Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A: Existing Conditions

Submitted by:

Paradigm Transportation Solutions Ltd. 2109 Kerns Road Burlington ON L7P 1P7

 905 381 2229 Fax: 1 866 722 5117 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

ADDENDUM This section is provided as an addendum to the captionally noted report dated January 26, 2009 and is intended to address comments and corrections that were not incorporated in that report. The following changes are noted to the report:

On page 7, the following sentence should be added to the last paragraph: “Once Mayfield West Phase Two has been approved, and location, form and function of new land uses have been determined, it would be appropriate to review truck restrictions on roads within the Mayfield West area.”

st nd On page 22, Section 3.3, 1 paragraph, 2 bullet add the following: “(2015 as per 2009 Roads Capital Budget)".

WBO March 3, 2009.

Paradigm Transportation Solutions Limited

PROJECT SUMMARY

PROJECT NAME: ...... MAYFIELD WEST PHASE TWO SECONDARY PLAN TRANSPORTATION IMPACT STUDY PART A EXISTING CONDITIONS

CLIENT: ...... THE TOWN OF CALEDON & THE REGIONAL MUNICIPALITY OF PEEL CALEDON TOWN HALL 6311 OLD CHURCH ROAD CALEDON, ON L7C 1J6

CLIENT PROJECT MANAGER: ...... MR. TIM MANLEY

CONSULTANT: ...... PARADIGM TRANSPORTATION SOLUTIONS LIMITED 2109 KERNS ROAD BURLINGTON ON L7P 1P7

CONSULTANT PROJECT STAFF ...... W. O’BRIEN, S. SAMBASIVAM

REPORT DATE: ...... JANUARY 26, 2009 PROJECT NUMBER:...... 081260

Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

CONTENTS

1.0 INTRODUCTION...... 1

1.1 BACKGROUND...... 1 1.2 STUDY PURPOSE...... 2 1.3 SCOPE OF PART A STUDY ...... 4

2.0 EXISTING TRANSPORTATION SYSTEM...... 5

2.1 EXISTING ROADS ...... 5 2.2 EXISTING TRAFFIC CONDITIONS ...... 7 2.3 PUBLIC TRANSIT SERVICES ...... 15 2.4 PEDESTRIAN AND BICYCLING PROVISIONS ...... 17

3.0 CURRENT TRANSPORTATION PLANS ...... 20

3.1 MINISTRY OF TRANSPORTATION OF PLANS ...... 20 3.2 REGION OF PEEL PLANS...... 20 3.3 CITY OF BRAMPTON PLANS ...... 21 3.4 TOWN OF CALEDON PLANS...... 22

4.0 FUTURE TRANSPORTATION CONSIDERATIONS ...... 24

4.1 GENERAL GUIDELINES ...... 24 4.2 MAYFIELD WEST PHASE TWO GUIDELINES...... 28

APPENDICES

APPENDIX A – EXISTING TRAFFIC VOLUMES

Paradigm Transportation Solutions Limited Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

FIGURES

FIGURE 1.1: MAYFIELD WEST PHASE TWO LOCATION ...... 2

FIGURE 1.2: PART A STUDY AREA...... 3

FIGURE 2.1: AREA TRAFFIC PATTERNS...... 9

FIGURE 2.2A: EXISTING AM PEAK LEVEL OF SERVICE CONDITIONS ...... 14

FIGURE 2.2B: EXISTING PM PEAK LEVEL OF SERVICE CONDITIONS ...... 15

FIGURE 2.3: GO TRANSIT SERVICES...... 16

FIGURE 2.4: SERVICES...... 18

FIGURE 2.5: MAYFIELD WEST PHASE 1 BICYCLE AND PEDESTRIAN CONCEPT PLAN...... 19

FIGURE 3.1: HIGHWAY 410 AND VALLEYWOOD/HURONTARIO INTERCHANGE ...... 20

FIGURE 4.1 CURRENT ROADWAY CLASSIFICATION ...... 25

FIGURE 4.2: ROADWAY CONNECTIONS OPPORTUNITIES AND CONSTRAINTS...... 30

TABLES

TABLE 2.1: TURNING MOVEMENT COUNTS ...... 8

TABLE 2.2: LEVEL OF SERVICE DEFINITIONS ...... 10

TABLE 2.3A: EXISTING LEVEL OF SERVICE CONDITIONS – AM PEAK HOUR ...... 12

TABLE 2.3B: EXISTING LEVEL OF SERVICE CONDITIONS – PM PEAK HOUR ...... 13

Paradigm Transportation Solutions Limited Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

1.0 INTRODUCTION

The Town of Caledon is undertaking a secondary planning exercise for Phase Two of the Mayfield West Rural Service Centre (Mayfield West Phase Two). Mayfield West is one of three rural service centres in the Town of Caledon; the other two being Bolton and Caledon East. The Town has organized a planning team to conduct the necessary studies in support of the secondary plan. Paradigm Transportation Solutions Ltd (Paradigm) has been retained by the Town to prepare a Transportation Impact Study for the Mayfield West Phase Two development concepts and an overall transportation plan for the preferred land use concept. This report presents the findings of Part A of the transportation study for Mayfield West Phase Two.

1.1 Background

On August 1, 2006 Caledon Council directed staff to commence work on terms of reference for an expansion to the Mayfield West Rural Service Centre settlement boundary, west of Highway 10. Figure 1.1 below indicates the location of the Mayfield West Rural Service Centre and the boundaries of the Phase Two study area.

Caledon’s Population and Employment Forecasts and Allocations Study developed population and employment forecasts for Caledon as a whole and allocations for the communities within Caledon for the 2021 and 2031 planning horizons. For the 2021 planning horizon, the study confirmed the approved Caledon-wide population forecast of 84,444, but recommended that population be reallocated among some of the communities, including Mayfield West, within Caledon. For the 2031 planning horizon, the study recommended a Caledon-wide population forecast of 108,000. The population forecast for Mayfield West proposes an increase in the 2021 population from 13,100 to 17,000 and establishes a 2031 population forecast for Mayfield West of 26,838 persons. The Phase Two component of the Mayfield West Rural Service Centre is expected to accommodate the increased year 2021 population of about 3,900 persons and also the 2031 population forecast.

The secondary planning exercise is organized in four phases as follows:

Phase 1: Existing Conditions, Characterization, Opportunities and Constraints

Phase 2: Selection of Preferred Land Use Scenario and ROPA Application

Phase 3: Draft Secondary Plan

Phase 4: Final Recommendations and Official Plan Amendment

The Transportation Impact Study will be carried out over Phase 1 and Phase 2 of the secondary planning activities.

Paradigm Transportation Solutions Limited Page 1 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

FIGURE 1.1: MAYFIELD WEST PHASE TWO LOCATION

D R L O O H C S D L O

Mayfield West Phase Two Study Area

1.2 Study Purpose

The transportation impact study is being conducted to provide input to the development of appropriate land use concepts for the Mayfield West Phase Two area, to provide an assessment of the transportation implications of the proposed land use concepts and to confirm the overall transportation plan required to support the preferred land use development concept. The study approach has the work organized into Part A and Part B activities, following Phases 1 and 2 of the secondary planning exercise.

The focus of the Part A work is to fully assess the existing and planned transportation system and to provide guidelines regarding roads and other transportation components as input to the development of land use plans for the Phase Two study area (i.e., the area bounded by Mayfield Road, Hurontario , Old School Road and Chinguacousy Road). Part A will recognize and build on other transportation planning work carried out in this area.

The Part B work is intended to clearly identify the transportation implications of different land use scenarios on the broader transportation impact assessment area (i.e., an area bounded by Old School Road, Dixie Road, Bovaird Drive and Road). This assessment recognizes that different land use scenarios may have impacts outside the immediate Phase Two study area. The Part B work is also intended to provide a transportation master plan for improvements to the transportation system within the study area. This

Paradigm Transportation Solutions Limited Page 2 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions would provide a framework that would enable more detailed planning and design of specific improvements to the transportation system to support the preferred land use concept within the Phase Two study area. The Part B work is intended to meet the requirements of phases 1 and 2 (i.e., need and justification) of the municipal engineers class environmental assessment process.

In developing the work plan for the Transportation Impact Study, it was recognized that the transportation impacts of different concepts for development within Mayfield West Phase Two will potentially extend beyond the identified Phase Two study area. Therefore, a larger transportation impact assessment area has been identified that will enable these broader impacts to be investigated. For Part A of the study, this potential impact area has been identified as the major roadway network generally bounded by Mississauga Road to the west, Old School Road to the north, Dixie Road to the east and Bovaird Drive to the south. This area, in relation to the Mayfield West Phase Two study area and the major road network, is shown in Figure 1.2 below. In Part A of the transportation impact study, the major components of the transportation system in this broader area will be assessed to determine critical areas that will require investigation in Part B of the study.

FIGURE 1.2: PART A STUDY AREA

Mayfield West Phase Two Study Area

d R l o 410 o h c S ld O

Potential Transportation Impact Area

Paradigm Transportation Solutions Limited Page 3 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

1.3 Scope of Part A Study

Part A of the transportation study is intended to develop a full understanding of the existing conditions and to provide transportation guidelines for the development of reasonable land use concepts for the study area. It is also intended to further identify the critical components of the transportation system for assessment in Part B of the study.

Section 2 of this report provides a detailed description of the existing transportation system in the study area. While the focus is on the roads and traffic component of the transportation system, this section also reviews the existing conditions as related to public transit services, walking and biking components. Section 2 includes an assessment of the existing peak hour traffic conditions at the major intersection in the study area to assist in determining the areas that may be most impacted by the Phase Two development.

Section 3 of the report contains a description of identified planned transportation improvements within the study area, including current studies that may have future implications for transportation in this area. Section 4 of the report provides a discussion of transportation constraints and opportunities as input to the development of land use concepts for the study area.

Paradigm Transportation Solutions Limited Page 4 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

2.0 EXISTING TRANSPORTATION SYSTEM

This section of the report provides a description of the existing transportation system with emphasis on the roads and traffic operations.

2.1 Existing Roads

The existing roads of interest for this study are described as follows:

Hwy 410 is a provincial highway that runs north south through the City of Brampton. It is a major freeway facility that provides interchange connections to Hwy 401, Hwy 403 and Hwy 407. It has a four lane cross section with 100 km/h speed limit (currently reduced to 80 km/h near the north end). Currently, Highway 410 terminates at Mayfield Road but construction work is underway to extend it to connect with Hurontario Street/Hwy 10. This is expected to be complete in 2009.

Hurontario Street is a major arterial road that runs north south through the City of Brampton. It is under City of Brampton jurisdiction south of south of Collingwood Avenue. North of Brampton it continues as Highway 10 through the Town of Caledon and is under the jurisdiction of the Ministry of Transportation of Ontario (MTO). It generally has a five lane cross section with two northbound lanes, two southbound lanes and a centre left turn lane. It has various posted speed limits with 70 km/h south of Mayfield Road and 80 km/h north of Mayfield Road. Its intersections with Mayfield Road, Wanless Drive, Sandalwood Parkway E and Bovaird Drive are signalized. The Highway 10 and Old School Road intersection is controlled by stop signs on Old School Road.

Mayfield Road is an east west major arterial road on the boundary between the City of Brampton and Town of Caledon under the jurisdiction of Peel Region. West of Robertson Davies Drive it has a rural two lane cross-section which transitions to an urban four lane cross-section east of Robertson Davies Drive. It has a posted speed limit of 80 km/h west of Hurontario Street and 60 km/h east of it. The Mayfield Road intersections with Mississauga Road, Chinguacousy Road, McLaughlin Road, Hurontario Street, Kennedy Road and Dixie Road are all signalized. Currently Hwy 410 terminates at Mayfield Road. The Hwy 410 northbound off ramp is signalized at Mayfield Road. The Mayfield Road and Creditview Road intersection is controlled by stop sign control on Creditview Road.

Bovaird Drive West is a major arterial road (former provincial highway) under the jurisdiction of Peel Region that runs east west across Brampton. It has a six lane cross section with auxiliary turning lanes at most of the intersections with speed limits ranging from 60 km/h to 80 km/h within the potential impact area. The Bovaird Drive intersections with Mississauga Road, Creditview Road, Chinguacousy Road, McLaughlin Road, Hurontario Street, Kennedy Road and Dixie Road are all signalized. The Highway 410 SB off ramps and NB off ramps at Bovaird Drive are also signalized.

Sandalwood Parkway is an east west arterial road under the jurisdiction of City of Brampton. It has a four lane cross section across much of the area except between Heart Lake Road and Dixie Road where it has a six lane cross section. It has a posted speed limit of 60 km/h with continuous sidewalks. The Sandalwood Parkway intersections with Chinguacousy Road, McLaughlin Road, Hurontario Street, Kennedy Road and Dixie Road are all signalized. It connects to Hwy 410 through signalized on/off ramps.

Paradigm Transportation Solutions Limited Page 5 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

Wanless Drive is an east west road that runs from Winston Churchill Boulevard to Kennedy Road North. It becomes Conservation Drive east of Hurontario Street. It has a rural two lane cross section from Winston Churchill Boulevard to west of McLaughlin Road with 60 km/h speed limit. The geometry changes to an urban four lane cross section from McLaughlin Road to Hurontario Street. Wanless Drive intersections with Mississauga Road, Creditview Road, Chinguacousy Road, and McLaughlin Road are controlled by stop signs on Wanless Drive.

Old School Road is an east west collector road under the jurisdiction of Town of Caledon. It has a two lane rural cross section with an 80 km/h speed limit. Its intersections with Mississauga Road, Creditview Road, Chinguacousy Road, McLaughlin Road and Highway 10 are controlled by stop sign control on the minor .

Mississauga Road is a major north south arterial road under the jurisdiction of Peel Region. It has a rural two lane cross section with an 80 km/h speed limit.

Creditview Road functions as north south minor arterial road under the jurisdiction of City of Brampton and functions as a collector road under the jurisdiction of Town of Caledon north of Mayfield Road. It has a two lane rural cross section with speed limits ranging from 50 km/h to 70 km/h.

Chinguacousy Road is a north south minor arterial road under the jurisdiction of City of Brampton and it is a collector road under the jurisdiction of Town of Caledon. It has a two lane rural cross section with 70 km/h speed limit within the study area

McLaughlin Road is a north south minor arterial road under the jurisdiction of City of Brampton and it is a collector road under the jurisdiction of Town of Caledon. It has a two lane cross section with an 80 km/h within the study area.

Kennedy Road is a north south road that functions as a minor arterial road within City of Brampton and a collector road within Town of Caledon. It has a four lane cross section with a speed limit of 60 km/h within Brampton and a two lane cross section with a speed limit of 80 km/h within Caledon.

Dixie Road is an arterial road that runs north south through Brampton and Caledon under the jurisdiction of Peel Region. It has a four lane cross section south of Countryside Drive and two lane cross section north of it. It has a speed limit of 70 km/h within Brampton and 80 km/h within Caledon.

Robertson Davies Drive is a short residential street that runs north south from Mayfield Road to Collingwood Avenue. It has a two lane cross section with 50 km/h speed limit. It is signalized at Mayfield Road. It provides access to many residences fronting onto Robertson Drive. Robertson Davies Drive is classified as a local road. There is currently a sign posted at the north end of this street indicating that it will be extended in the future.

Collingwood Avenue is a residential street that runs east west from Hurontario Street to Robertson Davies Drive. It has a two lane cross section with 50 km/h speed limit. It is signalized at Hurontario Street. It provides access to many residences with the properties on the north side of Collingwood Avenue being immediately adjacent to the Mayfield West Phase Two study area. It is noted that a parcel of land on the north side of Collingwood Avenue, opposite Humberside Avenue is vacant and could potentially accommodate a new street connection to the north.

Paradigm Transportation Solutions Limited Page 6 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

Virginia Drive is a short residential street connecting to Robertson Davies Drive that ends at the municipal boundary between Brampton and Caledon. There is a large turning loop at the end of this street and there is currently a sign posted indicating that the street will be extended in the future.

It is noted that the highways under the jurisdiction of the Ministry of Transportation of Ontario (MTO) are available for use by trucks without restrictions except under special conditions. The roads under the Region of Peel jurisdiction are generally available for use by trucks but with some restrictions in accordance with Regional By-law 57-2005. Heavy trucks are prohibited from using Dixie Road between Mayfield Road and Old Base Line Road anytime.

2.2 Existing Traffic Conditions

The existing traffic conditions in the area have been established through turning movement counts provided by City of Brampton, Peel Region and MTO for majority of the study intersections. Ontario Traffic Inc (OTI) conducted traffic counts on behalf of Paradigm at the intersections where counts were unavailable. Table 2.1 below summarizes the dates of the count for each study intersection. The Hwy 410 extension and ramp connections to Mayfield Road and Sandalwood Parkway were opened in September 2007. This connection changed the traffic patterns in the Mayfield West area and in Brampton. In this report, efforts were made to utilize traffic counts conducted after this Hwy 410 opening. For those intersections that did not have current traffic volumes, adjustments were made to estimate a reasonable existing traffic volume that reflects the current travel pattern. The traffic volumes were adjusted based on the growth rate within the study area and traffic movements at the adjacent intersections. The existing weekday AM and PM peak hour link volumes in the potential transportation impact area are shown in Appendix A of the report. The existing weekday AM and PM peak hour traffic volumes at the intersections immediately adjacent to the study area and at the major intersections in the broader transportation impact area are also shown in Appendix A.

Paradigm Transportation Solutions Limited Page 7 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

TABLE 2.1: TURNING MOVEMENT COUNTS

Intersection Date Agency

Bovaird Dr and Chinguacousy Rd October 14, 2008 Region of Peel Bovaird Dr and Dixe Road April 14, 2008 Region of Peel Bovaird Dr and Hurontario St October 8, 2008 Region of Peel Bovaird Dr and Hwy410 off Ramps November 14, 2007 MTO Bovaird Dr and Kennedy Rd October 16, 2008 Region of Peel Bovaird Dr and McLaughlin Rd January 14, 2008 Region of Peel Bovaird Dr and Mississauga Rd October 7, 2008 Region of Peel Mayfield Rd and Chinguacousy Rd October 14, 2008 Region of Peel Mayfield Rd and Creditview Rd October 15, 2008 Region of Peel Mayfield Rd and Dixie Rd November 13, 2007 Region of Peel Mayfield Rd and Hurontario St March 18, 2006 Region of Peel Mayfield Rd and Hwy 410 Ramp November 13, 2007 MTO Mayfield Rd and Kennedy Rd May 22, 2006 Region of Peel Mayfield Rd and McLaughlin Rd October 9, 2008 Region of Peel Mayfield Rd and Mississauga Rd October 8, 2008 Region of Peel Old School Rd and Chinquacousy Rd October 23, 2008 OTI Old School Rd and Creditview Rd unavailable Old School Rd and Hurontario St April 9, 2008 MTO Old School Rd and McLaughlin Rd October 23, 2008 OTI Old School Rd and Mississauga Rd October 8, 2008 City of Brampton Sandalwood Pkwy and Chinguacousy Rd April 3, 2008 City of Brampton Sandalwood Pkwy and Creditview Rd April 10, 2008 City of Brampton Sandalwood Pkwy and Dixe Road November 13, 2007 Region of Peel Sandalwood Pkwy and Hurontario St November 14, 2007 City of Brampton Sandalwood Pkwy and Hwy 410 off Ramp November 15, 2007 MTO Sandalwood Pkwy and Kennedy Rd November 13, 2007 City of Brampton Sandalwood Pkwy and McLaughlin Rd April 22, 2008 City of Brampton Wanless Dr and Chinquacousy Rd October 10, 2007 City of Brampton Wanless Dr and Creditview Rd April 22, 2008 City of Brampton Wanless Dr and Hurontario St November 15, 2007 City of Brampton Wanless Dr and McLaughlin Rd May 6, 2008 City of Brampton Wanless Dr and Mississauga Rd October 14, 2008 OTI

Some key characteristics of the existing traffic within the study area to note are as follows:

Old School Road (east of Highway 10) has two way volumes of about 85 vehicles per hour (vph) in the AM and about 130 vph in the PM peak hour with eastbound orientation in the AM and westbound orientation in the PM.

Paradigm Transportation Solutions Limited Page 8 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

Hurontario Street (south of Old School Road) handles two way volumes of about 2,000 vph in the AM and PM peak hours with southbound orientation in the AM and northbound orientation in PM peak hours.

Mayfield Road (east of McLaughlin Road) handles two way volumes of about 1,050 vph and 1,070 vph in the AM and PM peak hour, respectively; with the eastbound orientation in the AM and westbound orientation in the PM peak hour.

The peak hour traffic volumes in the broader transportation impact area within the City of Brampton are generally higher with two way traffic volumes of up to 4,000 vph on major roads such as Bovaird Drive. The peak hour traffic from the study area is generally oriented towards the Highway 410 (eastbound and southbound direction) in the AM peak hours and westbound and northbound direction in the PM peak hours. This traffic pattern is typical of commuter traffic oriented towards the employment areas closer to the central areas of the (GTA). The traffic pattern was further analyzed using daily ATR data provided by Peel Region at two locations; namely on Mayfield Road west of Hurontario Street and on Dixie Road south of Countryside Drive. The daily traffic travelling through these sections of the roads were plotted to illustrate the travel pattern as shown in Figure 2.1 below. The data for Dixie Road clearly indicate that the traffic is concentrated in the peak periods with the AM peak having a higher volume than the PM peak period. The peak directions are heavily concentrated southbound in the AM and northbound in the PM. The data for Mayfield Road do not have as much peak period orientation as the Dixie Road data but certainly indicate that the heaviest traffic volumes occur during the AM and PM peak periods. The AM and PM peak volumes are similar in magnitude with the peak direction eastbound in the AM and westbound in the PM.

FIGURE 2.1: AREA TRAFFIC PATTERNS

Dixie Road south of Countryside Mayfield Road west of Hurontario

Northbound Eastbound Southbound Westbound 800 800

700 700

600 600

500 500

400 400

300 300

200 200

100 100 Hourly Traffic Volume (vph) Volume Traffic Hourly 0 0 Hourly Traffic Volume (vph) Volume Traffic Hourly

M M M M M M M M M M A A A A A A P P P PM PM PM AM PM 0 0 0 0 0 0 0 0 0 0 0 0 0 AM 0 PM 0 0 0 0 :0 :0 0 :0 :0 :0 :0 :0 :00 AM 4: 6: 8 0 2: 2 4 6 8 0 4:00 AM 4:00 PM 12: 02: 0 0 0 1 1 0 0 0 0 1 12:00 AM02:00 AM0 06 08:0 10:00 12:00 PM02:00 PM0 06:0 08:00 10:00 P Time of Day Time of Day

The existing levels of service conditions for the major intersections across the transportation impact area were estimated using the estimated traffic volumes and SYNCHRO (version 7) traffic analyses software. Intersection level of service (LOS) is a recognized method of quantifying the efficiency of traffic flow at intersections. It is based on the delay experienced by individual vehicles executing the various movements

Paradigm Transportation Solutions Limited Page 9 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions at an intersection. The delay is related to the number of vehicles desiring to make a particular movement, compared to the estimated capacity for that movement.

Table 2.2 contains the level of service (LOS) criteria for stop-controlled and signalized intersections. The highest possible rating is level of service A, under which the average total delay on a movement, approach or intersection is less than 10 seconds per vehicle. Level of service E is the point at which remedial measures may be considered, depending on the nature and extent of the delays. However, level of service E is commonly accepted for left-turning traffic at unsignalized intersections with major roads. When the average delay exceeds 50 seconds at unsignalized intersections, or the stopped delay exceeds 80 seconds at signalized intersections, the movement is classed as LOS F and remedial measures are usually investigated.

TABLE 2.2: LEVEL OF SERVICE DEFINITIONS

Stop-Controlled Signalized Level-of-Service Average Total Delay Average Total Delay (sec./veh.) (sec./veh.) A <= 10 <= 10 B >10 and <=15 >10 and <=20 C >15 and <=25 >20 and <=35 D >25 and <=35 >35 and <=55 E >35 and <=50 >55 and <=80 F >50 >80

The existing signal times for key intersections were obtained from City of Brampton and Peel Region for their respective intersections. For the intersections where signal timing plans were unavailable, the traffic signal times were estimated based on traffic patterns and observed signal phasing. The overall level of service conditions at the intersections investigated are summarized in Table 2.3a and Table 2.3b for AM and PM peak hours respectively.

The level of service conditions in the study area are illustrated in Figure 2.2a below for the AM peak hour and in Figure 2.2b below for the PM peak hour. A review of this information for the AM peak indicates that the areas of congestion are generally within the City of Brampton with several intersections along Bovaird Drive operating with level of service E to F conditions. This can be attributed to the high southbound and eastbound traffic flows using these intersections. However, it should be noted that there are some intersections with LOS D conditions in the study area, as follows:

Old School Road and Highway 10 has LOS D conditions on the stop controlled approaches in the AM peak hour. This may be alleviated by the planned traffic signal installation by MTO.

The Mayfield Road and Chinguacousy Road intersection has LOS D conditions in the AM peak hour with the current intersection geometry.

Paradigm Transportation Solutions Limited Page 10 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

In the PM peak hour, the critical areas with LOS E of F are generally south of the study area at the major intersection along Bovaird Drive and Hurontario Street within the City of Brampton. It is also noted that the Highway 410 northbound ramp at Mayfield Road also has LOS F conditions but this will likely be a temporary condition related to the phasing of Highway 410. The intersections within the study area are all operating at reasonable level of service conditions.

Paradigm Transportation Solutions Limited Page 11 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

TABLE 2.3A: EXISTING LEVEL OF SERVICE CONDITIONS – AM PEAK HOUR

Average Volume / Level of Intersections Delay Capacity Service (seconds) (maximum) Signalized Bovaird Dr and Mississauga Rd 74 E 1.39 Bovaird Dr and Chinguacousy Rd 121 F 1.48 Bovaird Dr and McLaughlin Rd 28 C 0.73 Bovaird Dr and Hurontario St 206 F 1.67 Bovaird Dr and Kennedy Rd 114 F 1.45 Bovaird Dr and Hwy 410 SB off Ramp 29 C 0.74 Bovaird Dr and Hwy410 NB off Ramp 23 C 0.80 Bovaird Dr and Dixe Road 38 D 0.91 Sandalwood Pkwy and Chinguacousy Rd 27 C 0.73 Sandalwood Pkwy and McLaughlin Rd 23 C 0.86 Sandalwood Pkwy and Hurontario St 31 C 0.94 Sandalwood Pkwy and Kennedy Rd 31 C 0.92 Sandalwood Pkwy and Hwy 410 off Ramp 18 B 0.78 Sandalwood Pkwy and Dixe Road 30 C 0.92 Wanless Dr and Hurontario St 16 B 0.70 Wanless Dr and McLaughlin Rd 15 B 0.59 Mayfield Rd and Mississauga Rd 30 C 0.89 Mayfield Rd and Chinguacousy Rd 40 D 0.86 Mayfield Rd and McLaughlin Rd 29 C 0.86 Mayfield Rd and Hurontario St 36 D 0.84 Mayfield Rd and Kennedy Rd 27 C 0.84 Mayfield Rd and Hwy 410 Ramp 32 C 0.88 Mayfield Rd and Dixie Rd 26 C 0.85 Unsignalized (Critical Movement Only) Sandalwood Pkwy and Creditview Rd 10 A 0.06 Wanless Dr and Mississauga Rd 21 C 0.44 Wanless Dr and Creditview Rd 11 B 0.16 Wanless Dr and Chinquacousy Rd 15 B 0.36 Mayfield Rd and Creditview Rd 20 C 0.18 Old School Rd and Mississauga Rd 11 B 0.10 Old School Rd and Creditview Rd 10 A 0.07 Old School Rd and Chinquacousy Rd 10 A 0.09 Old School Rd and McLaughlin Rd 11 B 0.10 Old School Rd and Hurontario St 30 D 0.29

Paradigm Transportation Solutions Limited Page 12 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

TABLE 2.3B: EXISTING LEVEL OF SERVICE CONDITIONS – PM PEAK HOUR

Average Volume / Level of Intersections Delay Capacity Service (seconds) (maximum) Signalized Bovaird Dr and Mississauga Rd 55 D 0.99 Bovaird Dr and Chinguacousy Rd 133 F 1.60 Bovaird Dr and McLaughlin Rd 31 C 0.93 Bovaird Dr and Hurontario St 207 F 1.67 Bovaird Dr and Kennedy Rd 30 C 0.91 Bovaird Dr and Hwy 410 SB off Ramp 14 B 0.84 Bovaird Dr and Hwy410 NB off Ramp 43 D 1.02 Bovaird Dr and Dixe Road 37 D 0.99 Sandalwood Pkwy and Chinguacousy Rd 25 C 0.83 Sandalwood Pkwy and McLaughlin Rd 23 C 0.91 Sandalwood Pkwy and Hurontario St 64 E 1.07 Sandalwood Pkwy and Kennedy Rd 28 C 0.88 Sandalwood Pkwy and Hwy 410 off Ramp 25 C 0.91 Sandalwood Pkwy and Dixe Road 38 D 0.91 Wanless Dr and Hurontario St 21 C 0.89 Wanless Dr and McLaughlin Rd 18 B 0.72 Mayfield Rd and Mississauga Rd 28 C 0.86 Mayfield Rd and Chinguacousy Rd 33 C 0.90 Mayfield Rd and McLaughlin Rd 29 C 0.84 Mayfield Rd and Hurontario St 37 D 0.87 Mayfield Rd and Kennedy Rd 25 C 0.92 Mayfield Rd and Hwy 410 Ramp 100 F 1.30 Mayfield Rd and Dixie Rd 28 C 0.86 Unsignalized (Critical Movement Only) Sandalwood Pkwy and Creditview Rd 10 A 0.04 Wanless Dr and Mississauga Rd 19 C 0.21 Wanless Dr and Creditview Rd 11 B 0.18 Wanless Dr and Chinquacousy Rd 12 B 0.23 Mayfield Rd and Creditview Rd 18 C 0.20 Old School Rd and Mississauga Rd 15 B 0.18 Old School Rd and Creditview Rd 10 B 0.09 Old School Rd and Chinquacousy Rd 10 B 0.11 Old School Rd and McLaughlin Rd 12 B 0.17 Old School Rd and Hurontario St 23 C 0.54

Paradigm Transportation Solutions Limited Page 13 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

FIGURE 2.2A: EXISTING AM PEAK LEVEL OF SERVICE CONDITIONS

Existing AM LOS

LOS A-C LOS D LOS E-F

Paradigm Transportation Solutions Limited Page 14 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

FIGURE 2.2B: EXISTING PM PEAK LEVEL OF SERVICE CONDITIONS

Existing PM LOS

LOS A-C LOS D LOS E-F

2.3 Public Transit Services

The only local public transit services currently operated within the Town of Caledon are the Caledon Community Services, a specialized door to door transit service provided for elderly and mobility disabled persons. This service is operated though the Region of Peel TransHelp program. It is a service that will be available to the Mayfield West Phase Two area but will not have a significant impact on peak period travel.

GO Transit provides inter-regional transit services in this area designed for commuter travel connecting to major activity centres in the GTA. The major service is the Georgetown GO Rail service that operates through Brampton, south of the Mayfield West area. This commuter rail line provides eastbound rail service to Union Station in the AM peak period and westbound rail service from Union Station to Georgetown in the PM peak hour. The two GO rail stations that would potentially serve commuters from Mayfield West Phase Two are:

Mount Pleasant GO Station located near Bovaird Drive and Creditview Road is a relatively new station serving the west side of Brampton. This station has a major parking facility with over 600 park and ride spaces and is not fully utilized. Expansion of this parking facility in the future is expected. The station also has a large kiss and ride area for drop-off and pick-up.

Paradigm Transportation Solutions Limited Page 15 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

Brampton GO station located in downtown Brampton near Main Street and Queen Street. This is an established station that provides a major interface with Brampton Transit services and also has a parking facility with well over 800 spaces. This parking facility is over utilized at present with no spare capacity.

In addition to the Georgetown GO Rail service, GO Transit operates the Orangeville GO Bus service along Highway 10 and Hurontario Street between Orangeville and Brampton GO Stations. This route currently operates about 6 trips per day in each direction with the primary service being southbound in the AM peak period and northbound in the PM peak period. The GO Transit services are further illustrated in Figure 2.3 below.

FIGURE 2.3: GO TRANSIT SERVICES

O r an g ev il le G O B u s

Brampton GO

Mt Pleasant GO

The other public transit service near the study area is the Brampton Transit services operated by the City of Brampton. Two routes operate in close proximity to Mayfield West as follows:

Route 7 Kennedy North operates along Mayfield Road east of Hurontario Street and provides service every 20 minutes during the peak period. It connects to the Heart Lake Terminal and operates south to Courtney Park Drive.

Paradigm Transportation Solutions Limited Page 16 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

Route 24 Van Kirk Industrial operates along Robertson Davies Drive and Collingwood Avenue with service every 30 minutes during peak periods. It connects to downtown Brampton and the Brampton GO Station.

These existing Brampton Transit services are illustrated in Figure 2.4 below.

2.4 Pedestrian and Bicycling Provisions

Within the Mayfield West Phase Two study area, the existing roads have rural cross sections with very little provision for safe pedestrian travel along these roads. Similarly these roads have no special provision for travel by bicycles.

The plans for Phase 1 of the Mayfield West development include provision for pedestrian and bicycle travel within the community. The plan for bicycle facilities has been developed to meet the objective of promoting and enhancing cycling as a means of travel for a wide range of cyclists. The overall concept is based on utilization of the roadway paved surface rather than extensive off-road cycling facilities within the road right of way. The proposed bicycle routes are located primarily along collector and local roads with a maximum of two continuous lanes, low daily traffic volumes and with appropriate signing. Shared bike routes (i.e., mixed traffic lanes) are suggested for routes with low traffic volumes and low speeds while widened curb lanes are suggested for roads with higher traffic volumes and additional lanes. The identified cycling facilities within the road right of way are:

Kennedy Road spine route with widened curb lanes.

Community bike routes on an inner and outer ring with connections to the Village Centre.

In addition to these cycling facilities, the plan also includes off road multi-use pathway facilities that connect to the Village Centre and the adjacent valley lands. These facilities would be hard surface 3 m wide pathways that could accommodate pedestrians and cyclists.

The Mayfield West Phase 1 development plan also recommends that all roads have a hard surface pedestrian facility on at least one side that has a minimum width of 1.5 metres. On main roads and neighbourhood collector streets it is recommended that a sidewalk with minimum width of 2 metres be provided on at least one side of the road.

Figure 2.5 further illustrates the concept for provision of bicycling and pedestrian facilities for Mayfield West Phase 1.

Paradigm Transportation Solutions Limited Page 17 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

FIGURE 2.4: BRAMPTON TRANSIT SERVICES

Brampton Transit services adjacent to Mayfield West

Brampton Transit services north of Bovaird Drive

Paradigm Transportation Solutions Limited Page 18 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

FIGURE 2.5: MAYFIELD WEST PHASE 1 BICYCLE AND PEDESTRIAN CONCEPT PLAN

Mayfield West Phase 1 Pedestrian Facility Concept

Mayfield West Phase 1 Cycling Facility Concept

Paradigm Transportation Solutions Limited Page 19 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

3.0 CURRENT TRANSPORTATION PLANS

There are planned transportation improvements underway within this area by the various transportation agencies. The specific identified projects are discussed below for each agency.

3.1 Ministry of Transportation of Ontario Plans

The major project underway by the Ministry of Transportation of Ontario (MTO) in relation to the Mayfield West Phase Two study area is the extension of Highway 410 to provide a continuous controlled access four lane freeway connection from the existing Highway 410 freeway at Bovaird Drive to Highway 10, north of Valleywood Boulevard. The initial phase of this project, consisting of the Highway 410 Extension from Bovaird Drive to Mayfield Road was opened to traffic in September 2007 with partial ramp connections to Mayfield Road. The remaining section connecting Highway 410 through to Highway 10 with a new intersection at Valleywood Boulevard / Hurontario Street is expected to be completed and open for traffic in late 2009. The new interchange at Valleywood Boulevard / Hurontario Street is shown in Figure 3.1 below. This new interchange makes provision for all movements between Highway 410 and Valleywood Boulevard / Hurontario Street. It also includes provision for a service road connection to provide access to the lands immediately west of the existing Highway 10 corridor.

FIGURE 3.1: HIGHWAY 410 AND VALLEYWOOD/HURONTARIO INTERCHANGE (Intersection plan pending from MTO)

MTO is also planning to install traffic control signals at the intersection of Old School Road and Highway 10 during the next year. This improvement will accommodate turning and through movements for Old School Road traffic at Highway 10.

Although not directly related to this study, it is also noted that MTO is widening Highway 10 from two lanes to five lanes from Caledon Village to Orangeville. While this project does directly impact the study area, this improvement will further improve and reinforce the role of the Highway 10 as an inter-regional transportation corridor.

It should be noted that MTO is also conducting a long range transportation study of the GTA West Corridor. This corridor generally has been identified as a new corridor connecting from Highway 400 in the east to Guelph and Waterloo Region in the west. At this stage, the study is investigating the need for the corridor and details of the type of facility and location will not be determined for several years. However, if the studies do result in recommendations for a new east west transportation corridor, it would potentially be located across the southern area of Caledon but likely north of the Mayfield West Phase Two study area. Since that study is at a very preliminary stage, no detailed provisions can be made for the corridor at this time. However, it is important that the study progress be monitored and that a future corridor is not predetermined or precluded based on the most current information available.

3.2 Region of Peel Plans

The Region of Peel plans to widen Mayfield Road over a number of years to a major four lane and six lane arterial roadway, as follows:

Paradigm Transportation Solutions Limited Page 20 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

Mayfield Road between Hurontario Street and Heart Lake Road is currently being widened to a four lane arterial section with the work expected to be complete in 2009.

Mayfield Road between Heart Lake Road and Dixie Road is currently being widened to a six lane arterial section with the work expected to be completed in 2009.

Mayfield Road between Dixie Road and Airport Road will be widened to a four lane arterial section in 2011.

Mayfield Road between Hurontario Street and Chinguacousy Road will be widened to a four lane arterial section in 2011.

Mayfield Road between Hurontario Street and Heart Lake Road will be further widened to a six lane arterial section by 2016.

Mayfield Road between Chinguacousy Road and Winston Churchill Boulevard will be widened to a four lane arterial section in the 2018 to 2021 period.

Mayfield between Hurontario Street and Chinguacousy Road will be widened to a six lane arterial section in 2024.

The program for the Mayfield Road improvements will be reviewed on an annual basis and may be updated in the future. However, the current program indicates the plans for a major ongoing upgrading of this roadway.

The Region of Peel program indicates that Mississauga Road will be widened to a four lane arterial section between Mayfield Road and Bovaird Drive by year 2011. The program also indicates a further widening of this road to a six lane arterial section by 2023. The Region’s program includes other road improvements on the broader Regional network but these are the primary road improvements within this area.

3.3 City of Brampton Plans

Through the 2004 Brampton Transportation and Transit Master Plan (TTMP), the City of Brampton has identified planned road improvements for future horizon years as outlined below. The following improvements are planned to Brampton arterial roads within the potential transportation impact area by 2011:

Wanless Drive will be widened to a four lane arterial section between McLaughlin Road and Chinguacousy Road.

Sandalwood Parkway will be widened to a six lane arterial section between McLaughlin Road and Heart Lake Road.

Sandalwood Parkway will be extended from Creditview Road to Mississauga Road as a four lane arterial section.

Creditview Road will be realigned north of Bovaird Drive connecting across from James Potter Road.

Paradigm Transportation Solutions Limited Page 21 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

Creditview Road will be widened to a four lane arterial section between Wanless Drive and Bovaird Drive

The following improvements are planned to Brampton arterial roads within the potential transportation impact area by 2021:

Wanless Drive will be widened to a four lane arterial section between Chinguacousy Road and Winston Churchill Boulevard.

McLaughlin Road will be widened to a four lane arterial section between Wanless Drive and Mayfield Road.

Kennedy Road will be widened to a six lane arterial section between Conservation Drive and Bovaird Drive.

The following improvements are planned to Brampton arterial roads within the potential transportation impact area by 2031:

Chinguacousy Road will be widened to a four lane arterial section between Wanless Drive and Mayfield Road.

Chinguacousy Road will be widened to a six lane arterial section between Wanless Drive and Bovaird Drive.

Creditview Road will be widened to a four lane arterial section between Wanless Drive and Mayfield Road.

Conservation Drive will be widened to a four lane collector between Hurontario Street and Kennedy Road.

In addition to the foregoing arterial roadway improvements, The City of Brampton is planning a bus rapid transit service (AcceleRIDE) along Hurontario Street as far north as Sandalwood Parkway that will provide express service to the Brampton GO Station, downtown Brampton and with connections east to Bramalea and south to Mississauga. This service is expected to be operational in the short term and will be improved over time as ridership becomes established. It is also expected that improvements to the local bus service in the newly developing areas of Brampton south of the study area will be carried out as additional development occurs.

The City of Brampton is currently undertaking an update of the TTMP which is expected to be complete during 2009. The updated TMMP may result in changes to the foregoing plans for improvements or additional improvements.

3.4 Town of Caledon Plans

The Town of Caledon has plans to construct improvements to roadways within the Mayfield West development east of Highway 10 as follows:

Kennedy Road will be widened to a four lane arterial section from Mayfield Road to the northern limit of the new urban development by year 2011.

Paradigm Transportation Solutions Limited Page 22 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

Heart Lake Road will be widened to a four lane arterial section from Mayfield Road to the northern limit of the new urban development by year 2021.

In addition to these planned arterial roadway plans, the current plans for development within Mayfield West east of Highway 10 indicate an east west collector road connecting to Highway 10 approximately 800 to 900metres south of the Old School Road intersection. This collector road extends east of Kennedy Road. There is also a second east west collector road that connects from Kennedy Road through to Dixie Road, through the industrial sector.

The Town of Caledon and Region of Peel are currently completing the Caledon Transportation Needs Study Update. This study provides an assessment of future travel demand in Caledon and identifies the potential improvements that may be needed to accommodate this future travel demand. The study confirms the need for the roadway improvements in the vicinity of Mayfield West and previously noted. It also identifies the potential need for further improvements to Highway 10 north of the connection to Highway 410, subject to further study and completion of the environmental assessment process for such improvements.

In addition to the foregoing plans, the Town of Caledon, Region of Peel and City of Brampton have worked together with the new Metrolinx agency to develop further transportation services within the Region, including this area. Possible new projects include the extension of the AcceleRIDE service north along Hurontario Street to Mayfield Road with a major terminal in this area to accommodate local bus service connections and a park and ride interface. The possible development of new carpool lots along the Highway 10 corridor within Caledon is also being pursued in discussions with Metrolinx.

Paradigm Transportation Solutions Limited Page 23 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

4.0 FUTURE TRANSPORTATION CONSIDERATIONS

This section outlines the suggested considerations for the development of the transportation component of the land use options for the Mayfield West Phase Two study area.

4.1 General Guidelines

Roadway Classification

The Town of Caledon Official Plan currently recognizes the following functional classification of roadways:

Freeways  Roadways under Provincial jurisdiction.  Roadways intended to serve large volumes of inter-regional and long distance traffic at high speeds.  Roadways of high speed design with uninterrupted flow, with access only achieved through grade separated interchanges, designated by the Ministry of Transportation of Ontario as Controlled Access Highways.

High Capacity Arterials  Roadways under Provincial or Regional jurisdiction.  Serve high volumes of medium to long distance inter and intra regional traffic at moderate speeds and will provide access to major attraction centres.  Will generally have a 30 to 50 metre road allowance width with 2 to 6 lane capability and limited property access.  On-street parking will be discouraged.

Medium Capacity Arterials  Roadways under Regional or Town jurisdiction.  Serve moderate volumes of medium distance traffic at moderate speeds with limited property access.  Will have a 20 to 36 metre road allowance with 2 to 4 lane capability.  On-street parking will be discouraged.

Low Capacity Arterials  Roadways under Regional jurisdiction.  Serve low to moderate volumes of short distance traffic at relatively low speeds and are sections of medium capacity arterial roadways where physical or environmental barriers restrict rights-of-way width or design speed.  Will have a 20 metre road allowance with 2 lane capability.  On-street parking will be discouraged.

Collectors  Roadways under the Town’s jurisdiction.  Serve low to moderate volumes of short distance traffic between local and arterial roads.  Provide individual property access with some limitations.  Will generally have a 20 to 26 metre road allowance with 2 to 4 lane capability.  On-street parking may be permitted.

Paradigm Transportation Solutions Limited Page 24 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

Local Roads  Roadways under the Town’s jurisdiction.  Serve local traffic only and provide connections to collector roadways.  Provide direct property access.  Will have a 17 to 20 metre road allowance with 2 lane capability.  On-street parking may be permitted.

While the foregoing definition of different roadway classifications does not specifically follow industry references such as the Transportation Association of Canada (TAC) guidelines, it adequately describes the hierarchy of different classes of roads for an efficient and effective network. The current classification of the roads within and adjacent to the Mayfield West Phase Two study area is shown in Figure 4.1 attached. It is noted that McLaughlin Road and Chinguacousy Road are designated as collectors within Caledon but are designated as arterial roads south of Mayfield Road, within the City of Brampton.

FIGURE 4.1 CURRENT ROADWAY CLASSIFICATION

LEGEND Freeways High Capacity Arterials

D Collectors R R L O Local Roads O H C S D L O 1000m 500 m 500 0 m 0

Scale

Paradigm Transportation Solutions Limited Page 25 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

The following roadway classification changes may be considered in conjunction with the development of land use concepts for the study area:

McLaughlin Road could be designated as a medium capacity arterial from Mayfield Road north to the limit of the planned urban development area or to Old School Road. This would provide roadway network continuity with the City of Brampton road network to the south and can provide capacity for north south traffic in the area.

Chinguacousy Road could be designated as a medium capacity arterial from Mayfield Road north to the limit of the planned urban development area or to Old School Road. This will provide roadway network continuity with the City of Brampton road network to the south and would provide capacity for north south traffic in the area.

Old School Road could be designated as a medium capacity arterial from Chinguacousy Road to Highway 10. This will need further consideration after the northerly limit of the urban development area is determined. If development extends north of , this designation should be further considered but if all planned urban development remains south of Etobicoke Creek, the existing collector designation may be more appropriate.

In addition to the forgoing suggested classification of existing roads, consideration to designating new roads within the Phase Two study area as collector roads would be appropriate and should be further discussed during the development of land use concepts. A designated collector road network within the study area would establish a framework for an effective roadway structure to serve the development and also to ensure that the development can be reasonably provided with bus service in future. Where possible, local bus services should be provided on collector roads to provide reasonable coverage of adjacent residential areas but to avoid excessive intrusion in the residential areas.

It will generally be desireable to provide continuity of roads between the future urban developments within the study area with urban development within the City of Brampton. This will facilitate local circulation of pedestrians, cyclists and local neighbourhood traffic. It is noted that there are two existing Brampton streets terminated at the study area boundary with provision for extension and there is a potential new street connection to Collingwood Avenue. There are existing and planned new collector street connections to Mayfield Road within Brampton and these could form future continuous road connections to the study area.

Roadway Access Considerations

The roadway network serving the Phase Two study area should be planned to ensure that convenient access is provided to individual properties and that effective mobility is maintained for the overall community and Region. Based on this, the following guidelines are recommended for the provision of access to development within this area:

Individual properties should not have direct driveway access to high capacity arterial roads except in cases of existing properties with an established existing driveway connection. Where existing properties have an existing established driveway connection to a high capacity arterial, the planned land use concepts should enable these driveways to be replaced with a new driveway connection to another street when redevelopment of the property occurs. This guideline precludes planned new development driveway connections to Highway 10, Hurontario Street and Mayfield Road for development within Phase Two and it also requires that the planned new street network makes

Paradigm Transportation Solutions Limited Page 26 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

provision for new driveway connections to existing properties where possible. Right turn only access may be provided to Regional roads, subject to the provisions of the Region of Peel By-Laws 56-93, 45- 83 and 59-77.

Direct driveway connections to medium capacity arterial roadways should not be provided for individual detached residential developments. Direct driveway connections to medium capacity arterials may be accommodated for multi unit residential developments and for non-residential developments, subject to driveway spacing and location considerations. This guideline effectively discourages residential development driveway connections to McLaughlin Road, Chinguacousy Road and Old School Road.

Direct driveway connections to collector roadways may be provided for individual detached residential developments but it would be preferred to minimize individual residential driveway connections to collector roads. Direct driveway connections to collector roadways may be accommodated for multi unit residential developments and for non-residential developments, subject to driveway spacing and location considerations.

No limitations to direct driveway access to local roads are suggested except for suggested setbacks from public road intersections and in locations where sight distance is not sufficient for safe traffic operations.

The following preliminary guidelines are suggested for driveway locations in relation to public roadway intersections:

Driveway connections to local streets in the vicinity of an intersection with another local street should be located sufficiently back from the intersection to avoid conflicts with the intersection curb radius and sidewalks. A setback of at least 15 metres from the curb line of the intersection street is desireable.

Driveway connections to local and collector streets in the vicinity of a stop controlled intersection with an arterial roadway should be located 30 metres back from the arterial roadway curb line. Where the arterial roadway is under Provincial or Regional jurisdiction, a further setback distance may be required.

Driveway connections to any public street in the vicinity of a signalized intersection should be set back at least 45 metres from the intersection street curb line or such greater distance as necessary to avoid turning vehicles conflicting with peak period intersection queues.

Driveway connections to public roads should also have sufficient sight distance to meet minimum safe stopping distances for the design speed and in all cases must have sufficient sight distance for the distance traveled in three seconds at the design speed. For a local street with a posted speed limit of 50 km/h the suggested design speed is 70 km/h and the minimum safe stopping distance is 110 metres and the distance traveled in 3 seconds is 60 metres.

Intersection Location and Spacing

New roadway connections to the existing roadway network should generally consider the following guidelines:

Paradigm Transportation Solutions Limited Page 27 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

New roadway intersections with arterial roadways should be located a sufficient distance from other intersections with the same roadway to ensure that there is sufficient spacing for left turn lane storage and taper lengths in each direction. This distance will vary with the intersection traffic requirements but can be assumed to be at least 300 metres for planning purposes. This guideline should be followed for both high capacity and medium capacity arterial roads.

The roadway network for the Phase Two study area should have reasonable continuity with the roadway network in the surrounding areas. This continuity will be provided primarily by the high and medium capacity arterial roadways but continuity between adjacent areas should be provided by the collector roads. The road network should provide reasonable connectivity with the planned new industrial development between Heart Lake Road and Dixie Road.

New roadway intersections with collector roadways should be located to minimize conflicts with turning traffic at the two intersections. For planning purposes, these intersections should be at least 75 metres apart.

New roadway intersections should have sufficient sight distance in each direction to meet minimum decision sight distance for the design speed on these roadways. For a posted speed limit of 50 km/h this is about 200 metres and for a posted speed limit of 60 km/h this is about 235 metres.

New roadways should intersection existing roadways at a right angle and where this is not feasible, the intersection should not deviate from a right angle by more than 10 degrees.

4.2 Mayfield West Phase Two Guidelines

The preliminary guidelines for new roadways in Mayfield West Phase Two are discussed below.

Along the easterly side of the study area, adjacent to Highway 10/Highway 410/Hurontario Street, the possible locations for new roadway intersections appear to be limited to two specific opportunities:

A new service road connection on the west side of Hurontario Street south of the Highway 410 interchange and about 120 metres north of Collingwood Avenue is being built by MTO as part of the interchange. This new two lane road will provide access to properties on the west side of Hurontario Street, south of Etobicoke Creek. It is currently planned to have stop sign control on the service road connection to Hurontario Street. This intersection will be about 250 metres south of the Highway 410 Southbound Ramp intersection with Hurontario Street/Valleywood Boulevard. The traffic capacity of this service road connection will be limited by the stop sign control and the traffic volumes on Hurontario Street.

A new road connection to Highway 10 directly opposite a planned new collector road connecting to the east side of Highway 10 from Mayfield West Phase 1 development area. This intersection is located over 750 metres south of the Old School Road intersection with Highway 10 and could potentially be controlled with traffic signals.

Other new street connections to the Highway 10/Highway 410/Hurontario corridor as currently being constructed are precluded by intersection spacing considerations or watercourse areas. Major roadway changes, probably including new structures would likely be required to provide significant new roadway connections to the study area from the Highway 10/Highway 410/Hurontario corridor.

Paradigm Transportation Solutions Limited Page 28 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

Along Mayfield Road, possible locations for new street connections are limited by intersections spacing considerations to certain mid-block areas. The new street connections should also be planned to be located opposite new street connections on the south side in Brampton or should be well spaced away from these new streets.

Along the existing residential development in Brampton, north of Mayfield Drive, it is noted that there are several possible street connections to the existing streets. These are located at Virginia Drive, Robertson Davies Drive and to Collingwood Avenue opposite Humberside Avenue. These opportunities should be further discussed with the City of Brampton.

Along McLaughlin Road, Chinguacousy Road and Old School Road the possible locations for new street connections are restricted by spacing considerations as well as the locations of watercourse crossings. At watercourse crossings, new street connections should be located outside the watercourse area and should meet sight distance requirements. This will generally mean that new intersections will need to be located some distance back from the watercourse area although there may be specific instances where the intersection could be at a roadway crest that offers sufficient sight distance and is also clear of the actual watercourse area.

Based on the foregoing considerations, the opportunities and constraints related to new roadway connections to the existing network are outlined in Figure 4.2.

Paradigm Transportation Solutions Limited Page 29 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

FIGURE 4.2: ROADWAY CONNECTIONS OPPORTUNITIES AND CONSTRAINTS

LEGEND Possible New Street Intersection Opportunity Possible New Street Intersection Locations No Intersection or Poor D R Location L O O H C S D L O 1000 m 1000 500 m 500 0 m 0

Scale

A further consideration for the future roadway plan for the study area is the existing Orangeville Rail Line running north – south between Hurontario Street and McLaughlin Road. While roadway crossings of this line should be minimized due to cost, regulatory constraints and traffic safety considerations, some crossings will be required to ensure the overall integrity of the neighbourhood and to maintain continuity of the road network. As a general guideline, if urban development extends to the entire development area (i.e., north to Old School Road), it is suggested that provision be made for two crossings of the rail line, one south of and one north of Etobicoke Creek. Since these crossings would likely be streets that would accommodate bicycle routes and future bus routes, these crossings should be collector roads.

Paradigm Transportation Solutions Limited Page 30 Mayfield West Phase Two Secondary Plan Transportation Impact Study Part A Existing Conditions

It is recommended that the land use concepts for the study area include internal collector roadways. The purpose of the collector roadways is to accommodate local area traffic to and from the arterial roadway network. Also, collector roadways should be planned to enable future bus services to be provided in an efficient and effective manner. Collector roads may also be used to provide designated bicycle routes to and from the development area. Considerations in developing collector road include the following considerations:

The collector roads should provide connections to the existing established arterial road network including the Highway 10/Hurontario corridor, Mayfield Road, McLaughlin Road, Chinguacousy Road and possibly to Old School Road.

The collector roads should be continuous within the study area but should not provide major direct routes that would attract traffic from arterial routes.

The limited opportunities for crossings of the rail line and the major watercourses should be utilized by collector roads.

The collector roads should provide reasonable connectivity between the planned urban neighbourhoods to the east (Mayfield West Phase One) and the south (City of Brampton). This would mean that the collector connections to Mayfield Road and Highway 10 should be aligned with similar existing or planned streets on the opposite side.

Collector roads should be planned to provide reasonable walking distance coverage to future development for possible future bus routes. Typically it is desireable that most new development is within 400 metres of a future bus route.

The collector roads should be located so that expansion for possible future development to the north or west is not unnecessarily precluded.

It should also be noted that the Region of Peel in partnership with the Town of Caledon and the other municipalities has been actively planning new travel demand management (TDM) measures. These measures are aimed at reducing single occupant vehicle travel and generally reducing reliance on automobile travel. One of the initiatives has been the development of carpool lots along major transportation corridors to facilitate the formation of carpools for travel on congested corridors. Development of a carpool facility along the Highway 10 corridor north of the connection to Highway 410 has been identified as a possible TDM project. While specific location plans have not been developed at this stage, further investigation of a possible Highway 10 carpool facility is anticipated in future.

Paradigm Transportation Solutions Limited Page 31

Appendix A

Existing Traffic Volumes

FIGURE A.1: EXISTING WEEKDAY AM PEAK HOUR VOLUMES 464 1005 121 413 42 24 43 Existing AM Old School Road

68 59 324 302 489 1454 Hurontario Street Hurontario Mississauga Mississauga Road 88 134 548 368 412 452 678 327 398 Mayfield Road Mayfield Road

504 615 824 1014 822 496 507 592 132 1163 1312 Hwy 410 NB Off Ramp Off NB 410 Hwy 317 593 246 292 1494 1030 1276 Sandalwood Pkwy Sandalwood Pkwy Sandalwood Pkwy

1192 1309 1658 1495 1355 882 1326 523 2041 Dixie Dixie Road Hwy 410 NB Off Ramp Off NB 410 Hwy Hurontario Hurontario Street Mississauga Mississauga Road 514 178 597 601 1239 1271 2209 1523 1346 Bovaird Drive Bovaird Drive Bovaird Drive

1006 2168 2287 1487 2080 1888 1257 1087 1878 1255 429 405 521

Hwy 410 NB Off Ramp Off NB 410 Hwy

FIGURE A.2: EXISTING WEEKDAY PM PEAK HOUR VOLUMES 159 495 402 791 81 102 234 Existing PM Old School Road

35 25 44 90 154 761 Hurontario Street Hurontario Mississauga Mississauga Road 485 362 1253 393 676 824 1954 858 440 Mayfield Road Mayfield Road

334 393 521 775 1577 524 179 2185 346 716 719 Hwy 410 NB Off Ramp Off NB 410 Hwy 723 1195 1428 1605 2725 1432 1342 Sandalwood Pkwy Sandalwood Pkwy Sandalwood Pkwy

1196 1246 1288 1122 1373 1721 565 204 1336 Dixie Dixie Road Hwy 410 NB Off Ramp Off NB 410 Hwy Hurontario Hurontario Street Mississauga Mississauga Road 496 1328 1353 891 1841 1760 3023 1880 1759 Bovaird Drive Bovaird Drive Bovaird Drive

783 2129 2130 1206 2317 1468 704 451 1030 2063 772 1042 1129

Hwy 410 NB Off Ramp Off NB 410 Hwy

FIGURE A.3: EXISTING WEEKDAY AM TURNING MOVEMENT VOLUMES

Existing AM 807 23 438 3 47 5 136 2 11 2 62 3 1 1 8 2 2 4 187 21 18 9 10 17 11 4 2 7 11 11 Old School Road

16 2 3 5 5 48 56 62 57 47 2 1 1 7 1 5 4 1 9 2 6 5 8 11 7 90 34 58 387 104 15 77 357 55 15 5 33 13 1 9 66 5 7 132 21 13 87 1100 267 107 265 343 320 359 261 104 19 58 111 84 Mayfield Road

40 2 4 10 75 418 468 466 440 474

46 24 9 41 101 66 12 36 57 25 62 69 26 79 27 13 14 64 83 366 Creditview Road Creditview Hurontario Street Hurontario McLaughlin Road Chinquacousy Chinquacousy Road Creditview Road Creditview 20 112 951 249 135 12 54 423 100 46 20 803 18 83 7 244 328 65 43 183 177 144 Sandalwood Pkwy

23 26 30 43 543 1014 153 86 148 46 82 16 57 69 67 33 204 111 202 366 173 1789 288 25 1577 817 82 293 23 383 53 183 171 10 490 9 9 68 41 139 512 766 992 388 934 300 7 210 133 198 Bovaird Drive

19 48 123 95 153 690 689 1058 490 1912

297 14 8 183 272 103 82 77 78 82 79 19 24 176 442 340 305 134 150 123

FIGURE A.4: EXISTING WEEKDAY PM TURNING MOVEMENT VOLUMES

Existing PM 3 35 1 2 102 6 5 468 22 8 15 139 5 7 32 2 2 2 3 95 65 67 65 81 88 10 2 18 19 51 Old School Road

16 2 5 1 1 16 23 24 23 14 3 3 3 6 7 1 6 2 9 3 2 3 2 10 8 83 64 184 379 695 2 54 7 8 103 15 61 518 182 36 100 18 39 6 19 11 20 21 21 212 327 375 391 433 448 58 21 68 88 164 Mayfield Road

76 8 7 13 76 237 337 281 406 253 21 8 15 23 64 86 50 30 69 15 41 13 26 92 94 167 965 182 113 247 CreditviewRoad Hurontario Street Hurontario McLaughlinRoad ChinquacousyRoad CreditviewRoad 181 175 615 74 476 166 98 5 29 342 92 95 111 267 5 270 753 1177 28 176 81 161 Sandalwood Pkwy

29 168 152 339 564 916 45 56 128 75 98 33 866 118 177 383 106 776 164 139 241 766 329 29 691 193 79 54 51 106 438 112 19 168 17 46 5 330 85 169 731 697 716 671 1400 178 6 302 114 191 Bovaird Drive

70 209 372 142 357 608 953 542 536 1699 105 43 24 93 73 20 44 17 220 825 128 200 827 102 186 179 141 380 251 1196