APPENDIX B: TRAFFIC STUDY

HURONIA ROAD TRAFFIC STUDY

HURONIA ROAD TRAFFIC STUDY

JUNE, 2006

READ, VOORHEES & ASSOCIATES

TORONTO, ONTARIO

Read, Voorhees & Associates Lim ited, 2 Duncan Mill Road, Toronto, Ontario M3B 1Z4

Tel: 416 445-4360 / Fax: 416 445-4809 / [email protected]

TABLE OF CONTENTS

Page

1...... INTRODUCTION ...... 1

2. EXISTING CONDITIONS...... 1

2.1 Road System ...... 1 2.2 Land Use ...... 3 2.3 Traffic...... 3 2.4 Capacity and Operational Review ...... 4 2.5 Intersection Analysis...... 5 2.6 Accident History...... 5

3. FUTURE CONDITIONS...... 6

3.1 Future Road System ...... 6 3.2 Land Use ...... 6 3.3 Traffic Forecast...... 6

4. DEVELOPMENT OF ALTERNATIVES...... 7

4.1 Introduction...... 7 4.2 Alternative 1 – Do Nothing...... 7 4.3 Alternative 2 – Other Measures or Non-structural Im provem ents...... 8 4.4 Alternative 3 – Construct Alternative Routes...... 8 4.5 Alternative 4 – Intersection Im provem ents...... 8 4.6 Alternative 5 – Reconstruct with Existing Two Lanes (8.5 m etres)...... 11 4.7 Alternative 6 – Reconstruct with Two Lanes (11 m etres)...... 11 4.8 Alternative 7 – Reconstruct with Two Lane/Three Lane Com bination.. 12 4.9 Alternative 8 – Reconstruct with Three Lanes...... 12 4.10 Alternative 9 – Reconstruct with Three Lane/Four Lane Com bination.. 12 4.11 Alternative 10 – Reconstruct with Four Lanes...... 13 4.12 Alternative 11 – Reconstruct with Four Lane/Five Lane Com bination... 14 4.13 Alternative 12 – Reconstruct with Five Lanes...... 15

5. CONCLUSION...... 16

LIST OF FIGURES

FIGURE 1 REGIONAL LOCATION

FIGURE 2 EXISTING LANE CONFIGURATION

FIGURE 3 EXISTING DAILY TRAFFIC VOLUMES

FIGURE 4 EXISTING P.M. PEAK HOUR TRAFFIC VOLUMES

FIGURE 5 FUTURE MINIMUM LANE CONFIGURATION

FIGURE 6 FUTURE MAXIMUM LANE CONFIGUATION

FIGURE 7 ALTERNATE ROUTES

FIGURE 8 FUTURE DAILY TRAFFIC VOLUMES

FIGURE 9 FUTURE P.M. PEAK HOUR TRAFFIC VOLUMES

FIGURE 10 HURONIA ROAD CAPACITY ANALYSIS

HURONIA ROAD TRAFFIC STUDY

1. INTRODUCTION

The purpose of this study is to update the traffic analysis for Huronia Road from Yonge Street to Lockhart Road, and to assist in the evaluation of alternatives for this road section as part of the Class EA study.

The regional location and study area are shown in Figure 1. The study area extends to the south City lim it of the City of Barrie. It extends from Yonge Street along Huronia Road to the south City lim it at Lockhart Road.

The City of Barrie Transportation Study dated April 1999 recom m ended that the section of Huronia Road from Yonge Street to Lockhart Road be widened from the existing two lane sem i-urban cross-section (7 m etres pavem ent width) to a two lane urban cross-section (11 m etres pavem ent width).

The existing right-of-way of Huronia Road from Yonge Street to Lockhart Road varies in width. Som e sections are 20 m etres wide, som e are 23 m etres wide, and others are 26 m etres wide. It was recom m ended in the City of Barrie Transportation Study dated April 1999 that the right-of-way for Huronia Road from Yonge Street to Big Bay Point Road be widened to 26 m etres and from Big Bay Point Road to Lockhart Road be widened to 30 m etres. This was adopted in the Official Plan.

Huronia Road is an arterial road serving trips from the Painswick and Allandale area of Barrie to the Highway 400 industrial area in South Barrie and beyond the City lim it to Innisfil and Bradford. It is nam ed Huronia Road within the City of Barrie Lim its and Sim coe County Road 54 south of Barrie’s Lim its. The County of Sim coe has no plans to widen County Road 54 south of Barrie’s Lim its.

This analysis deals with the section of Huronia Road from Yonge Street to Lockhart Road. It reviews the previous work in m ore detail for this road section

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and the surrounding area, and exam ines the alternatives for reconstruction of Huronia Road in the context of the environm ental assessm ent.

2. EXISTING CONDITIONS

2.1 Road System

Huronia Road is classified as an arterial from Yonge Street southerly to the City lim it, where it continues as County Road 54. It crosses the m ajor east-west roads including Little Avenue, Big Bay Point Road, and Mapleview Drive East. It continues southerly past Lockhart Road to Innisfil Beach Road (County Road 23) and beyond. The existing section of Huronia Road from Lockhart Road to Yonge Street is neither a public transit route, nor a bicycle path, nor a pedestrian route. The existing lane configurations at the Huronia Road intersections are shown in Figure 2.

At the north term inus of Huronia Road, Yonge Street has recently been constructed as a five lane arterial both east and west from Huronia Road. Yonge Street continues westerly from Huronia Road and becom es Burton Avenue, which term inates at a traffic signal at Essa Road. East of Huronia road Yonge Street continues south-easterly. It crosses Little Avenue, Big Bay Point Road, and Mapleview Drive East. From Mapleview Drive East, Yonge Street continues southerly as County Road 4.

South of Yonge Street, Huronia Road crosses Little Avenue, a two lane arterial, at a traffic signal. West of Huronia Road Little Avenue continues past Bayview Drive to Fairview Road, which connects to Essa Road at the Highway 400/Essa Road interchange. East of Huronia Road Little Avenue crosses Yonge Street and continues to the recently constructed Hurst Drive.

South of Little Avenue Huronia Road passes three local roads (Web Street, Harrell Avenue and Trum an Road) at stop controlled T- intersections. A railway level crossing is located between Harrell Avenue and Trum an Road.

South of Trum an Road the signalized intersection of Huronia Road/Big Bay Point Road is located. West of Huronia Road Big Bay Point Road crosses Bayview Drive

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and turns into Fairview Road. East of Huronia Road Big Bay Point Road crosses Yonge Street and Hurst Drive. It serves the residential areas of Painswick and Innis-shore. It continues past the Barrie City lim it as County Road 24 to Big Bay Point in the Town of Innisfil.

South of Big Bay Point Road Huronia Road continues past two local roads (Ellis Drive and Loon Avenue). These roads are stop controlled at T- intersections. A railway crossing is located on Huronia Road between Ellis Drive and Loon Avenue.

South of Loon Avenue Huronia Road continues through the traffic signal at Huronia Road/Mapleview Drive East. West of Huronia Road Mapleview Drive East crosses Bayview Drive, becom ing Molson Park Drive and connects to the Highway 400/Molson Park interchange and beyond. East of Huronia Road it serves the Painswick and Innis-Shore residential areas. It crosses Yonge Street and continues past the City lim it as Twelfth Line in the Town of Innisfil.

South of Mapleview Drive East Huronia Road passes Saunders Road. Saunders Road is stop controlled at a T- intersection.

South of Saunders Road Huronia Road crosses Lockhart Road and continues past the Barrie City lim it as County Road 54. West of Huronia Road Lockhart Road continues past Bayview Drive to a dead end. It does not cross Highway 400. East of Huronia Road Lockhart Drive crosses the Barrie City lim it and becom es the Eleventh Line in the Town of Innisfil. It crosses Yonge Street and continues to Sandy Cove in the Town of Innisfil.

The current speed lim it is 80 km /h on Huronia Road from Lockhart Road to just south of Saunders Road where it changes to 60 km /h through the Huronia Road/Mapleview Drive East intersection to just south of Loon Avenue. From Loon Avenue to Yonge Street the speed lim it is 50 km /h. This is anticipated to rem ain in effect.

2.2 Land Use

In the north Huronia Road serves the Planning Areas of Allandale Heights and Painswick North, with residential frontage from Yonge Street southerly to

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approxim ately Harrell Avenue. There is additional residential frontage in the vicinity of Loon Avenue. South of the residential area Huronia Road serves the industrial area in southeast Barrie from approxim ately Trum an Road to Lockhart Road, in the Highway 400 East Planning Area. Most of the property along the industrial section of Huronia Road is zoned M2. There is a sm all parcel of com m ercial land in the southwest corner of Huronia Road/Mapleview Drive East. Two parcels of EP land are located along Huronia Road, north and south of Mapleview Drive East where tributaries of Lover’s Creek cross Huronia Road.

The City of Barrie Planning Departm ent estim ates that the 2004 population of the City was approxim ately 125,000 people.

2.3 Traffic

A num ber of traffic counts were undertaken by the City of Barrie in October and Novem ber 2003 and 2004 in the study area. The existing traffic is shown in the following figures:

• Figure 3 – Existing Daily Traffic Volum es • Figure 4 – Existing P.M. Peak Hour Traffic Volum es

The existing daily traffic volum e on Huronia Road from Yonge Street to Big Bay Point Road is approxim ately 7,000 to 8,000 vehicles per day, increasing south of Big Bay Point Road to 11,000 vpd in the vicinity of Mapleview Drive East. South of Mapleview Drive East the daily traffic volum e on Huronia Road is about 7,000 or 8,000 vpd. Daily volum es on the cross-streets vary with higher volum es on m ajor east-west arterials Big Bay Point Road and Mapleview Drive East (13,000 to 16,000 vpd), m edium volum es on Little Avenue and Yonge Street (6,000 to 11,000 vpd), and low volum es on Lockhart Road and the residential collectors (1,000 to 3,000 vpd). These are average annual volum es found in the spring and fall. Sum m er volum es m ay be about ten percent higher and winter volum es about ten percent lower. Weekend volum es are lower than in the week.

Turning m ovem ent counts, undertaken on Huronia Road between Yonge Street and Lockhart Road, indicated passenger cars and light trucks constitute 94 to 95 percent of the traffic. Medium and heavy trucks were found to be

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approxim ately 5 or 6 percent of the daily traffic. In the future with additional industrial developm ent the percentage of trucks could increase to 10 percent.

An autom atic count on Huronia Road north of Mapleview Drive East was conducted in August 2005. The total daily traffic was 11,956 vpd. The a.m . peak hour volum e was 690 vph. The p.m . peak hour volum e was 1,047 vph.

2.4 Capacity and Operational Review

Capacity is the num ber of vehicles that have a reasonable expectation of passing over a given section of roadway during a given tim e. It is a function of roadway width, intersection geom etry, parking regulations, traffic com position and traffic control m easures. Capacity can be defined in term s of a level of service. Traffic flow conditions for various levels of service m ay be described as follows:

Level of Service Traffic Flow Description

A Free flow, all drivers find freedom of m ovem ent B Stable flow, m any drivers begin to feel som ewhat restricted within platoons of vehicles C Stable flow, occasionally drivers m ay have to wait through m ore than one red signal indication D Approaching unstable flow, delays to approaching vehicles m ay be substantial for short periods of tim e E Unstable flow, capacity occurs with queues of vehicles waiting to enter intersections. Excessive delays. F Forced flow, jam m ed conditions with intersection blockage.

For general evaluation or overview of the street system the capacity of an arterial street can be approxim ated, as follows. A two lane arterial street can carry 10,000 vpd without problem . When the volum e reaches 12,000 vpd som e congestion is expected. If there are not too m any traffic signals that allocate significant portions of the signal cycle to the crossing streets, volum e on the two lane arterial can reach 15,000 vpd. Using the sam e criteria, a four lane

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arterial can carry 24,000 vpd, or under ideal conditions can carry up to 30,000 vpd. At these volum es arterial streets operate at level of service E during peak periods. Beyond these levels traffic flow will deteriorate to level of service F during peak periods, resulting in unacceptable jam m ed conditions. As volum es on an arterial increase, there is norm ally at the sam e tim e an increase in the traffic on the streets that are crossing the arterial.

For general evaluation purposes, where volum es exceed 12,000 vpd, on a two lane arterial or 24,000 vpd on a four lane arterial, there often is som e congestion. These figures indicate the condition under which two or four lane roads in urban areas usually operate at the top of level of service D or into level E during peak periods.

Using these param eters it can be seen that Huronia Road operates at a reasonable level of service (Level C) and is within the capacity of a two lane road with the existing traffic.

2.5 Intersection Analysis

In the p.m . peak hour the Huronia Road/Yonge Street intersection operates with a level of service C and a volum e/capacity ratio of 0.45 with an average vehicle delay of 25 seconds. The overall level of service is satisfactory. However, the westbound left turn is approaching capacity with excessive delay, long queues, a v/c ratio of 0.88, and a level of service F.

In the p.m . peak hour the Huronia Road/Little Avenue intersection operates with a level of service B and a volum e/capacity ratio of 0.52 with an average vehicle delay of 17 seconds. This good level of service is due to the fact that the volum es on Little Avenue are low.

In the p.m . peak hour the Huronia Road/Big Bay Point Road intersection operates with a level of service C and a volum e/capacity ratio of 0.62 with an average vehicle delay of 21 seconds. The overall level of service is satisfactory.

In the p.m . peak hour the Huronia Road/Mapleview Drive East intersection operates with a level of service C and a volum e/capacity ratio of 0.59 with an average vehicle delay of 20 seconds. The overall level of service is satisfactory.

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In the p.m . peak hour the Huronia Road/Harrell Avenue intersection operates with a level of service A and an average vehicle delay of 1 second as an unsignalized intersection. In addition, in the p.m . peak hour the Huronia Road/Loon Avenue intersection operates with a level of service C and an average vehicle delay of 2 seconds as an unsignalized intersection. The Huronia Road/Lockhart Road intersection in the p.m . peak hour operates with a level of service B and an average vehicle delay of 6 seconds as an unsignalized intersection. These intersections operate at a satisfactory level of service as unsignalized intersections. Traffic signals are not warranted at this tim e.

2.6 Accident History

The traffic accidents along Huronia Road for the period 1997 to 2005 were reviewed. The num ber of accidents at each location (intersection) along Huronia Street in each year are shown in Table 1.

Table 1. Huronia Road Accident History

Intersection Location 1997 1998 1999 2000 2001 2002 2003 2004 2005 Total Yonge Street 1 1 2 3 2 3 2 4 18 Little Avenue 5 2 4 13 7 1 3 4 2 41 Herrell Avenue 1 2 Big Bay Point Road 3 2 2 6 5 7 3 28 Loon Avenue 1 1 1 3 Mapleview Drive 7 2 1 2 6 7 3 28 East Sanders Road 1 1 2 Lockhart Road 1 3 1 2 2 9 Total 16 5 9 18 12 16 18 25 12 131

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The accident history along Huronia Road from Yonge Street to Lockhart Road appears to be reasonable com pared to statistical averages. There has been a general increase in traffic accidents since 1997 consistent with the growth in traffic volum es in the area. The m ost accidents (13) occurred in 2000 at the Huronia Road/Little Avenue intersection. Since that tim e there have been very few accidents possibly due to the intersection im provem ents constructed at the Huronia road/Little Avenue intersection.

3. FUTURE CONDITIONS

3.1 Future Road System

Possible future lane configurations of the intersections along Huronia Road are shown in Figures 5, and 6 as follows:

• Figure 5 – Future Minim um Lane Configuration • Figure 6 – Future Maxim um Lane Configuration

3.2 Land Use

The City of Barrie 2004 population was estim ated at 125,000 people. The population forecast for the City is currently under review. It was assum ed in the City of Barrie Transportation Study dated April 1999 that the City would grow to a population of 160,000 within the existing city lands. It was assum ed this population would be reached in 2021. However, Barrie is growing faster than anticipated. This condition will be reached sooner. The City of Barrie is currently undertaking population forecasts in conjunction with planning studies. It is anticipated that a population of 160,000 will be reached within 10 years, and possibly reach 175,000 people within the current city boundaries if densities increase.

3.3 Traffic Forecast

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The future ten year (2016) traffic volum es have been estim ated. These volum es correspond to the condition in about ten years when the City builds out to the existing City lim it with a population of about 160,000 people. The estim ated daily traffic on Huronia Road in the section from Lockhart Road to Yonge Street is approxim ately 16,000 to 20,000 vehicles per day. The future (ten year) daily traffic volum es are shown in Figure 8. The future p.m . peak hour traffic volum es are shown in Figure 9.

The future ten year (2016) traffic volum es are approxim ately double the existing traffic volum es. This growth is projected based on population growth in Barrie and developm ent in the adjacent area of Sim coe County to the west of the City of Barrie.

The City of Barrie Transportation Study dated April 1999 recom m ended Huronia Road from Yonge Street to Lockhart Road be widened to two lanes with an urban cross-section with eleven m etres of pavem ent in the six to ten year period (2005-2009).

4. DEVELOPMENT OF ALTERNATIVES

4.1 Introduction

Several alternatives for the reconstruction of Huronia Road, from Yonge Street to Lockhart Road have been reviewed as follows:

• Alternative 1 -- Do nothing • Alternative 2 -- Other m easures or non-structural im provem ents • Alternative 3 -- Construct alternative routes • Alternative 4 -- Intersection im provem ents • Alternative 5 -- Reconstruct with existing two Lanes (8.5 m etres) • Alternative 6 -- Reconstruct with two lanes (11 m etres) • Alternative 7 -- Reconstruct with two lane/three lane com bination • Alternative 8 -- Reconstruct with three lanes • Alternative 9 -- Reconstruct with three lane/four lane com bination • Alternative 10 -- Reconstruct with four lanes • Alternative 11 -- Reconstruct with four lane/five lane com bination

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• Alternative 12 -- Reconstruct with five lanes

4.2 Alternative 1 – Do Nothing

Alternative 1, “the Do Nothing alternative”, will provide a very poor level of service in the future as traffic increases. The existing good level of service will gradually deteriorate to jam m ed conditions and intersection blockage in the future as traffic increases. The pavem ent will rem ain rough and in poor condition and have a negative im pact for drivers using the road. Accidents will m ost likely increase with the increasing traffic volum e. Traffic delays will increase due to the increase in vehicles turning to and from the industrial and com m ercial properties which will develop in the future. As traffic increases, if Huronia Road rem ains as is, the increased volum e of left turns will cause m ajor traffic delays.

4.3 Alternative 2 – Other Measures or Non-structural Im provem ents

Measures that do not involve construction can be undertaken to reduce peak hour traffic volum es. These other m easures or non-structural solutions which could have a m itigating effect on the future traffic volum es are: m ore carpooling, greater transit use and m ore staggering of working tim es. While beneficial in them selves these m easures would only have a very m inor im pact on traffic volum es and would not change the traffic volum es or the results of this study significantly.

Huronia Road is at the City lim it. This location is difficult to serve with the m unicipal transit system . It would not be cost effective to operate buses with low passenger ratios. There is lim ited potential for car pooling. Car pooling to Newm arket could be investigated. It is estim ated that these m easures m ight decrease traffic to a m axim um of five percent. Even with this reduction in traffic road widening would still be required.

4.4 Alternative 3 – Construct Alternate Routes

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Bayview Drive and possibly Yonge Street provide alternate routes to Huronia Road, (com pared with widening Huronia Road from Lockhart Road to Yonge Street). Alternate Route A would utilise Yonge Street south-easterly from the intersection of Huronia Road/Yonge Street to the intersection of Yonge Street/Lockhart Road and subsequently westerly along Lockhart Road to the intersection of Huronia Road/Lockhart Road. This route involves considerable out of the way travel and is unlikely to divert m uch traffic from Huronia Road. A second alternative route (Alternate Route B) would utilise Yonge Street and Burton Avenue to proceed westerly from the intersection of Yonge Street/Huronia Road to the intersection of Bayview Drive/Burton Avenue. Route B would subsequently proceed southerly along Bayview Drive to Lockhart Road and then easterly along Lockhart Road to the intersection of Huronia/Lockhart road. This route is not as far out of the way as the Yonge Street alternate route. However, Bayview Drive will be heavily travelled due to proposed developm ents in the vicinity of Bayview Drive/Mapleview Drive East. As a result there will not be a lot of excess capacity for use by the Huronia Road traffic.

Under these alternatives, the pavem ent on Huronia Road will rem ain rough and in poor condition and have negative im pact for drivers using the road. Accidents m ay increase with the increasing traffic volum e.

4.5 Alternative 4 – Intersection Im provem ents

Intersection im provem ents could be constructed to facilitate the traffic flow at the intersections along Huronia Road and reduce the queue lengths. However, they would not benefit the m ain section of road between intersections.

The south leg of the Huronia Road /Yonge Street intersection should be widened to provide a turning lane as shown in Figures 5 and 6. With either of these im provem ents the Huronia Road/Yonge Street intersection will operate at a satisfactory level of service with the future traffic volum es. In the p.m . peak hour the Huronia Road/Yonge Street intersection would operate with a level of service C and a volum e/capacity ratio of 0.78 with an average vehicle delay of 26 seconds. Capacity analysis for the Huronia Road intersections is shown in Figure 10 for the m inim um and m axim um intersection im provem ent lane configurations.

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In the future it is anticipated that Little Avenue would be widened to four lanes with left turn lanes at Huronia Road as illustrated in Figures 5 and 6. The Huronia Road approaches to the intersection should provide at a m inim um a northbound and southbound left turn lane and at a m axim um an additional through lane northbound and southbound. In the p.m . peak hour the Huronia Road/Little Avenue intersection would operate with a level of service D and a volum e/capacity ratio of 0.86 with an average vehicle delay of 41 seconds. With the additional through lanes northbound and southbound the intersection would operate with a level of service C, a v/c ratio of 0.65, and an average vehicle delay of 24 seconds. With a four lane cross-section for the north and south legs but no additional left turn lanes the Huronia Road/Little Avenue intersection would operate with a level of service D, a v/c ratio of 0.92, and an average vehicle delay of 35 seconds. A three lane cross-section on Huronia Road approaching Little Avenue will provide an adequate level of service in the future, and a five lane approach will provide a good level of service.

In the future it is anticipated that Big Bay Point Road would be widened to four lanes with left turn lanes at Huronia Road as illustrated in Figures 5 and 6. The Huronia Road approaches to the intersection should provide at a m inim um a northbound and southbound left turn lane and at a m axim um an additional through lane northbound and southbound. With the m inim um intersection im provem ents as illustrated in Figure 5, in the p.m . peak hour the Huronia Road/Big Bay Point Road intersection would operate at capacity with a level of service E and a volum e/capacity ratio of 1.84 with an average vehicle delay of 79 seconds. The east, west, and southbound left turns and the northbound through m ovem ents would all be at capacity operating at level of service F with long delays and unacceptable jam m ed conditions. It is evident that a five lane approach on the north and south leg of the Huronia Road /Big Bay Point Road intersection is required. With the intersection im provem ents shown in Figure 6 the intersection would operate with a reasonable level of service (level C) with a v/c ratio 0.94 and an average vehicle delay of 32 seconds. Even with these intersection im provem ents the westbound left turn will operate at capacity (level of service F). If no left turns are provided on the Huronia Road approaches to the Huronia Road/Big Bay Point Road intersection the intersection will operate at capacity.

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In the future it is anticipated that Mapleview Drive East will be widened to a m inim um of five lanes and a m axim um of seven lanes through the Huronia Road/Mapleview Drive East intersection as illustrated in Figures 5 and 6. The Huronia Road approaches to the intersection should provide a five lane cross- section. With the m axim um intersection im provem ent (Figure 6) in the p.m . peak hour the Huronia Road/Mapleview Drive East intersection would operate with a level of service C and a volum e/capacity ratio of 0.72 with an average vehicle delay of 29 seconds. This is a good level of service. If only the m inim um intersection im provem ents are provided as illustrated in Figure 5 the Huronia Road/ Mapleview Drive East intersection will operate at capacity with a level of service E, a v/c ratio of 1.05, and an average vehicle delay of 61 seconds. The westbound and northbound left turn and southbound through m ovem ents will experience long delays and operate at level of service F. If no left turn lanes are provide at the Huronia Road approaches to the Huronia Road/Mapleview Drive East intersection the intersection will operate at close to capacity.

Intersection im provem ents at the Huronia Road/Harrell Avenue intersection together with the low traffic volum es on Harrell Avenue would result in a satisfactory traffic operation. With the m inim um im provem ent as illustrated in Figure 5 in the p.m . peak hour the Huronia Road/Harrell Avenue intersection would operate with a level of service D and an average vehicle delay of 3 second as an unsignalized intersection. The m axim um im provem ent illustrated in Figure 6 would result in level of service A and an average vehicle delay of 3 seconds. If no left turns are provided the intersection would operate at level of service B with an average delay of 3 seconds. In all of these cases the westbound left turn will operate at level of service F with long delays during the peak hours due to the unsignalized traffic control. However, due to the low traffic volum es traffic signals will not be warranted.

Intersection im provem ents at the Huronia Road/Loon Avenue intersection together with the low traffic volum es on Loon Avenue would result in a satisfactory traffic operation. With the m inim um im provem ent as illustrated in Figure 5 in the p.m . peak hour the Huronia Road/Loon Avenue intersection would operate with a level of service D and an average vehicle delay of 25 seconds as an unsignalized intersection. The m axim um im provem ent illustrated in Figure 6 would result in level of service A and an average vehicle delay of 15 seconds. If no left turns are provided the intersection would operate at level of

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service C with an average delay of 15 seconds. In all of these cases the westbound left turn will operate at level of service F with long delays during the peak hours due to the unsignalized traffic control. As traffic volum es increase in the future traffic signals will likely be warranted. Following the installation of traffic signals, the Huronia Road/Loon Avenue intersection would operate with a good level of service (level A), a volum e/capacity ration of approxim ately 0.42 to 0.75, and an average vehicle delay of 5 to 10 seconds.

Intersection im provem ents at the Huronia Road/Lockhart Road intersection together with the low traffic volum es on Lockhart Road would result in a satisfactory traffic operation. With the m inim um im provem ent as illustrated in Figure 5 in the p.m . peak hour the Huronia Road/Lockhart Road intersection would operate with a level of service B and an average vehicle delay of 28 seconds as an unsignalized intersection. The m axim um im provem ent illustrated in Figure 6 would result in level of service A and an average vehicle delay of 25 seconds. If no left turns are provided the intersection would operate at level of service B with an average delay of 25 seconds. In all of these cases the westbound left turn and eastbound through m ovem ents will operate at level of service F with long delays during the peak hours due to the unsignalized traffic control. In the case with the m inim um intersection im provem ent (Figure 5) the eastbound left turn will also experience long delays. As traffic volum es increase in the future traffic signals will likely be warranted. Following the installation of traffic signals, the Huronia Road/Lockhart Road intersection would operate with a good level of service (level B). The volum e/capacity ratio would be approxim ately 0.46 using the m inim um geom etry as shown in Figure 5 and 0.31 using the m axim um geom etry as shown in Figure 6. The average vehicle delay would be approxim ately 13 seconds. When signalized the intersection will operate at a good level of service.

In sum m ery intersection im provem ents on Huronia road should provide five lane cross-sections approaching the Huronia Road/Mapleview Drive East intersection and the Huronia Road/Big Bay Point Road intersection. A three or four lane cross-section on Huronia Road would be adequate approaching the Huronia Road/Yonge Street intersection and the Huronia Road/Little Avenue intersection.

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4.6 Alternative 5 – Reconstruct with Existing Two Lanes (8.5 m etres)

Reconstruction of Huronia Road from Yonge Street to Lockhart Road to two lanes with an eight and a half m etre pavem ent width, instead of the existing seven m etre width, would provide a m inor benefit. However, the narrow two lane pavem ent would not be adequate to carry the future estim ated traffic. The narrow pavem ent would hinder turning m ovem ents and the passing of stopped vehicles.

4.7 Alternative 6 – Reconstruct with Two Lanes (11 m etres)

Reconstruction of Huronia Road from Yonge Street to Lockhart Road to two lanes with an eleven m etre pavem ent width would provide a m oderate benefit. Pavem ent m arkings would indicate left turn lanes at intersections as appropriate. The wider pavem ent would facilitate truck and bus m ovem ents as well as the passing of stopped vehicles. This will reduce delays associated with the existing seven m etre wide pavem ent or the possible eight m etre and a half wide pavem ent (Alternative 5). Under Alternative 6, additional intersection im provem ents would be provided on the Huronia Road approaches to the Huronia Road/Big Bay Point Road and the Huronia Road/Mapleview Drive East intersections to provide a five lane cross-section approaching the intersections.

In the p.m . peak hour with the future traffic volum es the Huronia Road/Yonge Street intersection would operate with a level of service C and a volum e/capacity ratio of 0.78 with an average vehicle delay of 26 seconds. The overall level of service would be satisfactory at this intersection.

In the p.m . peak hour with the future traffic volum es the Huronia Road/Little Avenue intersection operates with a level of service D and a volum e/capacity ratio of 0.86 with an average vehicle delay of 41 seconds.

In the p.m . peak hour with the future traffic volum es the Huronia Road/Big Bay Point Road intersection would operate with a level of service C and a volum e/capacity ratio of 0.94 with an average vehicle delay of 32 seconds, provided that a five lane cross-section is constructed on the Huronia Road

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approaches to the intersection as shown in Figure 6. The overall level of service is satisfactory. However, there will be delays for the westbound left turns, which will operate at capacity.

In the p.m . peak hour with the future traffic volum es the Huronia Road/Mapleview Drive East intersection would operate with a level of service C and a volum e/capacity ratio of 0.72 with an average vehicle delay of 29 seconds, provided that a five lane cross-section is constructed on the Huronia Road approaches to the intersection as shown in Figure 6. The overall level of service is satisfactory.

In the future it is anticipated that the Huronia Road/Lockhart Road intersection will be signalized. An eleven m etre pavem ent width approaching the intersection will be adequate to provide a northbound and southbound left turn lane. With the future traffic volum es the intersection in the p.m . peak hour will operate with a level of service B and a volum e/capacity ratio of 0.46 with an average vehicle delay of 14 seconds.

4.8 Alternative 7 – Reconstruct with Two Lane/Three Lane Com bination

Reconstruction of Huronia Road from Yonge Street to Lockhart Road to two lane/three lane com bination with an eleven m etre pavem ent width would provide a m oderate benefit. This alternative is the sam e construction (11 m etres of pavem ent) as the alternative to reconstruct with two lanes, but the difference is the pavem ent m arkings. Under the two lane/three lane com bination a continuous centre left turn would be designated in the three lane section. The Yonge Street to Big Bay Point Road section would be m arked as two lanes and the Big Bay Point Road to Lockhart Road section would be m arked as three lanes. Under Alternative 7, additional intersection im provem ents would be provided on the Huronia Road approaches to the Huronia Road/Big Bay Point Road and the Huronia Road/Mapleview Drive East intersections to provide a five lane cross-section approaching the intersections. The traffic operation of Alternative 7 (two lane/three lane com bination) would be essentially the sam e as described in the previous section for Alternative 6.

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4.9 Alternative 8 – Reconstruct with Three Lanes

Reconstruction of Huronia Road from Yonge Street to Lockhart Road to three lanes with an eleven m etre pavem ent width would provide a m oderate benefit. This alternative is the sam e construction (11 m etres of pavem ent) as the alternative to reconstruct with two lanes, but the difference is the pavem ent m arkings. Under the three lane alternative a continuous centre left turn would be designated. Under Alternative 8, additional intersection im provem ents would be provided on the Huronia Road approaches to the Huronia Road/Big Bay Point Road and the Huronia Road/Mapleview Drive East intersections to provide a five lane cross-section approaching the intersections. The traffic operation of Alternative 8 (three lanes) would be essentially the sam e as described in the previous section for Alternative 6.

4.10Alternative 9 – Reconstruct with Three Lane/Four Lane Com bination

Reconstruction of Huronia Road from Yonge Street to Lockhart Road to three lane/four lane com bination would provide an eleven m etre pavem ent width from Yonge Street to Big Bay Point Road and a fourteen m etre pavem ent width from Big Bay Point Road to Lockhart Road. In addition, intersection im provem ents would be required on the Huronia Road approaches to the Huronia Road/Big Bay Point Road and the Huronia Road/Mapleview Drive East intersections to provide a five lane cross-section. In brief, the Huronia Road approaches to the Huronia Road/Yonge Street and Huronia Road/Little Avenue intersections would have a three lane cross-section. The Huronia Road approaches to the Huronia Road/Big Bay Point Road and Huronia Road/Mapleview Drive East intersections would have a five lane cross-section. The Huronia Road approaches to the Huronia Road/Lockhart Road intersection would have a four lane cross-section.

Reconstruction with a three lane/four lane com bination with an eleven m etre/fourteen m etre pavem ent width would provide a m oderate benefit. The three lane portion of this alternative is the sam e construction (11 m etres of pavem ent) as the alternative to reconstruct with two lanes, but the difference is the pavem ent m arkings. Under the three lane/four lane com bination a

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continuous centre left turn would be designated in the three lane section. The Yonge Street to Big Bay Point Road section would be m arked as three lanes and the Big Bay Point Road to Lockhart Road section would be m arked as four lanes. The traffic operation of Alternative 9 (three lane/four lane com bination) would be essentially the sam e as described in the previous section for Alternative 8, and the following section for Alternative 10.

In the future in the p.m . peak hour under Alternative 9 the Huronia Road/Yonge Street intersection would operate with a level of service C and a volum e/capacity ratio of 0.78 with an average vehicle delay of 26 seconds. The overall level of service is good.

In the future p.m . peak hour the Huronia Road/Little Avenue intersection would operate with a level of service D and a volum e/capacity ratio of 0.86 with an average vehicle delay of 41 seconds. The overall level of service is satisfactory.

In the p.m . peak hour with the future traffic volum es the Huronia Road/Big Bay Point Road intersection would operate with a level of service C and a volum e/capacity ratio of 0.94 with an average vehicle delay of 32 seconds. The overall level of service is satisfactory. However, there will be delays for the westbound left turn m ovem ents, which will operate at capacity with a level of service F.

In the p.m . peak hour with the future traffic volum es the Huronia Road/Mapleview Drive East intersection would operate with a level of service C and a volum e/capacity ratio of 0.72 with an average vehicle delay of 29 seconds. The overall level of service is satisfactory.

Under Alternative 9, in the future the Huronia Road/Lockhart Road intersection in the p.m . peak hour would operate with a level of service B, a volum e/capacity ratio of 0.34, and an average vehicle delay of 13 seconds as a signalized intersection. This intersection will operate at a satisfactory level of service as a signalized or unsignalized intersection. Traffic signals are anticipated to be warranted in the future. The level of service is sim ilar for the signalized and unsignalized condition.

4.11Alternative 10 – Reconstruct with Four Lanes

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The design for the reconstruction of Huronia Road from Yonge Street to Lockhart Road as four lanes would provide a good level of service. An additional intersection im provem ent would be provided at Huronia Road/Big Bay Point Road intersection. The four lanes (14 m etres of pavem ent) would taper to five lanes (18 m etres of pavem ent) approaching Big Bay Point Road. The rem aining intersection approaches on Huronia Road could be four lanes (fourteen m etres of pavem ent).

A four lane design would not provide a centre turning lane for vehicles turning left into the adjacent properties. Som e delays would develop due to left turns into these adjacent properties.

In the future, under Alternative 10, in the p.m . peak hour the Huronia Road/Yonge Street intersection would operate with a level of service C and a volum e/capacity ratio of 0.76 with an average vehicle delay of 24 seconds. The overall level of service is satisfactory.

In the p.m . peak hour with the future traffic volum es the Huronia Road/Little Avenue intersection would operate with a level of service D and a volum e/capacity ratio of 0.92 with an average vehicle delay of 35 seconds. The overall level of service is satisfactory.

In the p.m . peak hour with the future traffic volum es the Huronia Road/Big Bay Point Road intersection would operate with a level of service C and a volum e/capacity ratio of 0.94 with an average vehicle delay of 32 seconds. The overall level of service is satisfactory. However the westbound left turn will operate at capacity at a level of service F even with the additional intersection im provem ent on the north-south leg.

In the p.m . peak hour with the future traffic volum es the Huronia Road/Mapleview Drive East intersection would operate with a level of service D and a volum e/capacity ratio of 0.94 with an average vehicle delay of 46 seconds. The overall level of service is satisfactory.

Under Alternative 10, in the future the Huronia Road/Lockhart Road intersection in the p.m . peak hour would operate with a level of service B, a volum e/capacity ratio of 0.34, and an average vehicle delay of 13 seconds as a signalized

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intersection. This intersection will operate at a satisfactory level of service as a signalized or unsignalized intersection. Traffic signals are expected to be warranted in the future.

4.12Alternative 11 – Reconstruct with Four Lanes/ Five Lane Com bination

Reconstruction of Huronia Road from Yonge Street to Lockhart Road to four lane/five lane com bination would provide an fourteen m etre pavem ent width from Yonge Street to Big Bay Point Road and a eighteen m etre pavem ent width from Big Bay Point Road to Lockhart Road. In addition, an intersection im provem ent would be required on the Huronia Road north approach to the Huronia Road/Big Bay Point Road intersection to provide a five lane cross- section. In brief, the Huronia Road approaches to the Huronia Road/Yonge Street and Huronia Road/Little Avenue intersections would have a four lane cross-section. The Huronia Road approaches to the Huronia Road/Big Bay Point Road and Huronia Road/Mapleview Drive East intersections would have a five lane cross-section. The Huronia Road approaches to the Huronia Road/Lockhart Road intersection would have a five lane cross-section.

Reconstruction with a four lane/five lane com bination with an fourteen m etre/eighteen m etre pavem ent width would provide a m ajor benefit. Under the four lane/five lane com bination a continuous centre left turn would be designated in the five lane section. The Yonge Street to Big Bay Point Road section would be m arked as four lanes and the Big Bay Point Road to Lockhart Road section would be m arked as five lanes. The traffic operation of Alternative 11 (four lane/five lane com bination) would be essentially the sam e as described in the previous section for Alternative 10, and the following section for Alternative 12.

In the future, under Alternative 11, in the p.m . peak hour the Huronia Road/Yonge Street intersection would operate with a level of service C and a volum e/capacity ratio of 0.76 with an average vehicle delay of 24 seconds. The overall level of service is satisfactory.

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In the p.m . peak hour with the future traffic volum es the Huronia Road/Little Avenue intersection would operate with a level of service D and a volum e/capacity ratio of 0.92 with an average vehicle delay of 35 seconds. The overall level of service is satisfactory. A better level of service (level C) can be obtained by widening the Huronia Road approaches to Little Avenue to a five lane cross section to provide left turn lanes. The volum e/capacity ratio would be reduced to 0.65 and the delay to 24 seconds per vehicle.

In the p.m . peak hour with the future traffic volum es the Huronia Road/Big Bay Point Road intersection would operate with a level of service C and a volum e/capacity ratio of 0.94 with an average vehicle delay of 32 seconds. The overall level of service is satisfactory. However, the westbound left turn will operate at capacity with a level of service F.

In the p.m . peak hour with the future traffic volum es the Huronia Road/Mapleview Drive East intersection would operate with a level of service C and a volum e/capacity ratio of 0.72 with an average vehicle delay of 29 seconds. The overall level of service is satisfactory.

Under Alternative 11, in the future the Huronia Road/Lockhart Road intersection in the p.m . peak hour would operate with a level of service B, a volum e/capacity ratio of 0.31, and an average vehicle delay of 13 seconds as a signalized intersection. This intersection will operate at a satisfactory level of service as a signalized or unsignalized intersection. Traffic signals will be warranted in the future.

4.13Alternative 12 – Reconstruct with Five Lanes

Reconstruction of Huronia Road with five lanes from Lockhart Road to Yonge Street will provide a very good level of service for through traffic along Huronia Road. The five lane design with 18 m etres of pavem ent provides m ore capacity and a high standard of safety. The m iddle or fifth lane would serve left turns into adjacent residential, com m ercial, and industrial properties.

In the future, under Alternative 12, in the p.m . peak hour the Huronia Road/Yonge Street intersection would operate with a level of service C and a

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volum e/capacity ratio of 0.78 with an average vehicle delay of 27 seconds. The overall level of service is satisfactory.

In the p.m . peak hour with the future traffic volum es the Huronia Road/Little Avenue intersection would operate with a level of service C and a volum e/capacity ratio of 0.65 with an average vehicle delay of 24 seconds. The overall level of service is satisfactory.

In the p.m . peak hour with the future traffic volum es the Huronia Road/Big Bay Point Road intersection would operate with a level of service C and a volum e/capacity ratio of 0.94 with an average vehicle delay of 32 seconds. The overall level of service is satisfactory. However, the westbound left turn will operate at capacity with a level of service F.

In the p.m . peak hour with the future traffic volum es the Huronia Road/Mapleview Drive East intersection would operate with a level of service C and a volum e/capacity ratio of 0.72 with an average vehicle delay of 29 seconds. The overall level of service is satisfactory.

Under Alternative 12, in the future the Huronia Road/Lockhart Road intersection in the p.m . peak hour would operate with a level of service B, a volum e/capacity ratio of 0.31, and an average vehicle delay of 13 seconds as a signalized intersection. This intersection will operate at a satisfactory level of service as a signalized or unsignalized intersection. Traffic signals will be probably warranted in the future.

5. CONCLUSION

This report has reviewed the traffic im pact of alternatives on Huronia Road from Lockhart Road to Yonge Street. The conclusion is sum m arised in the following table showing the alternative description together with the traffic im pact and the overall roadway level of service anticipated in ten years:

Alternativ Description Level of Traffic Im pact e Service 1 Doing nothing F Major negative im pact 2 Other m easures (non F Minor beneficial effect

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structural im provem ents) 3 Construct an alternative route F Minor beneficial effect 4 Intersection im provem ents F Minor beneficial effect 5 Reconstruct with two lanes F Minor beneficial effect (8.5 m etre width) 6 Reconstruct with two lanes D Moderate beneficial effect (11 m etre width) Reconstruct with two D Moderate beneficial effect 7 lane/three lane com bination 8 Reconstruct with three lanes D Moderate beneficial effect 9 Reconstruct with three D Moderate beneficial effect lane/four lane com bination 10 Reconstruct with four lanes D Moderate beneficial effect 11 Reconstruct with four C Major beneficial effect lane/five lane com bination 12 Reconstruct with five lanes C Major beneficial effect

Intersection im provem ents will be required at the intersections as outlined in the previous sections of this report. From a traffic point of view it is felt that reconstruction of Huronia Road from Lockhart Road to Yonge Street is required. The preferred alternative would be Alternative 11 or 12 – Reconstruct as five lanes or as a four lane/five lane com bination from Lockhart Road to Yonge Street in the next ten years.

Read, Voorhees & Associates

FIGURE 10 - HURONIA ROAD CAPACITY ANALYSIS

Notes: ° 80 s cycle length for 2006; 100 s cycle length for 2016; analysed under both controls ° traffic signals are likely to be justified at Loon and Lockhart by 2016 ° Lockhart analysed as all-way stop except E-W stop under 2016 Maxim um Geom etry ° 2016 with No Left Turn lane Geom etry - Mapleview NB centre lane is defacto left turn lane

Intersection Control 2006 Existing 2016 Minim um Geom etry 2016 Maxim um Geom etry 2016 No Left Turn Lane Geom etry Intersection Critical Moves Intersection Critical Moves Intersection Critical Moves Intersection Critical Moves (LoS=F or v/c>1) (LoS=F or v/c>1) (LoS=F or v/c>1) (LoS=F or v/c>1) LoS v/c Move LoS v/c LoS v/c Move LoS v/c LoS v/c Move LoS v/c LoS v/c Move LoS v/c Yonge Sig C 0.45 WB Lt F 0.88 C 0.78 C 0.78 C 0.76

Little Sig B 0.52 D 0.86 C 0.65 D 0.92

Herrell Unsig A D WB Lt F 0.52 A WB Lt F 0.42 B WB Lt F 0.42

Big Bay Pt. Sig C 0.62 E 1.84 EB Lt F 0.99 C 0.94 WB Lt F 1.04 D 1.03 WB Lt F 1.04 WB Lt F 1.24 NB E 1.03 NB F 1.12 Th SB Lt F 2.24

Loon Unsig C D WB Lt F 1.77 A WB Lt F 1.32 C WB Lt F 1.32

Sig A 0.75 A 0.42 A 0.43

Mapleview Sig C 0.59 E 1.05 WB Lt F 1.10 C 0.72 D 0.94 NB Lt F 1.11 SB Th F 1.07

Lockhart Unsig A B EB Lt F 0.10 A EB Th F 1.00 B EB Th F 1.00 EB Th F 1.02 WB Lt F 0.86 WB Lt F 0.95 WB Lt F 0.86

Sig B 0.46 B 0.31 B 0.34

Arterial NB Lockhart B C B C & Arterial SB Loon Unsig B C B C

Arterial NB Lockhart C C C & Arterial SB Loon Sig B B B