to four basic lanes, the intersection at Bayview Drive would be improved. Based on the “Bayview Drive & Big Bay Point Road Class EA (2017)”, each intersection approach would have two through lanes, left turn lanes, and the eastbound and westbound approaches would have right turn lanes.

Figure 5.1 shows lane arrangements and traffic control measures considered in the analysis of future conditions and is colour-coded to indicate planned lane improvements, such as those described above for the Bayview Drive/Big Bay Point Road intersection, and lanes that could be required to address a deficiency.

Paradigm Transportation Solutions Limited | Page 66 Channelized IPS Crossing

Lanes and Traffic Control 2021 Future Analysis Park Place Traffic Impact Study 190134 Figure 5.1 Park Place | Traffic Impact Study | 190134 | March 2020

5.1.2 Capacity Analysis – 2021 Background

Table 5.1 presents the results of the analysis of AM and PM peak hour background traffic operations. V/C ratios greater than the MTO criteria are highlighted. Appendix K contains the Synchro analysis reports.

The analysis indicates similar traffic operations in the Mapleview Drive corridor as found for the base year conditions, however, there are some intersections where the volume demands for certain movements exceed the theoretical capacity. Where the more significant capacity deficiencies are evident, possible improvements have been considered and the results with mitigation measures in place are shown in the next row of the table.

The intersections where mitigation has been considered are as follows:

Mapleview Drive/Highway 400 Northbound Off/On Ramps

 The initial analysis showed that this intersection would be over capacity (v/c of 1.08) primarily due to high v/c ratios for the eastbound left turn and westbound right turn movements) and one other movement would have v/c ratios above the 0.85 or 0.75 criteria in the PM peak hour;

 The key problem movement is the westbound right turn from Mapleview Drive to Highway 400 northbound, which is currently provided for by a standard right turn lane. The background traffic forecasts show a substantial increase in this volume;

 The mitigation considered is to implement a channelized right turn design so that this movement could operate as free flow for the majority of each signal cycle and under yield control during the eastbound left turn advance phase. The northbound on ramp currently provides two lanes (an improvement required of Park Place during initial approvals), which facilitates the proposed operation except during the eastbound dual left turn phase. From an examination of aerial photography, there is no physical impediment to making this improvement although a drainage ditch will have to be crossed. It should be noted that the implementation of this type of improvement would likely represent a throw-way cost as related to the future implementation of the MTO-recommended DDI design; and

 The improvement results in the intersection operating within capacity (v/c of 0.84) and at a good level of service (C); and

 As noted previously in Section 3.5, City staff intend to carry out a “Multi-Modal Level of Service/Traffic Study” for the Mapleview Drive corridor in 2020. This will provide a focused opportunity to assess additional alternatives for shorter term operational and design solutions for the Mapleview Drive/Highway 400 Northbound Off/On Ramps intersection and to consider ways to avoid throw-away costs in light of the longer term solution of the MTO-recommended DDI.

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Mapleview Drive/Park Place Boulevard-Costco Access

 The initial analysis showed that this intersection would be approaching capacity (v/c of 0.98) and several movements would have v/c ratios above the 0.85 criteria during the PM peak hour;

 The key problem movement is the southbound right turn from Park Place Boulevard to Mapleview Drive (v/c of 1.07). This movement currently operates during a southbound only green signal phase and with right turns on red as permitted during the Mapleview Drive east- west green phase;

 The mitigation considered is to implement a right turn overlap phase that would run concurrently with the non-conflicting eastbound and westbound advanced left turn phases. The southbound green arrow indication for this movement would provide for more effective and efficient right turn movements, and higher capacity, compared to the current right-on-red movement that legally requires stopping before proceeding;

 The improvement results in the intersection operating slightly better (v/c of 0.95) and with less delay (48 seconds versus 53 seconds, although both represent LOS D), and with the southbound right turn movement operating within capacity (v/c of 0.79); and

 As noted previously in Section 3.5, City staff intend to carry out a “Multi-Modal Level of Service/Traffic Study” for the Mapleview Drive corridor in 2020. Again, this will allow additional improvement alternatives to be examined for this intersection that would assist in addressing shorter term operational concerns while complementing other proposed improvements to the east and west of this intersection.

Consistent with the analysis of base year conditions, the Bayview Drive study area intersections operate well within capacity and at good levels of service.

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TABLE 5.1: OPERATIONAL ANALYSIS – 2021 BACKGROUND

AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS Delay V/C LOS Delay V/C Left B 14 0.20 B 11 0.20 EB Dual Thru- B 20 0.35 B 15 0.27 Thru/Right Mapleview Left C 35 0.70 A 1 0.26 Dr./ WB Dual Thru- A 3 0.27 A 2 0.34 Bryne Dr. Thru/Right Left D 36 0.22 D 50 0.58 NB Signalized Thru-Thru/Right D 40 0.12 E 58 0.48 Left D 42 0.09 D 47 0.63 SB Thru-Thru/Right D 45 0.27 D 53 0.28 Overall Intersection C 20 0.63 C 22 0.43 Left B 14 0.02 C 28 0.08 EB Triple Thru- B 16 0.43 D 37 0.61 Thru/Right Mapleview Dual Left D 52 0.75 E 57 0.86 Dr./ WB Dual Thru- B 12 0.69 C 21 0.78 Barrie View Thru/Right Dr. Left A < 1 0.00 C 30 0.03 NB Thru D 48 0.13 C 31 0.01 Signalized Right D 48 0.13 E 62 0.90 Left E 68 0.97 C 29 0.67 SB Thru-Thru/Right C 26 0.01 C 23 0.04 Overall Intersection C 27 0.85 D 36 0.84 Mapleview Quad Thru D 40 0.83 D 47 0.97 EB Dr./ Right C 32 0.35 C 27 0.58 HWY 400 Left D 39 0.99 D 52 0.94 WB SB Off/On Triple Thru A 6 0.46 B 13 0.55 Ramp Dual Left D 38 0.77 D 43 0.82 SB Dual Right D470.90 C 33 0.42 Signalized Overall Intersection C 32 0.98 C 35 0.91 Mapleview Dual Left D 41 0.78 E 75 1.05 EB Dr./ Triple Thru A 50.46A 6 0.54 HWY 400 Triple Thru A 9 0.72 C 27 0.66 WB NB Off/On Right D 46 0.74 F 136 1.20 Ramp Dual Left D 38 0.28 E 59 0.85 NB Dual Right D 48 0.74 D 52 0.72 Signalized Overall Intersection C 21 0.75 D 52 1.08

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AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS Delay V/C LOS Delay V/C Dual Left D410.78D36 0.88 Mapleview EB Triple Thru A 50.46A 1 0.54 Dr./ Triple Thru B 10 0.72 C 34 0.74 HWY 400 WB Right NB Off/On A 1 0.60 A 2 0.71 (Channel/Yield) Ramp Dual Left D380.28E58 0.84 Mitigation NB Dual Right D480.74 D 52 0.72 Signalized Overall Intersection B 13 0.75 C 22 0.84 Dual Left E 63 0.53 E 65 0.83 EB Triple Thru A 50.60D 36 0.95 Right B 10 0.02 C 20 0.04 Mapleview Left B 12 0.04 C 35 0.38 Dr./ WB Triple Thru D 37 1.02 D 40 0.78 Park Place Right A 9 0.05 C 32 0.15 Blvd. Dual Left D 48 0.65 E 70 0.99 NB Thru/Right D 41 0.07 C 33 0.13 Signalized Left D 48 0.16 E 72 0.76 SB Thru D 47 0.08 D 54 0.25 Right D 48 0.11 F 147 1.07 Overall Intersection C 28 0.79 D 53 0.98 Dual Left E 60 0.53 E 57 0.82 EB Triple Thru A 40.57D 39 0.92 Mapleview Right A 9 0.02 D 50 0.04 Dr./ Left B 11 0.04 C 34 0.38 Park Place WB Triple Thru C210.95 D 38 0.75 Blvd. Right A 9 0.05 C 33 0.15 Dual Left D480.65E64 0.97 NB Mitigation Thru/Right D 41 0.07 C 33 0.12 Left D 53 0.29 F 118 0.95 Signalized SB Thru D 52 0.14 E 57 0.32 Right (Overlap) D 38 0.17 E 60 0.79 Overall Intersection B 19 0.78 D 48 0.95 Dual Left E 64 0.60 E 77 0.69 EB Triple Thru B 17 0.44 A 1 0.47 Right D 50 0.39 A 1 0.28 Left C 21 0.33 B 15 0.35 Mapleview WB Dual Thru- D 37 0.84 C 22 0.40 Dr./ Thru/Right Bayview Dr. Dual Left F 94 0.97 E 60 0.73 NB Thru-Thru/Right C 28 0.05 D 50 0.29 Signalized Left C 28 0.21 E 62 0.75 Dual Thru C 32 0.16 E 57 0.51 SB Right E 59 0.88 D 55 0.19 (Channelized) Overall Intersection D 41 0.83 C 27 0.59

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AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS Delay V/C LOS Delay V/C Left/Thru- EB D 45 0.02 D 43 0.32 Thru/Right Bayview Dr./ Left D 42 0.22 D 36 0.15 WB South Thru/Right D 40 0.00 D 35 0.01 Village Way Left A 30.08A 5 0.14 NB Thru-Thru/Right A 40.10A 7 0.21 Signalized Left A 40.01A 7 0.02 SB Thru-Thru/Right A 60.31A 9 0.29 Overall Intersection A 8 0.30 B 13 0.28 Left D 41 0.15 D 39 0.36 EB Thru A < 1 0.00 A < 1 0.00 Right D 47 0.01 D 41 0.03 Bayview Dr./ Left D 51 0.10 D 48 0.02 North Village WB Thru/Right A < 1 0.00 D 49 0.00 Way Left A 30.04A 4 0.09 NB Thru-Thru/Right A 40.10A 4 0.21 Signalized Left A 30.01A < 1 0.00 SB Thru-Thru/Right A 50.31A 8 0.32 Overall Intersection A 6 0.30 A 9 0.34 Left C 34 0.20 C 34 0.22 EB Thru A < 1 0.00 D 40 0.05 Bayview Dr./ Right C 33 0.01 D 40 0.03 Concert Left A < 1 0.00 C 34 0.05 WB Way- Thru/Right D 41 0.13 D 41 0.06 Churchill Dr. Left A 7 0.07 B 13 0.12 NB Thru-Thru/Right A 9 0.12 B 19 0.32 Signalized Left A 5 0.07 B 13 0.11 SB Thru-Thru/Right A 9 0.34 C 22 0.46 Overall Intersection B 15 0.32 C 22 0.35 Bayview WB Left/Right B 12 0.03 B 14 0.17 Dr./Coca NB Thru-Thru/Right Unopposed Movement Unopposed Movement Cola D/W Left A 80.01A 9 0.01 SB Unsignalized Dual Thru Unopposed Movement Unopposed Movement Bayview Dr./ Left B 13 0.00 B 14 0.05 EB Medical Right B 10 0.00 B 11 0.02 Centre Left A 90.03A 9 0.00 NB South D/W Dual Thru Unopposed Movement Unopposed Movement Unsignalized SB Thru-Thru/Right Unopposed Movement Unopposed Movement Bayview EB Left/Right B 12 0.02 B 13 0.04 Dr./Medical Left A 90.01A 9 0.00 NB Centre North Dual Thru Unopposed Movement Unopposed Movement D/W SB Thru-Thru/Right Unopposed Movement Unopposed Movement Unsignalized

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AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS Delay V/C LOS Delay V/C Left B 18 0.57 C 28 0.56 EB Dual Thru C 21 0.38 D 37 0.64 Right C 21 0.35 C 31 0.23 Bayview Dr./ Left C 23 0.23 C 28 0.57 Big Bay WB Dual Thru C 30 0.48 C 33 0.41 Point Road Right C 27 0.24 C 29 0.04 Left C 26 0.20 C 33 0.79 NB Signalized Thru-Thru/Right C 32 0.31 C 22 0.23 Left C 26 0.18 C 29 0.05 SB Thru-Thru/Right C 30 0.20 D 39 0.58 Overall Intersection C 25 0.48 C 33 0.73

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5.1.3 Queue Analysis – 2021 Background

Table 5.2 presents the results for the 95th and 50th percentile queue lengths. The individual movements where the 95th and 50th percentile queue lengths exceed the available storage lane lengths are highlighted in yellow and red, respectively. Appendix K also contains the SimTraffic output related to the queue analysis.

The queue analysis showed that there are relatively minor deficiencies during both the AM or PM peak hour where either the 95th or 50th percentile queues could occasionally and temporarily exceed the available storage lane lengths. For the intersections where mitigation was proposed to address operational issues, i.e. for the westbound right turn at Mapleview Drive/ Highway 400 Northbound Off/On Ramp and the southbound right turn at Mapleview Drive/Park Place Boulevard-Costco Access, queues are shorter, and any remaining deficiencies are minor.

As noted previously, there are physical constraints to increasing storage lane lengths in most cases. Therefore, solutions for future conditions would be a combination of specific operational improvements along the Mapleview Drive corridor that the City may determine through their upcoming “Multi- Modal Level of Service/Traffic Study” as well as improvements to other parts of the City road network that would provide more capacity overall and allow for a redistribution of traffic.

With regard to the Highway 400 ramp terminals, the 95th and 50th percentile queues for either the northbound or southbound off ramps are well within the available storage lane lengths as defined in the Highway 400 Trigger reports (i.e. 75% of the length of each ramp).

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TABLE 5.2: QUEUES – 2021 BACKGROUND

Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available 40 Left 17 23 9 31 42 -2 14 26 TWLTL EB Dual Thru- 260 67 193 37 223 135 125 55 205 Thru/Right 40 Left 37 3 30 10 32 8 15 25 TWLTL Mapleview Dr./ WB Dual Thru- Bryne Dr. 160 92 68 42 118 57 103 24 136 Thru/Right

Left 65 22 43 11 54 50 15 25 40 Signalized NB Thru- 100 25 75 13 87 143 -43 70 30 Thru/Right 40 Left 11 29 3 37 63 -23 38 2 TWLTL SB Thru- 330 43 287 22 308 170 160 60 270 Thru/Right 80 Left 4 76 1 79 43 37 7 73 TWLTL EB Triple Thru- 160 71 89 38 122 130 30 101 59 Thru/Right Dual Left 65 65 0 47 18 75 -10 49 16 Mapleview Dr./ WB Dual Thru- Barrie View Dr. 100 93 7 55 45 97 3 60 40 Thru/Right

Left 35035035 926233 Signalized NB Thru 501436545 347050 Right 5036142030 91-41 91 -41 Left 35 53 -18 45 -10 51 -16 46 -11 SB Thru- 290 138 152 70 220 227 63 128 162 Thru/Right

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Quad Thru 100 71 29 44 56 137 -37 116 -16 Mapleview Dr./ EB Right 55 52 3 22 33 88 -33 39 16 HWY 400 SB Left 130 116 14 67 63 111 19 69 61 Off/On Ramp WB Triple Thru 165 68 97 29 136 62 103 62 103

Dual Left 295 266 29 170 125 234 61 151 144 Signalized SB Dual Right 295 139 156 71 224 69 226 33 262 Dual Left 135 48 87 27 108 122 13 74 61 Mapleview Dr./ EB Triple Thru 165 47 118 13 152 55 110 16 149 HWY 400 NB Triple Thru 205 241 -36 133 72 268 -63 135 70 Off/On Ramp WB Right 150 104 46 69 81 208 -58 175 -25

Dual Left 265 34 231 18 247 97 168 66 199 Signalized NB Dual Right 265 54 211 30 235 69 196 43 222 Dual Left 135 52 83 28 107 95 40 49 86 EB Triple Thru 165 34 131 8 157 31 134 8 157 Mapleview Dr./ Triple Thru 205 264 -59 169 36 137 68 87 118 HWY 400 NB Right Off/On Ramp WB (Channel- 150 39 111 13 137 129 21 84 66 Mitigation Yield) Signalized Dual Left 265 32 233 17 248 92 173 62 203 NB Dual Right 265 50 215 28 237 61 204 39 226

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Dual Left 165 44 121 30 135 50 115 34 131 EB Triple Thru 205 74 131 47 158 126 79 81 124 Right 185 8 177 2 183 11 174 4 181 Left 60 10 50 1 59 28 32 10 50 Mapleview Dr./ WB Triple Thru 125 165 -40 134 -9 147 -22 137 -12 Park Place Blvd. Right 125 220 -95 113 12 182 -57 155 -30

Dual Left 65 54 11 33 32 137 -72 134 -69 Signalized NB Thru/Right 651352560 180-115 81 -16 Left 65 12 53 4 61 61 4 35 30 SB Thru 85 8 77 2 83 66 19 20 65 Right 8538472065 116-31 71 14 Dual Left 165 45 120 30 135 50 115 34 131 EB Triple Thru 205 67 138 41 164 127 78 88 117 Right 185 9 176 2 183 12 173 5 180 Left 60 13 47 1 59 36 24 14 46 Mapleview Dr./ WB Triple Thru 125 169 -44 110 15 148 -23 132 -7 Park Place Blvd. Right 125 177 -52 59 66 215 -90 128 -3 Mitigation Dual Left 65 54 11 32 33 138 -73 134 -69 NB Signalized Thru/Right 651253461 182-117 84 -19 Left 65 12 53 4 61 61 4 38 27 Thru 85 8 77 2 83 47 38 15 70 SB Right 85 36 49 19 66 92 -7 57 28 (Overlap)

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Dual Left 80 37 43 23 57 53 27 34 46 EB Triple Thru 125 31 94 15 110 14 111 5 120 Right 4560-15 34 11 26 19 9 36 Left 125 52 73 15 110 30 95 13 112 WB Dual Thru- Mapleview Dr./ 705 317 388 199 506 314 391 244 461 Thru/Right Bayview Dr. Dual Left 150 129 21 71 79 178 -28 120 30

NB Thru- Signalized 80 89 -9 15 65 292 -212 136 -56 Thru/Right Left 100 31 69 16 84 72 28 41 59 Dual Thru 210 98 112 35 175 290 -80 177 33 SB Right 65 93 -28 48 17 101 -36 75 -10 (Channelized) Left/Thru- EB 65 16 49 6 59 38 27 16 49 Thru/Right Left 50 17 33 5 45 26 24 9 41 Bayview Dr./ WB Thru/Right 50 5 45 1 49 10 40 3 47 South Village Left 45 18 27 6 39 23 22 10 35 Way NB Thru- 210 21 189 6 204 37 173 15 195 Thru/Right Signalized Left 40436139 733238 SB Thru- 185 63 122 24 161 230 -45 103 82 Thru/Right

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Left 45 16 29 6 39 26 19 14 31 EB Thru 85085085 085085 Right 451530441 2421936 Bayview Dr./ Left 60555159 159060 WB North Village Thru/Right 60060060 357060 Way Left 50 8 42 2 48 14 36 5 45 NB Thru- 185 11 174 3 182 25 160 9 176 Signalized Thru/Right Left 55352154 055055 SB Thru- 235 44 191 16 219 138 97 47 188 Thru/Right Left 85 15 70 6 79 26 59 13 72 EB Thru 130 0 130 0 130 12 118 4 126 Right 851075382 1471679 Bayview Dr./ Left 35 0 35 0 35 13 22 4 31 WB Concert Way- Thru/Right 650 31 619 19 631 16 634 7 643 Churchill Dr. Left 50 17 33 5 45 16 34 6 44 NB Thru- 235 19 216 6 229 54 181 30 205 Signalized Thru/Right Left 45 16 29 6 39 28 17 9 36 SB Thru- 200 47 153 24 176 108 92 64 136 Thru/Right WB Left/Right 35 14 21 4 31 18 17 11 24 Bayview Thru- Dr./Coca Cola NB - Unopposed Movement Unopposed Movement Thru/Right D/W Left 50743149 446050 Unsignalized SB Dual Thru - Unopposed Movement Unopposed Movement

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Left 35 3 32 1 34 11 24 3 32 EB Bayview Dr./ Right 35 3 32 1 34 10 25 3 32 Medical Centre Left 35 11 24 3 32 3 32 0 35 NB South D/W Dual Thru 200 Unopposed Movement Unopposed Movement Unsignalized Thru- SB 100 Unopposed Movement Unopposed Movement Thru/Right Bayview EB Left/Right 351025332 1025332 Dr./Medical Left 25520124 322025 NB Centre North Dual Thru 130 Unopposed Movement Unopposed Movement D/W Thru- SB 90 Unopposed Movement Unopposed Movement Unsignalized Thru/Right Left 40 51 -11 31 9 67 -27 36 4 EB Dual Thru 300 59 241 37 263 96 204 61 239 Right 50 39 11 22 28 38 12 17 33 Left 50 22 28 11 39 39 11 23 27 Bayview Dr./ WB Dual Thru 745 68 677 44 701 54 691 35 710 Big Bay Point Right 5027231535 16347 43 Road Left 50 26 24 12 38 72 -22 42 8

NB Thru- Signalized 200 49 151 27 173 56 144 30 170 Thru/Right Left 65 22 43 10 55 9 56 3 62 SB Thru- 650 33 617 16 634 131 519 77 573 Thru/Right

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5.1.4 Capacity Analysis – 2021 Total

Table 5.3 presents the results of the analysis of AM and PM peak hour total traffic operations. V/C ratios greater than the MTO criteria are highlighted. Appendix K contains the Synchro analysis reports.

The analysis indicates similar traffic operations in the Mapleview Drive corridor as found for the 2021 background traffic conditions. In terms of the net impact of the proposed 2021 Park Place uses, there are relatively minor increases in v/c ratios at most intersections in the study area. As expected, the intersections on Mapleview Drive closest to Park Place would be impacted the most, i.e. Mapleview Drive/Highway 400 Northbound Off/On Ramps and Mapleview Drive/Park Place Boulevard-Costco Access.

The analysis for the latter two intersections was conducted without improvement measures to represent a “do nothing” condition and with the same potential improvements considered in the analysis of the background traffic forecasts. The results with mitigation measures in place are shown in the next row of the table.

The intersections where mitigation has been considered are as follows:

Mapleview Drive/Highway 400 Northbound Off/On Ramps

 The initial analysis showed that this intersection would be over capacity (v/c of 1.20, increase from 1.08) primarily due to high v/c ratios for the eastbound left turn and westbound right turn movements) and two other movements would have v/c ratios above the 0.85 or 0.75 criteria in the PM peak hour;

 The key problem movement is the westbound right turn from Mapleview Drive to Highway 400 northbound, and operations are exacerbated by higher Park Place traffic volumes in the total traffic forecasts;

 With a channelized right turn design as previously described, the intersection operation would be within capacity (v/c of 0.93) and at a good level of service (C). This is the same level of service as under background traffic conditions but with a higher v/c ratio (0.93 versus 0.84). It is re-stated that the implementation of this type of improvement would likely represent a throw-way cost as related to the future implementation of the MTO-recommended DDI design; and

 It is also re-stated that as noted previously in Section 3.5, City staff intend to carry out a “Multi-Modal Level of Service/Traffic Study” for the Mapleview Drive corridor in 2020. This will provide a focused opportunity to assess additional alternatives for shorter term operational and design solutions for the Mapleview Drive/ Highway 400 Northbound Off/On Ramps intersection and to consider ways to avoid throw-away costs in light of the longer term solution of the MTO-recommended DDI.

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Mapleview Drive/Park Place Boulevard-Costco Access

 The initial analysis showed that this intersection would be over capacity (v/c of 1.13, increase from 0.98) and several movements would have v/c ratios above the 0.85 criteria during the PM peak hour. The overall intersection level service is F;

 The key problem movement is the southbound right turn from Park Place Boulevard to Mapleview Drive (v/c of 1.38, increase from 1.07);

 With a southbound right turn overlap phase as previously described, the overall intersection operation and the southbound right turn movement would operate closer to capacity (v/c of 1.04 and 1.06, respectively). The overall intersection level of service improves to E. This would mean that the operations at this intersection would be similar to those under base year conditions where the overall intersection and the southbound right turn movement operate above capacity (v/c of 1.02 and 1.08, respectively) with the same overall intersection level of service (E).; and

 It is re-stated that as noted previously in Section 3.5, City staff intend to carry out a “Multi-Modal Level of Service/Traffic Study” for the Mapleview Drive corridor in 2020. Again, this will allow additional improvement alternatives to be examined for this intersection that would assist in addressing shorter term operational concerns while complementing other proposed improvements to the east and west of this intersection.

In summary, this intersection with the mitigation measure of the southbound right turn overlap would be expected to operate as it does today.

Consistent with the analysis of background traffic conditions, the Bayview Drive study area intersections operate well within capacity and at good levels of service. Only one movement has a v/c ratio higher than the stated criteria, and that is the northbound left turn (v/c of 0.88) at the Bayview Drive/Big Bay Point Road intersection.

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TABLE 5.3: OPERATIONAL ANALYSIS – 2021 TOTAL

AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS Delay V/C LOS Delay V/C Left B 16 0.21 B 11 0.23 EB Dual Thru- C 23 0.44 B 15 0.29 Thru/Right Mapleview Left D 37 0.72 A 1 0.28 Dr./ WB Dual Thru- A 3 0.27 A 2 0.39 Bryne Dr. Thru/Right Left D 38 0.22 D 50 0.57 NB Signalized Thru-Thru/Right D 42 0.13 E 58 0.50 Left D 42 0.09 D 47 0.64 SB Thru-Thru/Right D 46 0.28 D 53 0.27 Overall Intersection C 22 0.65 C 21 0.47 Left B 14 0.02 C 28 0.08 EB Triple Thru- B 16 0.50 D 38 0.64 Thru/Right Mapleview Dual Left D 52 0.75 E 57 0.86 Dr./ WB Dual Thru- B 12 0.70 C 23 0.83 Barrie View Thru/Right Dr. Left A < 1 0.00 C 29 0.03 NB Thru D 48 0.13 C 31 0.01 Signalized Right D 48 0.13 E 64 0.92 Left E 69 0.97 C 30 0.68 SB Thru-Thru/Right C 25 0.01 C 23 0.05 Overall Intersection C 26 0.86 D 37 0.87 Mapleview Quad Thru D 53 0.99 D 47 0.98 EB Dr./ Right C 25 0.43 C 25 0.55 HWY 400 Left D 42 1.01 E 68 1.00 WB SB Off/On Triple Thru A 6 0.47 B 16 0.58 Ramp Dual Left D 41 0.84 D 45 0.83 SB Dual Right D470.90 C 34 0.43 Signalized Overall Intersection D 35 1.00 D 37 0.96 Mapleview Dual Left D 40 0.80 F 127 1.19 EB Dr./ Triple Thru A 60.54A 6 0.55 HWY 400 Triple Thru B 11 0.76 B 20 0.68 WB NB Off/On Right E 55 0.79 F 176 1.35 Ramp Dual Left D 38 0.27 E 61 0.86 NB Dual Right D490.78 E 60 0.84 Signalized Overall Intersection C 22 0.79 E 66 1.20

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AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS Delay V/C LOS Delay V/C Dual Left D400.80C35 0.90 Mapleview EB Triple Thru A 60.54A 1 0.55 Dr./ Triple Thru B 10 0.76 C 33 0.79 HWY 400 WB Right NB Off/On A 1 0.63 A 2 0.82 (Channel/Yield) Ramp Dual Left D380.27E61 0.86 Mitigation NB Dual Right D490.78 E 60 0.84 Signalized Overall Intersection B 13 0.78 C 23 0.93 Dual Left E 57 0.51 F 99 0.95 EB Triple Thru A 60.68E 58 1.03 Right B 10 0.02 C 30 0.04 Mapleview Left B 14 0.05 D 40 0.38 Dr./ WB Triple Thru F 107 1.19 D 52 0.93 Park Place Right A 4 0.06 D 50 0.21 Blvd. Dual Left D 48 0.65 F 109 1.10 NB Thru/Right D 41 0.07 D 36 0.14 Signalized Left D 48 0.17 E 64 0.76 SB Thru D 47 0.07 D 48 0.18 Right D 48 0.12 F 249 1.38 Overall Intersection E 58 0.86 F 83 1.13 Dual Left E570.50 F 88 0.90 EB Triple Thru A 50.64D 44 0.97 Mapleview Right A 90.02A < 1 0.04 Dr./ Left B 13 0.05 D 37 0.38 Park Place WB Triple Thru E691.11 D 46 0.88 Blvd. Right A 3 0.06 D 46 0.20 Dual Left D480.65F87 1.04 NB Mitigation Thru/Right D 41 0.07 C 35 0.13 Left D 53 0.31 F 124 1.01 Signalized SB Thru D 51 0.13 D 53 0.24 Right (Overlap) C 33 0.21 F 111 1.06 Overall Intersection D 40 0.85 E 63 1.04 Dual Left F 83 0.93 F 80 0.78 EB Triple Thru C 20 0.48 A 2 0.55 Right E 55 0.39 A 1 0.31 Left C 26 0.37 C 21 0.42 Mapleview WB Dual Thru- F 86 1.08 C 30 0.51 Dr./ Thru/Right Bayview Dr. Dual Left F 96 0.97 E 62 0.76 NB Thru-Thru/Right C 25 0.06 D 46 0.26 Signalized Left C 25 0.21 D 43 0.64 Dual Thru C 28 0.14 D 48 0.32 SB Right E 69 0.95 E 66 0.78 (Channelized) Overall Intersection E 63 0.99 C 32 0.68

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AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS Delay V/C LOS Delay V/C Left/Thru- EB D 43 0.03 D 44 0.49 Thru/Right Bayview Dr./ Left D 40 0.17 D 36 0.17 WB South Thru/Right D 38 0.00 C 35 0.01 Village Way Left A 40.13A 6 0.24 NB Thru-Thru/Right A 50.20A 8 0.26 Signalized Left A 60.01A 7 0.02 SB Thru-Thru/Right A 8 0.37 B 11 0.41 Overall Intersection A 9 0.34 B 15 0.41 Left D 41 0.19 D 38 0.52 EB Thru A < 1 0.00 A < 1 0.00 Right D 46 0.03 D 39 0.07 Bayview Dr./ Left D 52 0.10 D 47 0.02 North Village WB Thru/Right A < 1 0.00 D 48 0.00 Way Left A 30.11A 6 0.23 NB Thru-Thru/Right A 50.19A 6 0.28 Signalized Left A 50.01A < 1 0.00 SB Thru-Thru/Right A 7 0.38 B 12 0.47 Overall Intersection A 8 0.36 B 13 0.49 Left D 36 0.20 C 35 0.24 EB Thru A < 1 0.00 D 40 0.07 Bayview Dr./ Right D 38 0.02 D 40 0.04 Concert Left D 38 0.009 D 35 0.15 WB Way- Thru/Right D 41 0.14 D 41 0.06 Churchill Dr. Left A 7 0.12 B 15 0.19 NB Thru-Thru/Right A 10 0.19 C 21 0.43 Signalized Left A 6 0.10 B 14 0.19 SB Thru-Thru/Right B 11 0.39 C 24 0.57 Overall Intersection B 15 0.34 C 24 0.43 Bayview WB Left/Right B 14 0.04 C 15 0.20 Dr./Coca NB Thru-Thru/Right Unopposed Movement Unopposed Movement Cola D/W Left A 90.01A 9 0.01 SB Unsignalized Dual Thru Unopposed Movement Unopposed Movement Bayview Dr./ Left B 15 0.01 C 16 0.03 EB Medical Right B 11 0.04 B 12 0.20 Centre Left A 10 0.13 A 10 0.05 NB South D/W Dual Thru Unopposed Movement Unopposed Movement Unsignalized SB Thru-Thru/Right Unopposed Movement Unopposed Movement Bayview EB Left/Right B 12 0.03 B 14 0.15 Dr./Medical Left A 90.03A 9 0.01 NB Centre North Dual Thru Unopposed Movement Unopposed Movement D/W SB Thru-Thru/Right Unopposed Movement Unopposed Movement Unsignalized

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AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS Delay V/C LOS Delay V/C Left B 18 0.58 C 32 0.60 EB Dual Thru C 23 0.40 D 39 0.66 Right C 23 0.38 C 33 0.27 Bayview Dr./ Left C 22 0.28 D 36 0.72 Big Bay WB Dual Thru C 30 0.49 C 34 0.41 Point Road Right C 27 0.25 C 30 0.04 Left C 25 0.23 D 50 0.88 NB Signalized Thru-Thru/Right C 31 0.33 C 22 0.28 Left C 25 0.18 C 30 0.06 SB Thru-Thru/Right C 30 0.25 D 43 0.67 Overall Intersection C 26 0.49 D 37 0.84

LOS1

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5.1.5 Queue Analysis – 2021 Total

Table 5.4 presents the results for the 95th and 50th percentile queue lengths. The individual movements where the 95th and 50th percentile queue lengths exceed the available storage lane lengths are highlighted in yellow and red, respectively. Appendix K also contains the SimTraffic output related to the queue analysis.

For the most part, the queue analysis showed that there are relatively minor deficiencies during both the AM or PM peak hour where either the 95th or 50th percentile queues could occasionally and temporarily exceed the available storage lane lengths. For the intersections where mitigation was proposed to address operational issues, i.e. for the westbound right turn at Mapleview Drive/Highway 400 Northbound Off/On Ramp and the southbound right turn at Mapleview Drive/Park Place Boulevard-Costco Access, queues are shorter, and any remaining deficiencies are minor.

As noted previously, there are physical constraints to increasing storage lane lengths in most cases. Therefore, solutions for future conditions would be a combination of specific operational improvements along the Mapleview Drive corridor that the City may determine through their upcoming “Multi- Modal Level of Service/Traffic Study” as well as improvements to other parts of the City road network that would provide more capacity overall and allow for a redistribution of traffic.

For the Mapleview Drive/Highway 400 Northbound Off/On Ramps intersection, the 95th and 50th percentile queues for the northbound off ramp are well within the available storage lane lengths as defined in the Highway 400 Trigger reports (i.e. 75% of the length of each ramp) for both the AM and PM peak hours. The same is mostly true for the Mapleview Drive/ Highway 400 Southbound Off/On Ramps intersection in the PM peak hour, with the exception that the southbound left turn 95th percentile queue is shown to be approximately 65 metres (nine car lengths) beyond the threshold distance.

For the AM peak hour at the Mapleview Drive/Highway 400 Southbound Off/On Ramps intersection, the 50th percentile queues for both the dual right and dual left turn lanes are approximately the same as the available storage lane lengths as defined in the Highway 400 Trigger reports. The 95th percentile queues for the right and the left turn lanes exceeds this distance and extends to and just beyond the approximate end of the total ramp storage length. With these movements shown to operate within capacity (v/c 0.90 or better) and at a reasonably good level of service (D), it would be expected that the queues as described would be temporary and would exhibit similar peak and trough pattern as shown for this ramp in the report, “Highway 400 Harvie Road Crossing Triggers (2016 update)” study and described in that report as “several cycle spikes”. It should also be noted that the additional Park Place development is forecast to add only 70 vehicles to the southbound left turn movement and no traffic to the southbound right turn movement on this ramp.

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TABLE 5.4: QUEUES – 2021 TOTAL

Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available 40 Left 19 21 9 31 19 21 9 31 TWLTL EB Dual Thru- 260 77 183 45 215 60 200 30 230 Thru/Right 40 Left 39 1 30 10 23 17 12 28 TWLTL Mapleview Dr./ WB Dual Thru- Bryne Dr. 160 95 65 44 116 35 125 12 148 Thru/Right

Left 65 26 39 12 53 47 18 26 39 Signalized NB Thru- 100 31 69 16 84 52 48 26 74 Thru/Right 40 Left 14 26 4 36 50 -10 29 11 TWLTL SB Thru- 330 43 287 23 307 41 289 19 311 Thru/Right 80 Left 4 76 1 79 21 59 3 77 TWLTL EB Triple Thru- 160 81 79 42 118 119 41 70 90 Thru/Right Dual Left 65 61 4 43 22 65 0 44 21 Mapleview Dr./ WB Dual Thru- Barrie View Dr. 100 83 17 51 49 99 1 57 43 Thru/Right

Left 35134134 728233 Signalized NB Thru 501337545 446050 Right 5037132129 91-41 91 -41 Left 35 54 -19 45 -10 49 -14 47 -12 SB Thru- 290 153 137 69 221 238 52 159 131 Thru/Right

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Quad Thru 100 106 -6 66 34 144 -44 105 -5 Mapleview Dr./ EB Right 5559-4 24 31 64 -9 26 29 HWY 400 SB Left 130 119 11 69 61 144 -14 86 44 Off/On Ramp WB Triple Thru 165 51 114 25 140 114 51 61 104

Dual Left 295 405 -110 317 -22 359 -64 256 39 Signalized SB Dual Right 295 449 -154 270 25 274 21 105 190 Dual Left 135 55 80 29 106 195 -60 127 8 Mapleview Dr./ EB Triple Thru 165 54 111 16 149 74 91 11 154 HWY 400 NB Triple Thru 205 192 13 108 97 288 -83 149 56 Off/On Ramp WB Right 150 110 40 67 83 220 -70 174 -24

Dual Left 265 38 227 20 245 93 172 62 203 Signalized NB Dual Right 265 63 202 37 228 79 186 50 215 Dual Left 135 50 85 27 108 84 51 52 83 EB Mapleview Dr./ Triple Thru 165 40 125 9 156 32 133 11 154 HWY 400 NB Triple Thru 205 258 -53 171 34 127 78 78 127 Off/On Ramp WB Right 150 39 111 12 138 115 35 61 89 Mitigation (Channel/Yield) Signalized Dual Left 265 38 227 20 245 94 171 64 201 NB Dual Right 265 61 204 37 228 77 188 50 215

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Dual Left 165 48 117 34 131 65 100 45 120 EB Triple Thru 205 69 136 44 161 117 88 87 118 Right 185 9 176 2 183 14 171 6 179 Left 60 15 45 2 58 29 31 10 50 Mapleview Dr./ WB Triple Thru 125 157 -32 134 -9 145 -20 135 -10 Park Place Blvd. Right 125 222 -97 116 9 179 -54 157 -32

Dual Left 65 51 14 31 34 136 -71 134 -69 Signalized NB Thru/Right 651451560 186-121 96 -31 Left 65 13 52 5 60 67 -2 40 25 SB Thru 85 8 77 2 83 118 -33 46 39 Right 8541442362 104-19 100 -15 Dual Left 165 50 115 34 131 61 104 43 122 EB Triple Thru 205 62 143 39 166 106 99 77 128 Right 185 8 177 2 183 13 172 5 180 Left 60 13 47 1 59 37 23 13 47 Mapleview Dr./ WB Triple Thru 125 168 -43 127 -2 146 -21 135 -10 Park Place Blvd. Right 125 211 -86 92 33 164 -39 158 -33 Mitigation Dual Left 65 58 7 33 32 138 -73 134 -69 Signalized NB Thru/Right 651154461 177-112 79 -14 Left 65 15 50 6 59 80 -15 55 10 SB Thru 85 9 76 3 82 130 -45 61 24 Right (Overlap) 8539462263 122-37 92 -7

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Dual Left 80 60 20 40 40 65 15 42 38 EB Triple Thru 125 27 98 15 110 16 109 6 119 Right 4564-19 34 11 26 19 10 35 Left 125 79 46 20 105 26 99 11 114 WB Dual Thru- Mapleview Dr./ 705 318 387 240 465 301 404 252 453 Thru/Right Bayview Dr. Dual Left 150 112 38 63 87 165 -15 101 49

NB Thru- Signalized 80 77 3 14 66 218 -138 79 1 Thru/Right Left 100 37 63 19 81 73 27 38 62 Dual Thru 210 164 46 57 153 262 -52 206 4 SB Right 65 100 -35 56 9 87 -22 79 -14 (Channelized) Left/Thru- EB 65 19 46 8 57 51 14 26 39 Thru/Right Left 50 16 34 4 46 34 16 11 39 Bayview Dr./ WB Thru/Right 50644149 941248 South Village Left 45 25 20 10 35 24 21 12 33 Way NB Thru- 210 30 180 9 201 49 161 21 189 Thru/Right Signalized Left 40 4 36 1 39 14 26 2 38 SB Thru- 185 72 113 31 154 263 -78 169 16 Thru/Right

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Left 45 16 29 7 38 43 2 22 23 EB Thru 85 0 85 0 85 45 40 8 77 Right 452520936 94-49 47 -2 Bayview Dr./ Left 60456159 357060 WB North Village Thru/Right 60060060 357060 Way Left 50 13 37 5 45 20 30 9 41 NB Thru- 185 25 160 7 178 39 146 18 167 Signalized Thru/Right Left 55451154 055055 SB Thru- 235 62 173 27 208 342 -107 188 47 Thru/Right Left 85 16 69 7 78 41 44 17 68 EB Thru 130 0 130 0 130 54 76 12 118 Right 85 11 74 4 81 48 37 16 69 Bayview Dr./ Left 35 11 24 3 32 41 -6 21 14 WB Concert Way- Thru/Right 650 34 616 20 630 175 475 53 597 Churchill Dr. Left 50 25 25 9 41 18 32 7 43 NB Thru- 235 26 209 9 226 69 166 42 193 Signalized Thru/Right Left 45 17 28 7 38 59 -14 16 29 SB Thru- 200 54 146 29 171 268 -68 160 40 Thru/Right WB Left/Right 351718530 197-162 80 -45 Bayview Thru- Dr./Coca Cola NB - Unopposed Movement Unopposed Movement Thru/Right D/W Left 50644149 743149 Unsignalized SB Dual Thru - Unopposed Movement Unopposed Movement

Paradigm Transportation Solutions Limited | Page 92 Park Place | Traffic Impact Study | 190134 | March 2020

Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Left 35 3 32 0 35 56 -21 10 25 EB Bayview Dr./ Right 351223530 106-71 40 -5 Medical Centre Left 35 17 18 8 27 11 24 4 31 NB South D/W Dual Thru 200 Unopposed Movement Unopposed Movement Unsignalized Thru- SB 100 Unopposed Movement Unopposed Movement Thru/Right Bayview EB Left/Right 351124431 72-37 24 11 Dr./Medical Left 25916322 619124 NB Centre North Dual Thru 130 Unopposed Movement Unopposed Movement D/W Thru- SB 90 Unopposed Movement Unopposed Movement Unsignalized Thru/Right Left 40 58 -18 33 7 72 -32 37 3 EB Dual Thru 300 60 240 38 262 158 142 74 226 Right 50 44 6 25 25 73 -23 31 19 Left 50 26 24 13 37 88 -38 43 7 Bayview Dr./ WB Dual Thru 745 68 677 46 699 184 561 70 675 Big Bay Point Right 5028221535 15357 43 Road Left 50 30 20 15 35 89 -39 53 -3

NB Thru- Signalized 200 47 153 27 173 80 120 42 158 Thru/Right Left 65 24 41 11 54 11 54 4 61 SB Thru- 650 41 609 20 630 142 508 95 555 Thru/Right

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5.1.6 Effect of Harvie Road-Big Bay Point Road

Figure 5.2 and Figure 5.3 show the net changes in the AM and PM peak hour volumes, respectively, at the study area intersections along the Mapleview Drive corridor. This is a comparison of the 2021 total traffic forecasts, which include general background traffic and the proposed additional development at Park Place (162,342 SF GCA retail-commercial uses, 124 unit retirement home, 239 hotel suites, full occupancy of the existing medical office, and 13,933 SF GCA office), and the 2018 base year condition. The AM peak hour shows an increase in east-west traffic in the section between the Highway 400 interchange ramps (i.e. +400 westbound and +180 eastbound) as related to the new growth. In the PM peak hour, a decrease in east-west traffic is evident (-80 westbound and -190 eastbound), which indicates that even with the additional background and development traffic, the forecasts are less than the 2018 base year traffic. As well, there are volume reductions shown in the PM peak hour for key turning movements including the eastbound left from Mapleview Drive to Park Place Boulevard (-80) and at the Highway 400 off ramps (-10 southbound left and -270 northbound right). This illustrates the positive effect of the additional east-west capacity provided by the Harvie Road-Big Bay Point Road flyover of Highway 400 during the critical PM peak hour. The 2021 analysis shows that several intersections in the Mapleview Drive corridor would operate near or at capacity during the PM peak hour as they do today. The factors that contribute to these conditions include the attraction of the Highway 400 interchange on Mapleview Drive, the continuity of Mapleview Drive as a major east-west arterial road, and the amount of retail-commercial development that is directly served from this road. These factors are reflected in the modeling of non-Park Place trips as well as in the manual assignment of Park Place trips. While the forecasts show that traffic will divert from Mapleview Drive during the PM peak hour, a significant amount of under-utilized capacity would be available in the Harvie Road-Big Bay Point Road corridor to accommodate more traffic diversion. Based on the 2021 PM peak hour forecasts factored to a 24-hour volume, this corridor would have an estimated 21,000 vehicles per day, i.e. approximately two-thirds of the 30,000 vehicles per day threshold that typically represents a rule-of-thumb capacity for four lane arterial roads. This threshold is based on four lane arterial roadways experiencing near or at capacity conditions during peak hour periods when their daily traffic volumes have reached 30,000 vehicles. Therefore, the reserve capacity in the Harvie Road-Big Bay Point Road corridor of approximately 9,000 vehicle per day (or 900 vehicles per hour) could be used as needed by non-Park Place traffic and Park Place-generated traffic to assist in maintaining traffic demands within capacity in the Mapleview Drive corridor. It should be noted that the methodology outlined above provides results that are consistent with the PM peak hour v/c ratios evident in the City’s Emme modeling for this corridor. As motorists become more familiar with the improved road network, the under-utilized Harvie Road-Big Bay Point Road corridor will likely attract traffic volumes that are higher than the forecasts. The diversion of more peak period traffic to new alternative routes will be beneficial for traffic operations in the Mapleview Drive corridor.

Paradigm Transportation Solutions Limited | Page 94 136 188 115 12 28 85 12 7 61 55 10 43 58 122 12 59 41 25 56 13 3 29 201 28 11 11 87 *Note – Mid-Block Right In- 60 Right Out Costco Access

111 Volume Increased by 111 Volume Decreased by

Traffic Diversion (2021 vs 2018) AM Peak Hour Park Place Traffic Impact Study 190134 Figure 5.2 172 69 79 48 47 11 6 4 209 131 98 270 371 425 65 93 31 34 50 11 98 162 173 14 98 50 133 *Note – Mid-Block Right In- 21 Right Out Costco Access

111 Volume Increased by 111 Volume Decreased by

Traffic Diversion (2021 vs 2018) PM Peak Hour Park Place Traffic Impact Study 190134 Figure 5.3 Park Place | Traffic Impact Study | 190134 | March 2020

5.2 2031 Horizon

5.2.1 Diverging Diamond Interchange (DDI)

In the MTO report, “Highway 400 Improvements from 1 km South of Highway 89 to the Junction of Highway 11, Transportation Environmental Study Report (TESR) Addendum, November 2017” (AECOM Canada Ltd.), a Diverging Diamond Interchange (DDI) was recommended to replace the existing Diamond Interchange at Highway 400 and Mapleview Drive. While it is understood that the timing for implementing this improvement is uncertain, the City has included it as part of the road network recommendations in the 2019 TMP and it is in the Emme model for the 2031 horizon.

The 2031 forecasts for the Highway 400/Mapleview Drive interchange have been analyzed with the DDI design as the base case. For comparison, and in the event that that the DDI does not get implemented by 2031, Section 5.2.3 includes an analysis of the 2031 forecasts with the existing Diamond Interchange.

Figure 5.4, which is taken from the TESR referenced above, illustrates the functional plan for the recommended DDI. This type of interchange design in this location features a crossover of the eastbound and westbound lanes on Mapleview Drive and facilitates unopposed left turn and right turn movements from Mapleview Drive to the Highway 400 on ramps. Compared to the existing Diamond Interchange, this eliminates the potential conflicts between left turns and opposing through movements and simplifies traffic signal operations at the crossover points. These key differences result in an anticipated improvement in safety and efficiency.

The components of the 2031 traffic forecasts for the Highway 400 and Mapleview Drive interchange were reviewed with respect to the traffic that can be attributed to Park Place. This was done by examining the total traffic entering the west terminal and east terminal intersections and the Park Place site traffic entering these same intersections. The following was determined:

 For the total Park Place trip generation, which accounts for the current and proposed levels of development:  Park Place traffic represents 14% (AM) and 11% (PM) of the total traffic entering the west terminal intersection  Park Place traffic represents 18% (AM) and 18% (PM) of the total traffic entering the east terminal intersection; and

 For the new Park Place trip generation, which accounts for proposed development only (i.e. additional development above the current level):  Park Place traffic represents 7% (AM) and 5% (PM) of the total traffic entering the west terminal intersection  Park Place traffic represents 8% (AM) and 8% (PM) of the total traffic entering the east terminal intersection

Paradigm Transportation Solutions Limited | Page 97 Source: Highway 400 Improvements from 1 km South of Highway 89 to the Junction of Highway 11, Transportation Environmental Study Report Addendum, Appendix A – Changes to the Approved Plan outlined in the 2004 TESR, Page 27, AECOM, November 2017

Diverging Diamond Interchange Highway 400/Mapleview Drive Park Place Traffic Impact Study 190134 Figure 5.4 Park Place | Traffic Impact Study | 190134 | March 2020

5.2.2 Methodology

The 2031 total traffic forecasts were analyzed using similar methodology and parameters as in the analysis of 2021 horizon year conditions. An exception is the use of a PHF of 1.00 rather than the lower base year PHFs. With a longer horizon period and higher future traffic volumes that approach capacity, it can be expected that there will be less variation in traffic volume in each of the 15 minute periods within the peak hour – i.e. the PHF tends towards 1.00 over the longer term. This approach to the longer range analysis is consistent with that used in the report, “Master Transportation Study, Draft Plan of Subdivision, Hewitt Landowners Group (HLG), City of Barrie, February 17, 2017” (LEA Consulting Ltd.), which was accepted by City staff.

Figure 5.5 shows lane arrangements and traffic control measures considered in the analysis of future conditions and is colour-coded to indicate planned lane improvements.

Paradigm Transportation Solutions Limited | Page 99 IPS Crossing

Lanes and Traffic Control 2031 Future Analysis Park Place Traffic Impact Study 190134 Figure 5.5 Park Place | Traffic Impact Study | 190134 | March 2020

5.2.3 Capacity Analysis – 2031 Background

Table 5.5 presents the results of the analysis of AM and PM peak hour background traffic operations. V/C ratios greater than the MTO criteria are highlighted. Appendix L contains the Synchro analysis reports.

The analysis indicates similar traffic operations in the Mapleview Drive corridor compared to the 2021 analysis despite the additional City-wide growth anticipated for the 2031 horizon year. This is presumed to be related to the additional improvements to the City road network that have been accounted for in the 2031 Emme model and the associated redistribution of traffic. For example, with the changes in traffic volumes and the DDI at Highway 400 and Mapleview Drive, the previously identified need for a channelized right turn movement for westbound Mapleview Drive to the Highway 400 northbound on ramp would be redundant.

Notwithstanding, parts of the Mapleview Drive corridor would continue to be operating close to capacity as evidenced by some intersections having volume demands at capacity or having individual movements with v/c ratios greater than the 0.85 criteria. Where the more significant capacity deficiencies are evident, possible improvements have been considered and the results with mitigation measures in place are shown in the next row of the table.

The intersections where mitigation has been considered are as follows:

Mapleview Drive/Park Place Boulevard-Costco Access

 The initial analysis showed that this intersection would be at capacity (v/c of 1.00) and several movements would have v/c ratios above the 0.85 criteria during the PM peak hour;

 Consistent with existing conditions and the 2021 horizon, the key problem movement is the southbound right turn from Park Place Boulevard to Mapleview Drive (v/c of 1.05);

 Also consistent with the 2021 horizon, the mitigation considered is to implement a right turn overlap phase that would run concurrently with the non-conflicting eastbound and westbound advanced left turn phases;

 The improvement results in the intersection operating within capacity (v/c of 0.94) and with less delay (46 seconds versus 59 seconds), a better level of service (D versus E), and the southbound right turn movement operating within capacity (v/c of 0.84); and

 As noted previously, City staff intend to carry out a “Multi-Modal Level of Service/Traffic Study” for the Mapleview Drive corridor in 2020. Again, this will allow additional improvement alternatives to be examined for this intersection that would assist in addressing shorter and longer term operational concerns while complementing other proposed improvements to the east and west of this intersection.

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Mapleview Drive/Bayview Drive

 The initial analysis showed that this intersection would be approaching capacity (v/c of 0.93 in the AM peak hour and 0.96 in the PM peak hour) and several movements would have v/c ratios above the 0.85 criteria during both the AM and PM peak hours;

 The key problem movement is the southbound left turn from Bayview Drive to Mapleview Drive (v/c of 1.05 in the PM peak hour);

 The mitigation is to implement dual southbound left turns to increase the capacity for this movement. Since the intersection has been constructed with the provision for dual left turns on all approaches, this improvement can be implemented by changing the existing pavement markings (outer left turn lane is painted with hatching to keep motorists from using it) and changing the signal phasing (protected left turn phase required for dual left turns); and

 The improvement results in the intersection operating within capacity (v/c of 0.89) during the PM peak hour and the southbound left turn movement operating within capacity (v/c of 0.91). Consistent with the analysis of base year and 2021 horizon year conditions, the Bayview Drive study area intersections operate within capacity and at good levels of service (D or better). The analysis results for the DDI show that the two ramp terminal intersections would operate at a very good level of service (C) in the AM and PM peak hours and well within capacity. These operational measures apply primarily to the through movements since as previously noted, left and right turns from Mapleview Drive to the Highway 400 on ramps operate as free flow although motorists making left turns could experience delay in the through lanes prior to reaching the taper section at the ramps. The exiting movements from the Highway 400 off ramps would operate at very good levels of service (C or better) and well within capacity. It should be understood, however, that the improved operations at the interchange will not likely carry over to the adjacent Mapleview Drive intersections during the busiest conditions. The traffic reporting that was part of the MTO 2017 Transportation Environmental Study Report concluded that the PM peak hour traffic operations of adjacent intersections would be independent of the configuration of the interchange – i.e. the implementation of the DDI neither improves nor worsens the traffic operations at other intersections in the study area section of the Mapleview Drive corridor, it only improves ramp terminal operations.

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TABLE 5.5: OPERATIONAL ANALYSIS – 2031 BACKGROUND

AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS Delay V/C LOS Delay V/C Left B 15 0.17 A 10 0.38 EB Dual Thru- C 24 0.61 B 16 0.49 Thru/Right Mapleview Left E 57 0.77 D 43 0.59 Dr./ WB Dual Thru- A 7 0.43 A 2 0.43 Bryne Dr. Thru/Right Left D 42 0.47 D 50 0.44 NB Signalized Thru-Thru/Right D 44 0.06 E 57 0.44 Left D 42 0.15 D 52 0.29 SB Thru-Thru/Right D 46 0.21 E 56 0.10 Overall Intersection C 23 0.74 B 18 0.59 Left B 10 0.21 C 22 0.34 EB Triple Thru- A 5 0.46 B 18 0.59 Thru/Right Mapleview Dual Left E 57 0.69 E 71 0.76 Dr./ WB Dual Thru- A 7 0.71 B 10 0.67 Barrie View Thru/Right Dr. Left D 45 0..04 D 46 0.22 NB Thru D 46 0.02 D 51 0.33 Signalized Right D 47 0.10 E 65 0.74 Left D 44 0.73 D 46 0.74 SB Thru-Thru/Right D 35 0.04 D 38 0.03 Overall Intersection B 15 0.75 C 26 0.75 Mapleview EB Triple Through C 31 0.75 C 34 0.87 Dr./ WB Triple Through B 10 0.65 C 25 0.85 HWY 400 Overall Intersection C 20 0.70 C 30 0.86 West W-S Ramp (Right) A < 1 0.11 A < 1 0.11 Terminal E-S Ramp (Left) A 50.24A 6 0.28 DDI N-W Ramp (Dual Right) C 26 0.58 B 20 0.20 Signalized N-E Ramp (Dual Left) B 19 0.32 C 26 0.40 Mapleview EB Triple Through B 18 0.80 C 24 0.89 Dr./ WB Triple Through C 23 0.66 C 34 0.82 HWY 400 Overall Intersection C 20 0.72 C 29 0.85 East W-N Ramp (Left) A 50.19A 7 0.40 Terminal E-N Ramp (Right) A < 1 0.39 A < 1 0.52 DDI S-E Ramp (Dual Right) B 18 0.17 C 26 0.42 Signalized S-W Ramp (Dual Left) B 19 0.30 C 22 0.29

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AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS Delay V/C LOS Delay V/C Dual Left E 64 0.54 F 122 1.06 EB Triple Thru A 30.48C 32 0.97 Right A 90.02A 6 0.04 Mapleview Left A 6 0.07 D 37 0.49 Dr./ WB Triple Thru B 12 0.83 E 66 1.06 Park Place Right A < 1 0.08 B 15 0.25 Blvd. Dual Left D 48 0.48 D 55 0.83 NB Thru/Right D 45 0.09 D 41 0.19 Signalized Left D 50 0.34 E 65 0.80 SB Thru D 47 0.07 D 45 0.15 Right D 47 0.08 F 123 1.05 Overall Intersection B 15 0.69 E 59 1.00 Dual Left E 64 0.54 F 113 1.03 EB Triple Thru A 3 0.47 C 26 0.93 Mapleview Right A 8 0.02 A 6 0.04 Dr./ Left A 6 0.07 D 37 0.50 Park Place WB Triple Thru A 10 0.81 D 51 1.02 Blvd. Right A < 1 0.08 B 13 0.24 Dual Left D 48 0.48 D 55 0.83 NB Mitigation Thru/Right D 45 0.09 D 41 0.19 Left D 52 0.41 E 77 0.88 Signalized SB Thru D 49 0.08 D 47 0.16 Right (Overlap) D 36 0.08 E 57 0.84 Overall Intersection B 13 0.69 D 46 0.94 Dual Left E 64 0.76 E 74 0.88 EB Triple Thru B 13 0.37 B 18 0.56 Right B 15 0.20 C 20 0.09 Left B 17 0.19 C 25 0.28 Mapleview WB Dual Thru- D 38 0.90 D 45 0.85 Dr./ Thru/Right Bayview Dr. Dual Left E 55 0.57 E 69 0.75 NB Thru-Thru/Right D 36 0.03 D 49 0.44 Signalized Left E 70 0.95 F 101 1.05 Dual Thru C 35 0.23 D 41 0.19 SB Right E 57 0.84 E 68 0.86 (Channelized) Overall Intersection D 38 0.93 D 48 0.96

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AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS Delay V/C LOS Delay V/C Dual Left E 57 0.65 E 75 0.89 EB Triple Thru B 15 0.37 B 18 0.56 Right B 20 0.20 B 20 0.09 Mapleview Left B 19 0.20 C 25 0.28 Dr./ WB Dual Thru- D 48 0.96 D 44 0.84 Bayview Dr. Thru/Right Dual Left D 51 0.47 E 69 0.75 NB Mitigation Thru-Thru/Right D 38 0.04 D 49 0.43 Dual Left F 80 0.95 E 79 0.91 Signalized Dual Thru D 35 0.24 D 41 0.19 SB Right D 54 0.80 E 70 0.88 (Channelized) Overall Intersection D 42 0.89 D 46 0.89 Left/Thru- EB D 44 0.04 D 45 0.47 Thru/Right Bayview Dr./ Left D 40 0.17 D 36 0.19 WB South Thru/Right D 39 0.00 C 35 0.01 Village Way Left A 40.15A 7 0.31 NB Thru-Thru/Right A 60.21A 9 0.39 Signalized Left A 50.01A 8 0.03 SB Thru-Thru/Right A 9 0.46 B 13 0.51 Overall Intersection A 10 0.41 B 15 0.48 Left D 40 0.19 D 38 0.46 EB Thru A < 1 0.00 C 34 0.00 Right D 45 0.02 C 35 0.07 Bayview Dr./ Left E 55 0.24 A < 1 0.00 North Village WB Thru/Right A < 1 0.00 D 49 0.00 Way Left A 40.11A 7 0.25 NB Thru-Thru/Right A 50.18A 6 0.37 Signalized Left A 40.01A < 1 0.00 SB Thru-Thru/Right A 7 0.43 B 12 0.53 Overall Intersection A 8 0.41 B 12 0.53 Left D 37 0.22 D 38 0.27 EB Thru A < 1 0.00 D 41 0.00 Bayview Dr./ Right D 40 0.01 D 41 0.04 Concert Left D 39 0.08 D 37 0.10 WB Way- Thru/Right D 42 0.14 D 42 0.01 Churchill Dr. Left A 8 0.15 B 14 0.20 NB Thru-Thru/Right A 10 0.20 C 20 0.53 Signalized Left A 6 0.11 B 14 0.23 SB Thru-Thru/Right B 12 0.49 C 22 0.63 Overall Intersection B 15 0.43 C 23 0.49 Bayview WB Left/Right B 14 0.05 C 17 0.27 Dr./Coca NB Thru-Thru/Right Unopposed Movement Unopposed Movement Cola D/W Left A 90.01A 10 0.01 SB Unsignalized Dual Thru Unopposed Movement Unopposed Movement

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AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS Delay V/C LOS Delay V/C Bayview Dr./ Left C 16 0.01 C 17 0.03 EB Medical Right B 12 0.04 B 13 0.18 Centre Left B100.13A 10 0.05 NB South D/W Dual Thru Unopposed Movement Unopposed Movement Unsignalized SB Thru-Thru/Right Unopposed Movement Unopposed Movement Bayview EB Left/Right B 14 0.04 C 16 0.16 Dr./Medical Left A 10 0.03 A 10 0.01 NB Centre North Dual Thru Unopposed Movement Unopposed Movement D/W SB Thru-Thru/Right Unopposed Movement Unopposed Movement Unsignalized Left C 22 0.38 C 32 0.73 EB Dual Thru C 31 0.58 D 42 0.78 Right C 29 0.38 C 31 0.21 Bayview Dr./ Left C 25 0.79 D 44 0.84 Big Bay WB Dual Thru C 22 0.44 D 35 0.53 Point Road Right B 20 0.21 C 32 0.26 Left C 28 0.28 D 37 0.81 NB Signalized Thru-Thru/Right C 35 0.42 D 38 0.66 Left C 27 0.18 C 35 0.63 SB Thru-Thru/Right D 35 0.42 D 45 0.68 Overall Intersection C 28 0.67 D 39 0.84

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5.2.4 Queue Analysis – 2031 Background

Table 5.6 presents the results for the 95th and 50th percentile queue lengths. The individual movements where the 95th and 50th percentile queue lengths exceed the available storage lane lengths are highlighted in yellow and red, respectively. Appendix L also contains the SimTraffic output related to the queue analysis.

The queue analysis showed that there are relatively minor deficiencies during both the AM or PM peak hour where either the 95th or 50th percentile queues could occasionally and temporarily exceed the available storage lane lengths. In comparison to the 2021 analysis, there are a similar number of storage lane deficiencies but the 95th and 50th percentile queues are generally shorter. This is presumed to be related to the redistribution of traffic facilitated by the road network improvements in the City’s 2031 Emme model.

For the intersections where mitigation was proposed to address operational issues, i.e. for the southbound right turn at Mapleview Drive/Park Place Boulevard-Costco Access and the southbound left turn at Mapleview Drive/Bayview Drive, queues are shorter, and any remaining deficiencies are minor. As noted previously, there are physical constraints to increasing storage lane lengths in most cases.

With regard to the Highway 400 ramp terminals with the DDI design, the 95th and 50th percentile queues for either the northbound or southbound off ramps are well within the available storage lane lengths as defined in the Highway 400 Trigger reports (i.e. 75% of the length of each ramp).

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TABLE 5.6: QUEUES – 2031 BACKGROUND

Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available 40 Left 28 12 9 31 46 -6 19 21 TWLTL EB Dual Thru- 260 97 163 62 198 97 163 62 198 Thru/Right 40 Left 36 4 31 9 57 -17 36 4 TWLTL Mapleview Dr./ WB Dual Thru- Bryne Dr. 160 101 59 61 99 40 120 11 149 Thru/Right

Left 65 38 27 20 45 35 30 19 46 Signalized NB Thru- 100 14 86 6 94 65 35 37 63 Thru/Right 40 Left 16 24 6 34 23 17 10 30 TWLTL SB Thru- 330 28 302 15 315 18 312 7 323 Thru/Right 80 Left 21 59 8 72 57 23 20 60 TWLTL EB Triple Thru- 160 59 101 27 133 106 54 69 91 Thru/Right Dual Left 65 61 4 43 22 56 9 39 26 Mapleview Dr./ WB Dual Thru- Barrie View Dr. 100 82 18 49 51 76 24 39 61 Thru/Right

Left 35629134 2871322 Signalized NB Thru 50644149 4372228 Right 5032181832 109-59 74 -24 Left 35 55 -20 41 -6 51 -16 47 -12 SB Thru- 97 193 35 255 210 80 127 163 Thru/Right

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Mapleview Dr./ EB Triple Thru 100 32 68 26 74 38 62 31 69 HWY 400 SB WB Triple Thru 165 53 112 42 123 50 115 47 118 Off/On Ramp N-E Ramp 295 62 233 43 252 67 228 53 242 DDI N-W Ramp 295 67 228 52 243 46 249 28 267 Signalized Mapleview Dr./ EB Triple Thru 165 66 99 56 109 65 100 59 106 HWY 400 NB WB Triple Thru 205 43 162 37 168 43 162 37 168 Off/On Ramp S-E Ramp 265 37 228 21 244 71 194 50 215 DDI S-W Ramp 265 62 203 42 223 70 195 58 207 Signalized Dual Left 165 45 120 30 135 112 53 66 99 EB Triple Thru 205 57 148 32 173 134 71 78 127 Right 185 6 179 1 184 12 173 5 180 Left 60 16 44 4 56 50 10 19 41 Mapleview Dr./ WB Triple Thru 125 142 -17 86 39 147 -22 105 20 Park Place Blvd. Right 125 91 34 23 102 137 -12 45 80

Dual Left 65 40 25 23 42 156 -91 113 -48 Signalized NB Thru/Right 651451560 117-52 38 27 Left 65 24 41 11 54 79 -14 56 9 SB Thru 85 8 77 2 83 137 -52 68 17 Right 8531541669 113-28 98 -13 Dual Left 165 46 119 31 134 84 81 53 112 EB Triple Thru 205 39 166 29 176 123 82 73 132 Right 185 8 177 2 183 34 151 6 179 Mapleview Dr./ Left 60 14 46 4 56 51 9 20 40 Park Place Blvd. WB Triple Thru 125 130 -5 76 49 151 -26 111 14 Right 125 69 56 15 110 164 -39 62 63 Mitigation Dual Left 65 43 22 25 40 157 -92 117 -52 NB Thru/Right 651352560 116-51 39 26 Signalized Left 65 22 43 10 55 78 -13 63 2 Thru 85 8 77 2 83 137 -52 73 12 SB Right 85 31 54 16 69 117 -32 77 8 (Overlap)

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Dual Left 80 56 24 37 43 96 -16 70 10 EB Triple Thru 125 34 91 19 106 84 41 38 87 Right 45414 2124 27181233 Left 125 38 87 11 114 19 106 8 117 WB Dual Thru- Mapleview Dr./ 705 300 405 203 502 285 420 251 454 Thru/Right Bayview Dr. Dual Left 150 39 111 19 131 60 90 36 114

NB Thru- Signalized 80 13 67 5 75 51 29 31 49 Thru/Right Left 100 138 -38 113 -13 121 -21 117 -17 Dual Thru 210 289 -79 187 23 270 -60 205 5 SB Right 65 94 -29 51 14 91 -26 49 16 (Channelized) Dual Left 80 55 25 36 44 91 -11 68 12 EB Triple Thru 125 40 85 24 101 62 63 38 87 Right 45441 2322 22231134 Left 125 49 76 12 113 20 105 8 117 Mapleview Dr./ WB Dual Thru- Bayview Dr. 705 311 394 205 500 304 401 239 466 Thru/Right

Dual Left 150 37 113 17 133 64 86 40 110 Mitigation NB Thru- 80 11 69 5 75 52 28 31 49 Thru/Right Signalized Dual Left 100 69 31 44 56 104 -4 62 38 Dual Thru 210 72 138 31 179 142 68 57 153 SB Right 65 89 -24 46 19 101 -36 59 6 (Channelized)

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Left/Thru- EB 65 35 30 12 53 78 -13 36 29 Thru/Right Left 50 44 6 15 35 42 8 15 35 Bayview Dr./ WB Thru/Right 50 7 43 1 49 11 39 4 46 South Village Left 45 26 19 11 34 46 -1 20 25 Way NB Thru- 210 33 177 14 196 87 123 42 168 Thru/Right Signalized Left 40 25 15 4 36 39 1 8 32 SB Thru- 185 236 -51 116 69 239 -54 137 48 Thru/Right Left 45 21 24 10 35 40 5 23 22 EB Thru 85 0 85 0 85 20 65 2 83 Right 4522239 36 57-122520 Bayview Dr./ Left 60753258 060060 WB North Village Thru/Right 60060060 357060 Way Left 50 15 35 7 43 26 24 11 39 NB Thru- 185 24 161 8 177 50 135 20 165 Signalized Thru/Right Left 55 29 26 4 51 0 55 0 55 SB Thru- 235 136 99 50 185 230 5 102 133 Thru/Right Left 85 16 69 7 78 34 51 18 67 EB Thru 130 0 130 0 130 2 128 0 130 Right 851273580 1867976 Bayview Dr./ Left 35 11 24 4 31 18 17 7 28 WB Concert Way- Thru/Right 650 37 613 22 628 11 639 4 646 Churchill Dr. Left 50 21 29 8 42 29 21 10 40 NB Thru- 235 33 202 13 222 84 151 51 184 Signalized Thru/Right Left 45 19 26 8 37 48 -3 17 28 SB Thru- 200 63 137 33 167 151 49 81 119 Thru/Right

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available WB Left/Right 351619530 54-19 24 11 Bayview Thru- Dr./Coca Cola NB - Unopposed Movement Unopposed Movement Thru/Right D/W Left 50743248 743149 Unsignalized SB Dual Thru - Unopposed Movement Unopposed Movement Left 35 5 30 1 34 10 25 3 32 EB Bayview Dr./ Right 35 12 23 5 30 18 17 11 24 Medical Centre Left 35 19 16 10 25 14 21 6 29 NB South D/W Dual Thru 200 Unopposed Movement Unopposed Movement Unsignalized Thru- SB 100 Unopposed Movement Unopposed Movement Thru/Right Bayview EB Left/Right 351223431 3231520 Dr./Medical Left 25 13 12 5 20 7 18 1 24 NB Centre North Dual Thru 130 Unopposed Movement Unopposed Movement D/W Thru- SB 90 Unopposed Movement Unopposed Movement Unsignalized Thru/Right Left 40 59 -19 26 14 93 -53 58 -18 EB Dual Thru 300 87 213 59 241 179 121 108 192 Right 5054-4 27 23 88 -38 40 10 Left 50 91 -41 56 -6 93 -43 53 -3 Bayview Dr./ WB Dual Thru 745 94 651 50 695 140 605 68 677 Big Bay Point Right 5031191535 464 1931 Road Left 50 29 21 13 37 103 -53 62 -12

NB Thru- Signalized 200 79 121 50 150 110 90 71 129 Thru/Right Left 65 25 40 11 54 75 -10 39 26 SB Thru- 650 100 550 57 593 103 547 66 584 Thru/Right

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5.2.5 Capacity Analysis – 2031 Total

Table 5.7 presents the results of the analysis of AM and PM peak hour total traffic operations. V/C ratios greater than the MTO criteria are highlighted. Appendix L contains the Synchro analysis reports.

The analysis indicates similar traffic operations in the Mapleview Drive corridor compared to the 2021 analysis. Again, the additional improvements to the City road network that have been accounted for in the 2031 Emme model and the associated redistribution of traffic combine to accommodate the overall higher level of traffic anticipated for this horizon year.

In terms of the net impact of the proposed 2031 Park Place uses, there are relatively minor increases in v/c ratios at most intersections in the study area. As in the assessment of 2031 background traffic conditions, the intersections of Mapleview Drive/Park Place Boulevard-Costco Access and Mapleview Drive/Bayview Drive will require relatively minor improvements. The analysis for the latter two intersections was conducted without improvement measures to represent a “do nothing” condition and with the same potential improvements considered in the analysis of the background traffic forecasts. The results with mitigation measures in place are shown in the next row of the table.

The intersections where mitigation has been considered are as follows:

Mapleview Drive/Park Place Boulevard-Costco Access

 The initial analysis showed that this intersection would be over capacity (v/c of 1.04) and several movements would have v/c ratios above the 0.85 criteria or over capacity during the PM peak hour;

 The key problem movement is the southbound right turn from Park Place Boulevard to Mapleview Drive (v/c of 1.15);

 The mitigation considered is to implement a right turn overlap phase that would run concurrently with the non-conflicting eastbound and westbound advanced left turn phases;

 The improvement results in the intersection operating within capacity (v/c of 0.97), with less delay (54 seconds versus 69 seconds), an improvement in the overall level of service (D versus E), and the southbound right turn movement operating within capacity (v/c of 0.88); and

 As noted previously, City staff intend to carry out a “Multi-Modal Level of Service/Traffic Study” for the Mapleview Drive corridor in 2020. Again, this will allow additional improvement alternatives to be examined for this intersection that would assist in addressing shorter and longer term operational concerns while complementing other proposed improvements to the east and west of this intersection.

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Mapleview Drive/Bayview Drive

 The initial analysis showed that this intersection would near capacity in the AM peak hour (0.95) and at capacity in the PM peak hour (v/c of 0.99) and several movements would have v/c ratios above the 0.85 criteria during both the AM and PM peak hours;

 The key problem movement is the southbound left turn from Bayview Drive to Mapleview Drive (v/c of 1.08 in the PM peak hour);

 The mitigation considered is to implement dual southbound left turns to increase the capacity for this movement. Since the intersection has been constructed with the provision for dual left turns on all approaches, this improvement can be implemented by changing the existing pavement markings (outer left turn lane is painted with hatching to keep motorists from using it) and changing the signal phasing (protected left turn phase required for dual left turns); and

 The improvement results in the intersection operating within capacity (v/c of 0.91) and the southbound left turn movement operating within capacity (v/c of 0.90) during the PM peak hour. There is a small improvement in the overall intersection operation during the AM peak hour (v/c of 0.94) as well. Consistent with the analysis of base year and 2021 horizon year conditions, the Bayview Drive study area intersections operate within capacity and at good levels of service (D or better). The Bayview Drive/Big Bay Point Road intersection would operate with an overall v/c ratio of 0.90 and with one v/c ratio above the 0.85 criteria during the PM peak hour (westbound left at 0.87). No mitigation is recommended for these conditions other than optimizing signal timing as volumes change in the future. The analysis results for the DDI show that the two ramp terminal intersections would operate at very good levels of service (B-C in the AM peak hour, C in the PM peak hour) and within capacity. The overall intersection operations are above the v/c 0.85 criterion at both ramp terminals during the PM peak hour (v/c’s of 0.87 at each). These operational measures apply primarily to the through movements since as previously noted, left and right turns from Mapleview Drive to the Highway 400 on ramps operate as free flow although motorists making left turns could experience delay in the through lanes prior to reaching the taper section at the ramps. The exiting movements from the Highway 400 off ramps would operate at very good levels of service (C or better) and well within capacity. It should be understood, however, that the improved operations at the interchange will not likely carry over to the adjacent Mapleview Drive intersections during the busiest conditions. The traffic reporting that was part of the MTO 2017 Transportation Environmental Study Report concluded that the PM peak hour traffic operations of adjacent intersections would be independent of the configuration of the interchange – i.e. the implementation of the DDI neither improves nor worsens the traffic operations at other intersections in the study area section of the Mapleview Drive corridor, it only improves ramp terminal operations.

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TABLE 5.7: OPERATIONAL ANALYSIS – 2031 TOTAL

AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS Delay V/C LOS Delay V/C Left B 15 0.17 A 10 0.39 EB Dual Thru- C 25 0.62 B 17 0.50 Thru/Right Mapleview Left E 58 0.78 D 43 0.60 Dr./ WB Dual Thru- A 7 0.43 A 2 0.44 Bryne Dr. Thru/Right Left D 42 0.47 D 50 0.44 NB Signalized Thru-Thru/Right D 44 0.06 E 57 0.44 Left D 42 0.15 D 52 0.29 SB Thru-Thru/Right D 46 0.21 E 56 0.10 Overall Intersection C 23 0.75 B 18 0.59 Left B 10 0.21 C 24 0.35 EB Triple Thru- A 5 0.47 B 18 0.60 Thru/Right Mapleview Dual Left E 57 0.69 E 72 0.76 Dr./ WB Dual Thru- A 7 0.71 B 10 0.69 Barrie View Thru/Right Dr. Left D 45 0.04 D 46 0.22 NB Thru D 46 0.02 D 50 0.32 Signalized Right D 47 0.10 E 65 0.74 Left D 44 0.73 D 46 0.74 SB Thru-Thru/Right D 35 0.04 D 38 0.03 Overall Intersection B 15 0.76 C 26 0.75 Mapleview EB Triple Through C 31 0.76 C 35 0.88 Dr./ WB Triple Through B 11 0.67 C 26 0.87 HWY 400 Overall Intersection C 20 0.71 C 31 0.87 West W-S Ramp (Right) A < 1 0.11 A < 1 0.11 Terminal E-S Ramp (Left) A 50.24A 6 0.28 DDI N-W Ramp (Dual Right) C 26 0.58 B 20 0.20 Signalized N-E Ramp (Dual Left) B 19 0.33 C 26 0.40 Mapleview EB Triple Through B 18 0.81 C 24 0.89 Dr./ WB Triple Through C 24 0.68 D 36 0.84 HWY 400 Overall Intersection B 21 0.74 C 30 0.87 East W-N Ramp (Left) A 50.19A 7 0.40 Terminal E-N Ramp (Right) A < 1 0.40 A < 1 0.53 DDI S-E Ramp (Dual Right) B 18 0.17 C 27 0.44 Signalized S-W Ramp (Dual Left) B 19 0.30 C 22 0.29

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AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS Delay V/C LOS Delay V/C Dual Left E 64 0.52 F 187 1.23 EB Triple Thru A 30.49D 40 1.00 Right A 90.02A 9 0.04 Mapleview Left A 7 0.08 D 37 0.49 Dr./ WB Triple Thru B 13 0.88 E 67 1.07 Park Place Right A 1 0.10 B 11 0.27 Blvd. Dual Left D 48 0.48 D 55 0.83 NB Thru/Right D 45 0.09 D 41 0.19 Signalized Left D 49 0.37 E 67 0.83 SB Thru D 47 0.06 D 45 0.14 Right D 47 0.08 F 153 1.15 Overall Intersection B 16 0.71 E 69 1.04 Dual Left E 63 0.52 F 122 1.07 EB Triple Thru A 30.48C 30 0.96 Mapleview Right A 80.02A 7 0.04 Dr./ Left A 6 0.07 D 36 0.50 Park Place WB Triple Thru B110.86 E 67 1.07 Blvd. Right A < 1 0.10 B 11 0.27 Dual Left D 48 0.48 D 55 0.83 NB Mitigation Thru/Right D 45 0.09 D 41 0.19 Left D520.44F82 0.91 Signalized SB Thru D 48 0.08 D 46 0.15 Right (Overlap) C340.08E62 0.88 Overall Intersection B 14 0.71 D 54 0.97 Dual Left E 65 0.77 E 70 0.89 EB Triple Thru B 14 0.38 C 23 0.57 Right B 17 0.20 C 32 0.09 Left B 19 0.20 C 26 0.29 Mapleview WB Dual Thru- D 47 0.95 D 48 0.89 Dr./ Thru/Right Bayview Dr. Dual Left E 55 0.57 E 70 0.75 NB Thru-Thru/Right C 35 0.04 D 49 0.43 Signalized Left E 64 0.93 F 110 1.08 Dual Thru C 34 0.22 D 41 0.19 SB Right E 58 0.85 E 71 0.88 (Channelized) Overall Intersection D 42 0.95 D 51 0.99

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AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS Delay V/C LOS Delay V/C Dual Left E 59 0.64 E 71 0.89 EB Triple Thru B 15 0.39 C 21 0.57 Right B 16 0.20 C 28 0.09 Mapleview Left C 21 0.21 C 26 0.29 Dr./ WB Dual Thru- E 80 1.07 D 48 0.89 Bayview Dr. Thru/Right Dual Left D 52 0.50 E 70 0.75 NB Mitigation Thru-Thru/Right D 37 0.04 D 49 0.43 Dual Left F 95 1.00 E 77 0.90 Signalized Dual Thru C 33 0.22 D 41 0.19 SB Right E 56 0.84 E 71 0.88 (Channelized) Overall Intersection E 57 0.94 D 48 0.91 Left/Thru- EB D 44 0.07 D 46 0.51 Thru/Right Bayview Dr./ Left D 40 0.17 D 37 0.20 WB South Thru/Right D 39 0.00 D 35 0.01 Village Way Left A 40.17A 8 0.32 NB Thru-Thru/Right A 60.21A 9 0.40 Signalized Left A 50.01A 9 0.03 SB Thru-Thru/Right A 9 0.47 B 14 0.54 Overall Intersection A 10 0.42 B 16 0.51 Left D 40 0.21 D 39 0.51 EB Thru A < 1 0.00 C 35 0.00 Right D 45 0.03 D 35 0.08 Bayview Dr./ Left E 55 0.24 A < 1 0.00 North Village WB Thru/Right A < 1 0.00 D 49 0.00 Way Left A 40.12A 7 0.28 NB Thru-Thru/Right A 50.19A 6 0.38 Signalized Left A 50.01A < 1 0.00 SB Thru-Thru/Right A 8 0.46 B 13 0.54 Overall Intersection A 9 0.43 B 12 0.55 Left D 41 0.25 D 37 0.29 EB Thru A < 1 0.00 D 40 0.00 Bayview Dr./ Right D 44 0.01 D 41 0.04 Concert Left D 36 0.15 D 36 0.14 WB Way- Thru/Right D 42 0.14 D 41 0.02 Churchill Dr. Left A 8 0.16 B 16 0.23 NB Thru-Thru/Right A 10 0.21 C 21 0.54 Signalized Left A 6 0.12 B 15 0.28 SB Thru-Thru/Right B 12 0.50 C 23 0.64 Overall Intersection B 16 0.43 C 23 0.51 Bayview WB Left/Right B 14 0.05 C 18 0.28 Dr./Coca NB Thru-Thru/Right Unopposed Movement Unopposed Movement Cola D/W Left A 9 0.01 B 10 0.01 SB Unsignalized Dual Thru Unopposed Movement Unopposed Movement

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AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS Delay V/C LOS Delay V/C Bayview Dr./ Left C 17 0.01 C 18 0.03 EB Medical Right B 12 0.04 B 13 0.19 Centre Left B 10 0.13 B 10 0.05 NB South D/W Dual Thru Unopposed Movement Unopposed Movement Unsignalized SB Thru-Thru/Right Unopposed Movement Unopposed Movement Bayview EB Left/Right B 14 0.04 B 14 0.15 Dr./Medical Left A 10 0.03 A 9 0.01 NB Centre North Dual Thru Unopposed Movement Unopposed Movement D/W SB Thru-Thru/Right Unopposed Movement Unopposed Movement Unsignalized Left C 22 0.38 C 35 0.74 EB Dual Thru C 31 0.58 D 43 0.80 Right C 29 0.39 C 32 0.22 Bayview Dr./ Left D 26 0.80 D 48 0.87 Big Bay WB Dual Thru C 22 0.44 C 34 0.51 Point Road Right C 20 0.21 C 31 0.25 Left C 28 0.28 D 43 0.85 NB Signalized Thru-Thru/Right C 36 0.44 D 38 0.67 Left C 27 0.19 D 37 0.67 SB Thru-Thru/Right C 36 0.45 D 46 0.71 Overall Intersection C 29 0.68 D 40 0.90

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5.2.6 Queue Analysis – 2031 Total

Table 5.8 presents the results for the 95th and 50th percentile queue lengths. The individual movements where the 95th and 50th percentile queue lengths exceed the available storage lane lengths are highlighted in yellow and red, respectively. Appendix L also contains the SimTraffic output related to the queue analysis.

The queue analysis showed that there are relatively minor deficiencies during both the AM or PM peak hour where either the 95th or 50th percentile queues could occasionally and temporarily exceed the available storage lane lengths. In comparison to the 2021 analysis, there are fewer overall storage lane deficiencies, which is presumed to be related to the redistribution of traffic facilitated by the road network improvements in the City’s 2031 Emme model.

For the intersections where mitigation was proposed to address operational issues, i.e. for the southbound right turn at Mapleview Drive/Park Place Boulevard-Costco Access and the southbound left turn at Mapleview Drive/Bayview Drive, queues are shorter, and any remaining deficiencies are minor. As noted previously, there are physical constraints to increasing storage lane lengths in most cases.

With regard to the Highway 400 ramp terminals with the DDI design, the 95th and 50th percentile queues for either the northbound or southbound off ramps are well within the available storage lane lengths as defined in the Highway 400 Trigger reports (i.e. 75% of the length of each ramp).

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TABLE 5.8: QUEUES – 2031 TOTAL

Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available 40 Left 23 17 9 31 49 -9 21 19 TWLTL EB Dual Thru- 260 93 167 62 198 101 159 68 192 Thru/Right 40 Left 35 5 31 9 54 -14 36 4 TWLTL Mapleview Dr./ WB Dual Thru- Bryne Dr. 160 95 65 60 100 32 128 9 151 Thru/Right

Left 65 56 9 25 40 38 27 19 46 Signalized NB Thru- 100 40 60 7 93 70 30 39 61 Thru/Right 40 Left 20 20 8 32 21 19 10 30 TWLTL SB Thru- 330 30 300 15 315 18 312 7 323 Thru/Right 80 Left 16 64 7 73 55 25 19 61 TWLTL EB Triple Thru- 160 48 112 24 136 108 52 73 87 Thru/Right Dual Left 65 58 7 42 23 60 5 40 25 Mapleview Dr./ WB Dual Thru- Barrie View Dr. 100 77 23 50 50 71 29 36 64 Thru/Right

Left 35728233 2781322 Signalized NB Thru 50 6 44 1 49 38 12 20 30 Right 5032181832 106-56 70 -20 Left 35 55 -20 41 -6 51 -16 47 -12 SB Thru- 105 185 38 252 217 73 121 169 Thru/Right

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Mapleview Dr./ EB Triple Thru 100 32 68 26 74 38 62 31 69 HWY 400 SB WB Triple Thru 165 52 113 40 125 50 115 46 119 Off/On Ramp N-E Ramp 295 65 230 44 251 67 228 54 241 DDI N-W Ramp 295 67 228 54 241 46 249 28 267 Signalized Mapleview Dr./ EB Triple Thru 165 65 100 57 108 65 100 59 106 HWY 400 NB WB Triple Thru 205 44 161 37 168 42 163 38 167 Off/On Ramp S-E Ramp 265 42 223 22 243 68 197 49 216 DDI S-W Ramp 265 64 201 44 221 68 197 58 207 Signalized Dual Left 165 48 117 33 132 168 -3 94 71 EB Triple Thru 205 53 152 32 173 194 11 106 99 Right 185 9 176 2 183 11 174 4 181 Left 60 20 40 5 55 44 16 16 44 Mapleview Dr./ WB Triple Thru 125 153 -28 97 28 148 -23 105 20 Park Place Blvd. Right 125 131 -6 38 87 136 -11 45 80

Dual Left 65 41 24 23 42 158 -93 118 -53 Signalized NB Thru/Right 651649659 146-81 57 8 Left 65 24 41 11 54 80 -15 57 8 SB Thru 85 8 77 2 83 136 -51 70 15 Right 8536492065 119-34 96 -11

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Dual Left 165 47 118 33 132 107 58 70 95 EB Triple Thru 205 52 153 30 175 127 78 76 129 Right 185 6 179 1 184 12 173 5 180 Left 60 24 36 6 54 56 4 23 37 Mapleview Dr./ WB Triple Thru 125 137 -12 85 40 154 -29 115 10 Park Place Blvd. Right 125 88 37 22 103 178 -53 69 56 Mitigation Dual Left 65 39 26 23 42 156 -91 123 -58 NB Signalized Thru/Right 651352560 148-83 58 7 Left 65 23 42 11 54 78 -13 65 0 Thru 85 9 76 3 82 134 -49 89 -4 SB Right 85 33 52 17 68 124 -39 79 6 (Overlap) Dual Left 80 59 21 38 42 102 -22 76 4 EB Triple Thru 125 33 92 19 106 112 13 55 70 Right 45423 2223 28171431 Left 125 30 95 10 115 21 104 9 116 WB Dual Thru- Mapleview Dr./ 705 311 394 225 480 295 410 252 453 Thru/Right Bayview Dr. Dual Left 150 42 108 20 130 66 84 41 109

NB Thru- Signalized 80 12 68 4 76 55 25 30 50 Thru/Right Left 100 128 -28 115 -15 126 -26 116 -16 Dual Thru 210 285 -75 188 22 278 -68 64 146 SB Right 65 94 -29 52 13 96 -31 50 15 (Channelized)

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Dual Left 80 62 18 42 38 95 -15 70 10 EB Triple Thru 125 34 91 20 105 89 36 45 80 Right 45405 2025 29161431 Left 125 44 81 11 114 31 94 9 116 Mapleview Dr./ WB Dual Thru- Bayview Dr. 705 315 390 228 477 287 418 252 453 Thru/Right

Dual Left 150 36 114 18 132 64 86 40 110 Mitigation NB Thru- 80 14 66 5 75 53 27 29 51 Thru/Right Signalized Dual Left 100 64 36 42 58 92 8 57 43 Dual Thru 210 97 113 39 171 130 80 47 163 SB Right 65 94 -29 49 16 98 -33 53 12 (Channelized) Left/Thru- EB 65 22 43 10 55 81 -16 33 32 Thru/Right Left 50 20 30 6 44 37 13 14 36 Bayview Dr./ WB Thru/Right 50 7 43 1 49 11 39 3 47 South Village Left 45 27 18 12 33 52 -7 21 24 Way NB Thru- 210 36 174 13 197 88 122 42 168 Thru/Right Signalized Left 40 27 13 4 36 41 -1 9 31 SB Thru- 185 213 -28 101 84 243 -58 137 48 Thru/Right

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Left 45 23 22 11 34 41 4 25 20 EB Thru 85 0 85 0 85 24 61 3 82 Right 4524219 36 72-273213 Bayview Dr./ Left 60852258 060060 WB North Village Thru/Right 60060060 357060 Way Left 50 14 36 6 44 24 26 12 38 NB Thru- 185 24 161 8 177 51 134 21 164 Signalized Thru/Right Left 55451154 055055 SB Thru- 235 89 146 38 197 258 -23 117 118 Thru/Right Left 85 18 67 8 77 34 51 18 67 EB Thru 130 0 130 0 130 3 127 0 130 Right 851273580 2065976 Bayview Dr./ Left 35 18 17 8 27 22 13 10 25 WB Concert Way- Thru/Right 650 34 616 21 629 12 638 5 645 Churchill Dr. Left 50 27 23 10 40 28 22 10 40 NB Thru- 235 33 202 13 222 93 142 60 175 Signalized Thru/Right Left 45 21 24 9 36 57 -12 22 23 SB Thru- 200 62 138 34 166 163 37 86 114 Thru/Right WB Left/Right 352015728 74-39 33 2 Bayview Thru- Dr./Coca Cola NB - Unopposed Movement Unopposed Movement Thru/Right D/W Left 50941248 743149 Unsignalized SB Dual Thru - Unopposed Movement Unopposed Movement

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Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Left 35 5 30 1 34 10 25 3 32 EB Bayview Dr./ Right 35 12 23 5 30 22 13 12 23 Medical Centre Left 35 18 17 10 25 14 21 5 30 NB South D/W Dual Thru 200 Unopposed Movement Unopposed Movement Unsignalized Thru- SB 100 Unopposed Movement Unopposed Movement Thru/Right Bayview EB Left/Right 351421629 70-35 23 12 Dr./Medical Left 25 12 13 4 21 8 17 2 23 NB Centre North Dual Thru 130 Unopposed Movement Unopposed Movement D/W Thru- SB 90 Unopposed Movement Unopposed Movement Unsignalized Thru/Right Left 40 56 -16 25 15 93 -53 65 -25 EB Dual Thru 300 88 212 60 240 202 98 131 169 Right 50 60 -10 29 21 90 -40 42 8 Left 50 86 -36 55 -5 96 -46 54 -4 Bayview Dr./ WB Dual Thru 745 94 651 51 694 142 603 71 674 Big Bay Point Right 50 33 17 16 34 37 13 17 33 Road Left 50 36 14 14 36 100 -50 62 -12

NB Thru- Signalized 200 82 118 51 149 110 90 69 131 Thru/Right Left 65 23 42 11 54 55 10 31 34 SB Thru- 650 94 556 53 597 103 547 65 585 Thru/Right

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5.2.7 Effect of TMP Road Network Improvements

Figure 5.6 and Figure 5.7 show the net changes in the AM and PM peak hour volumes, respectively, at the study area intersections along the Mapleview Drive corridor. This is a comparison of the 2031 total traffic forecasts, which includes the Emme model assignment of future background traffic and the proposed additional development at Park Place between 2021 and 2031 (98,615 SF GCA retail-commercial uses) and the 2021 forecasts. The AM peak hour shows an increase in westbound traffic in the section between the Highway 400 interchange ramps (i.e. +310) and virtually no change eastbound (i.e. +20). In the PM peak hour, there is a similar pattern with an increase in westbound traffic (i.e. +285) and a small change in eastbound traffic (i.e. +50). These modest differences, despite higher population and employment figures and additional Park Place development over the 10 year period, show the positive effect of the broader area road network improvements in providing relief to the Mapleview Drive corridor. As well, approximately 40% of the turning movements at most of the intersections in this corridor, including the Highway 400 ramp terminals, are shown to decrease in volume.

As in the discussion of 2021 analysis results, the 2031 forecasts for the Harvie Road-Big Bay Point Road corridor show that it has reserve capacity to accommodate a significant amount of increased traffic diversion from the Mapleview Drive corridor. Based on the 2031 PM peak hour forecasts factored to a 24-hour volume, this corridor would have an estimated 23,000 vehicles per day. With a 30,000 vehicles per day threshold that typically represents capacity for four lane arterial roads, there would be reserve capacity in the Harvie Road-Big Bay Point Road corridor of approximately 7,000 vehicle per day (or 700 vehicles per hour) that could be used as needed by non-Park Place traffic and Park Place-generated traffic to further manage traffic flows in the Mapleview Drive corridor and maintain demands within capacity during peak periods.

Paradigm Transportation Solutions Limited | Page 126 137 281 154 19 31 33 9 292 5 12 184 33 103 17 113 42 15 48 9 119 293 52 58 147 17 *Note – Mid-Block Right In- 32 Right Out Costco Access

111 Volume Increased by 111 Volume Decreased by

Traffic Diversion (2031 vs 2021) AM Peak Hour Park Place Traffic Impact Study 190134 Figure 5.6 209 340 120 13 41 73 5 116 43 87 38 261 337 1 20 120 62 67 49 36 22 125 166 34 124 54 *Note – Mid-Block Right In- 62 Right Out Costco Access

111 Volume Increased by 111 Volume Decreased by

Traffic Diversion (2031 vs 2021) PM Peak Hour Park Place Traffic Impact Study 190134 Figure 5.7 Park Place | Traffic Impact Study | 190134 | March 2020

5.2.8 Existing Diamond Interchange

The 2031 total traffic forecasts for the Highway 400 and Mapleview Drive interchange were also analyzed assuming that the existing Diamond Interchange remains in place. Table 5.9 presents the results of the analysis of AM and PM peak hour traffic operations. V/C ratios greater than the MTO criteria are highlighted. Table 5.10 presents the results for the 95th and 50th percentile queue lengths. The individual movements where the 95th and 50th percentile queue lengths exceed the available storage lane lengths are highlighted in yellow and red, respectively. Appendix M contains the Synchro analysis reports and SimTraffic output related to the queue analysis.

The operational analysis shows that the Diamond Interchange could accommodate the 2031 forecast within capacity at both ramp terminals but with several movements above either the v/c 0.75 or 0.85 criteria. The higher v/c ratios are mostly shown for the PM peak hour.

The queue analysis shows that there would only be deficiencies for the eastbound through movement (AM and PM peak hours) and the southbound right turn movement (PM peak hour) at the Mapleview Drive/ Highway 400 Southbound On/Off Ramps. These 95th percentile queue deficiencies are relatively minor (less than 50 metres). The other off ramp movements at the Mapleview Drive/Highway 400 ramp terminal intersections would be accommodated within the available storage lane lengths as defined in the Highway 400 Trigger reports (i.e. 75% of the length of each ramp).

In comparison with the DDI, the Diamond Interchange would provide similar overall levels of service in the AM and PM peak hours (B or C) but would operate closer to capacity. While queuing could be accommodated with either interchange configuration, the DDI would generally have shorter queues and more reserve storage available.

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TABLE 5.9: OPERATIONAL ANALYSIS – DIAMOND INTERCHANGE

AM Peak Hour PM Peak Hour Intersection Approach/Movement LOS Delay V/C LOS Delay V/C Quad Thru B 18 0.66 C 24 0.83 Mapleview EB Right A 60.19A 8 0.21 Dr./ Left D 44 0.93 D 38 0.92 HWY 400 WB Triple Thru B 11 0.55 A 10 0.55 West Dual Left C 34 0.55 D 54 0.80 Terminal SB Dual Right D450.83 D 43 0.36 Signalized Overall Intersection C 23 0.92 C 24 0.91 Dual Left C 34 0.67 D 41 0.90 Mapleview EB Triple Thru A 8 0.48 B 14 0.59 Dr./ Triple Thru A 50.61B 19 0.82 HWY 400 WB Right C 27 0.46 C 29 0.82 East Dual Left D 47 0.74 D 50 0.68 Terminal NB Dual Right D 39 0.33 E 65 0.88 Signalized Overall Intersection B 16 0.65 C 27 0.85

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TABLE 5.10: QUEUES – DIAMOND INTERCHANGE

Provided AM Peak Hour PM Peak Hour Intersection Appr./Movement Storage 95th %tile Queue 50th %tile Queue 95th %tile Queue 50th %tile Queue (m) Utilized Available Utilized Available Utilized Available Utilized Available Quad Thru 100 112 -12 63 37 133 -33 91 9 Mapleview Dr./ EB Right 5533221144 469 1243 HWY 400 SB Left 130 90 40 52 78 104 26 61 69 Off/On Ramp WB Triple Thru 165 77 88 49 116 79 86 53 112

Dual Left 295 106 189 70 225 342 -47 190 105 Signalized SB Dual Right 295 75 220 49 246 240 55 71 224 Dual Left 135 48 87 25 110 101 34 58 77 Mapleview Dr./ EB Triple Thru 165 72 93 20 145 138 27 51 114 HWY 400 NB Triple Thru 205 77 128 41 164 123 82 78 127 Off/On Ramp WB Right 150 68 82 42 108 112 38 78 72

Dual Left 265 68 197 43 222 72 193 48 217 Signalized NB Dual Right 265 41 224 20 245 96 169 63 202

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6 Conclusions and Recommendations

The conclusions of the TIS are as follows:

 Park Place is in a prime location with regard to access to the City of Barrie’s arterial (Mapleview Drive and Big Bay Point Road) and collector road (Bayview Drive) network and to the Province of Ontario’s freeway network (Highway 400). It is also well-served by public transit and has a Barrie Transit hub located on-site;

 Consistent with the many past traffic studies conducted for Park Place since 2007, the weekday PM peak hour represents the design condition for assessing the overall traffic impact on the roadways and intersections in proximity to the site;

 Under existing weekday PM peak hour conditions, the Mapleview Drive corridor and its intersections effectively operate at capacity while the Bayview Drive corridor and its intersections are relatively underutilized;

 The Mapleview Drive and Bayview Drive intersections are built out in terms of their physical design, but there are relatively minor improvements that could be made to increase their capacity. These include adjustments to signal phasing and timing (e.g. Mapleview Drive/Park Place Boulevard-Costco Access) as well as implementing dual left turn lanes that have been constructed but are not currently in operation (e.g. Mapleview Drive/Bayview Drive);

 Due to several planned significant improvements to the road network adjacent to Park Place, including the under-construction Harvie Road-Big Bay Point Road flyover of Highway 400 that will provide an east-west alternative to the Mapleview Drive corridor, a modeling approach was required to determine how traffic would redistribute in this area in the 2021 and 2031 horizon years;

 For the 2021 horizon year, the analysis of the PM peak hour showed significantly higher traffic volumes in the Harvie Road-Big Bay Point Road corridor (but well within capacity) and that operations along the Mapleview Drive corridor would remain similar to existing conditions but with reductions in the volume of key traffic movements (including eastbound left turns to Park Place and some Highway 400 off ramp turning movements). Therefore, with the one network improvement of the flyover and accounting for significant traffic growth, the Mapleview Drive corridor would continue to operate near or at capacity. As motorists become more familiar with the improved road network, the under-utilized Harvie Road-Big Bay Point Road corridor will likely attract higher traffic volumes than those in the forecasts. The diversion of more peak period traffic to new alternative routes will also assist in maintaining Mapleview Drive corridor traffic volume demands within capacity;

 Relatively minor operational improvements as identified in the TIS could be implemented to maintain and/or improve peak hour conditions at the key intersections in the Mapleview Drive corridor.

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Further, the City is intending to conduct a “Multi-Modal Level of Service/Traffic Study” for the Mapleview Drive corridor in 2020 to develop and evaluate shorter term operational and design alternatives that will best serve auto, truck, transit, bicycle, and pedestrian travel demands within this corridor while complementing the longer term implementation of the MTO-recommended Diverging Diamond Interchange (DDI);

 For the 2031 horizon year, which included several more network improvements in addition to the Harvie Road-Big Bay Point Road flyover, additional improvement in traffic operations is seen in the Mapleview Drive corridor and especially at the Highway 400 ramp terminals where the DDI is considered as the base case (as in the City’s 2019 TMP model). In part, this appears to be due to a noticeable change in trip patterns in the model with less reliance on this interchange;

 The analysis of the 2031 traffic forecasts with the MTO and City- recommended DDI at Highway 400 and Mapleview Drive and with the existing Diamond Interchange confirmed that the DDI would represent an improvement in traffic operations at the ramp terminal intersections. It should be understood, however, that the improved operations at the interchange will not likely carry over to the adjacent Mapleview Drive intersections during the busiest conditions. The traffic reporting that was part of the MTO 2017 Transportation Environmental Study Report, where this design was identified as the preferred alternative, concluded that the PM peak hour traffic operations of adjacent intersections would be independent of the configuration of the interchange – i.e. the implementation of the DDI neither improves nor worsens the traffic operations at other intersections in the study area section of the Mapleview Drive corridor, it only improves ramp terminal operations;

 The known safety benefits of the DDI certainly support the future implementation of this improvement. Notwithstanding, the Diamond Interchange could provide acceptable traffic operations for the 2031 forecasts if implementation of the DDI did not occur by that horizon year. At the time of writing, funding and timing for the DDI is uncertain; and

 As may be considered in determining the need and timing for implementing the DDI at Highway 400 and Mapleview Drive, a review of the 2031 traffic forecasts indicates that the combination of the existing and proposed Park Place development traffic contributes less than 20% of the PM peak hour traffic entering the ramp terminal intersections. If considering just the new Park Place development proposed between the 2018 base year and 2031, the additional Park Place traffic would contribute less than 10% of the PM peak hour traffic entering the ramp terminal intersections.

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The recommendations of the TIS are as follows:

 The proposed additional development at Park Place for the 2021 horizon year should be approved, and this recommendation is supported by the following key points:  Significant road network capacity will be provided adjacent to Park Place by the under-construction Harvie Road-Big Bay Point Road flyover of Highway 400;  Shorter term operational improvements identified in this study and those that will be determined through the City’s upcoming 2020 “Multi-Modal Level of Service/Traffic Study” can be implemented in the Mapleview Drive corridor in conjunction with the new development;  The City’s 2019 TMP has identified several road network improvements that are anticipated to be implemented between 2021 and 2031 including projects that will directly and indirectly benefit traffic flow to/from Park Place; and

 Consistent with the MTO recommendation for implementing the DDI at Highway 400 and Mapleview Drive as well as the City’s 2019 TMP recommendation for this same improvement to assist in accommodating 2031 traffic forecasts, the DDI should be implemented as soon as practicable in order to realize the significant traffic operations and safety benefits of this design compared to the existing Diamond Interchange.

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Appendix A

Park Place Site Plans

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Appendix B

Paradigm Traffic Counts

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Appendix C

City of Barrie Traffic Counts and Signal Timing Plans

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Appendix D

Comparison of Weekday PM and Saturday Traffic Counts

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Appendix E

Base Year (2018) Synchro Analysis Reports

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Appendix F

Mapleview Drive/Park Place Boulevard Improvement Alternatives

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Appendix G

WSP Memoranda – Emme Modeling for Park Place

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Appendix H

2021 and 2031 Background Traffic Volumes

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Appendix I

Park Place Trip Generation

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Appendix J

Emme Model – Park Place Trip Distribution

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Appendix K

2021 Synchro Analysis Reports

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Appendix L

2031 Synchro Analysis Reports

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Appendix M

Diamond Interchange 2031 Synchro Analysis Reports

Paradigm Transportation Solutions Limited | Appendices