152 miller drive development - barrie hall/planning-and-development...traffic brief for park city...

152 Miller Drive Development City of Barrie

Traffic Brief for

Park City Inc.

Type of Document: Final Report

Project Number: JDE – 18027

Date Submitted: April 20

th, 2018

_______________________________________ 04/20/18 John Northcote, P.Eng. Professional License #: 100124071

JD Northcote Engineering Inc. 86 Cumberland Street

Barrie, ON (705) 725-4035

www.JDEngineering.ca

Park City Inc. 152 Miller Drive Development

JDE-18027 Date: April 20

th, 2018

ii

Legal Notification This report was prepared by JD Northcote Engineering Inc. for the account of Park City Inc. Any use which a third party makes of this report, or any reliance on or decisions to be made based on it, are the responsibility of such third parties. JD Northcote Engineering Inc. accepts no responsibility for damages, if any, suffered by any third party as a result of decisions made or actions based on this project.



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Table of Contents

1 Introduction ............................................................................................................................. 1

1.1 Background............................................................................................................................... 1

1.2 Study Scope and Objectives .................................................................................................... 1

2 Information Gathering ............................................................................................................ 3

2.1 Street and Intersection Characteristics .................................................................................... 3

2.2 Other Developments within Study Area ................................................................................... 3

2.3 Traffic Counts ........................................................................................................................... 4

2.4 Proposed Development Traffic Generation .............................................................................. 7

2.5 Traffic Assignment .................................................................................................................... 7

2.6 Total Horizon Year Traffic Volumes with the Proposed Development ..................................... 7

3 LOS Analysis........................................................................................................................... 9

3.1 Introduction ............................................................................................................................... 9

3.2 Total (2019) Intersection Operation ........................................................................................ 10

3.3 Sight Distance Review ............................................................................................................ 11

3.4 Site Access ............................................................................................................................. 11

3.5 Active Transportation Review ................................................................................................. 11

4 Summary ............................................................................................................................... 12

List of Tables Table 1 – Estimated Traffic Generation of Proposed Development ....................................................... 7 Table 2 – Level of Service Criteria for Intersections............................................................................. 10 Table 3 – Total (2019) LOS .................................................................................................................. 11

List of Figures Figure 1 – Proposed Site Location and Study Area ............................................................................... 2 Figure 2 – Miller Development Traffic Assignment (2019) ..................................................................... 4 Figure 3 – Background (2019) Peak Hour Traffic Volumes ................................................................... 6 Figure 4 – Traffic Assignment for Proposed Development .................................................................... 8 Figure 5 – Total (2019) Traffic Volumes ................................................................................................. 9



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List of Appendices APPENDIX A – Site Plan APPENDIX B – Traffic Count Data APPENDIX C – Miller Development TIS Excerpts APPENDIX D – Left Turn Warrants APPENDIX E – Synchro Analysis Output – Total (2019) Traffic Volumes APPENDIX F – ITE Trip Generation Excerpts



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1 Introduction

1.1 Background

Park City Inc. [the Developer] is proposing to construct a residential development consisting of 71 townhouse units and 4 semi-detached units. The subject site is located on the west side of Miller Drive, between Edgehill Drive and Ruffet Drive, in the City of Barrie [City]. The subject site is municipally known as 152 and 156 Miller Drive. The proposed development will have a single full-movement access driveway [Site Access] onto Miller Drive. The Developer has retained JD Northcote Engineering Inc. [JD Engineering] to prepare this traffic brief in support of the Official Plan and Zoning Bylaw amendment applications.

1.2 Study Scope and Objectives

Figure 1 illustrates the location of the subject site and study area intersections in relation to the surrounding area. The Site Plan by Innovative Planning Solutions is shown in Appendix A. Based on discussions with the City Transportation Department, the purpose of this traffic brief is to identify the potential impacts to traffic flow at the development access (Miller Drive / Site Access). The analysis includes a review of the projected (2019) plus proposed traffic volumes during the morning [AM] and afternoon [PM] peak hour.



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Figure 1 – Proposed Site Location and Study Area



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2 Information Gathering

2.1 Street and Intersection Characteristics

Miller Drive is a minor collector road with a 2-lane rural cross-section under the jurisdiction of the City. There are no sidewalks on either side of Miller Drive at the subject site; however, there is a sidewalk on the east side of Miller Drive starting at a location approximately 205 metres south of the subject site. Miller Drive has a posted speed limit of 50km/h in the study area. Miller Drive is under jurisdiction of the City. The No. 5 Edgehill bus route travels along Miller Drive, southbound from Edgehill Drive to Sproule Drive, directly past the subject site, with service every half hour between 5:45 am and 9:45 pm Monday through Friday. There is an existing bus stop at the northeast corner of the intersection of Miller Drive / Edgehill Drive and on the west side of Miller Drive, south of Ruffet Drive. The City’s Multi-Modal Active Transportation Master Plan (dated January 2014) [MMATMP] identifies bike lanes along the entire length of Miller Drive by 2031. The MMATMP also identifies a connection between the Trans-Canada Pipeline Trail and the Trans-Canada Trail, west of the subject site as planned in the Simcoe Trails Strategy.

2.2 Other Developments within Study Area

Through our discussions with the City planning staff, the proposed development on site municipally known as 20/30/40 Miller Drive [Miller Development] is the only other proposed development in the study area that would generate notable additional traffic. The Miller Development is located south of the subject site and is bound by Miller Street to the east and existing commercial lands to the south and west. The Miller Development includes the construction of 185 residential units and a 283sq.m. (3,049sq.ft.) commercial building. It is anticipated that the Miller Development will fully occupied and built-out prior to the 2019 horizon year. JD Engineering prepared the 20/30/40 Miller Drive Development traffic impact study [TIS] (dated November 2015) [Miller Development TIS]. For the purpose of this report, the traffic assignment for the Miller Development has been estimated based on the Miller Development TIS (excerpts provided in Appendix B). Figure 2 illustrates the traffic assignment within the study area by the Miller Development for the build-out scenario in the AM and PM peak hour.



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Figure 2 – Miller Development Traffic Assignment (2019)

2.3 Traffic Counts

JD Engineering has obtained detailed turning movement traffic and pedestrian counts from the City for the intersection of Miller Drive / Sproule Drive from March 2, 2017. Detailed traffic count data can be found in Appendix C. The peak hours of traffic generation for the above-noted intersection generally aligned with the anticipated peak hour of traffic generation by the proposed development. There are primarily existing residential developments along Miller Drive between Sproule Drive and the subject site. Ruffet Drive is a side street east of Miller Drive north of Sproule Drive, that provides access for existing residential developments east of Miller Drive onto Miller Drive. In order to be conservative, the traffic volume on Miller Drive at the proposed Site Access intersection has been assumed to be equal to the volume of traffic at the north leg of the Miller Drive / Sproule Drive intersection. Traffic data on the Discover Barrie website indicates that there has been essentially no annual growth in average daily traffic [ADT] volume between 2005 (3,703 vehicles) and 2013 (3,729 vehicles). Furthermore, the Emme travel model data from the MMATMP indicates that there is essentially no annual growth for both AM (-2.8%/year) and PM (-2.3%/year) peak hours along Miller Drive.



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In order to be conservative, we operated on an assumption of 1% background traffic growth. The background growth rate has been used to factor the 2017 traffic counts to an equivalent 2019 traffic volume. The additional traffic noted in Section 2.2 has been added to the background traffic in addition to the 1% per annum increase. Ultimately, Sproule Drive will connect with Ferndale Drive at the east end. This will result in a change in the traffic pattern in the neighborhood; however, the impact of the change at the Subject Site is expected to be minor. Figure 3 summarizes the Background (2019) AM and PM peak hour traffic volumes at the Site Access on Miller Drive.



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Figure 3 – Background (2019) Peak Hour Traffic Volumes



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2.4 Proposed Development Traffic Generation

The Institute of Transportation Engineers [ITE] produces a document entitled Trip Generation (10th

Edition), which is used to predict the number of trips associated with new developments. The ITE is a well-recognized agency throughout North America, and has completed numerous studies to identify trip rates associated with various types of developments including retail, residential, recreational, institutional, industrial, and office. The proposed development will include 71 townhouse units and 4 semi-detached units. Utilizing ITE generation rates, the estimated trip generation of the proposed development is shown below in Table 1. The peak traffic generation periods for the proposed development generally align with the AM and PM peak hour traffic on the adjacent streets and intersections. For the purpose of this report we have applied the fitted curve equation for the peak hour of adjacent street traffic, as provided in the ITE Trip Generation Manual (excerpts provided in Appendix F).

Table 1 – Estimated Traffic Generation of Proposed Development

Land Use Units AM Peak Hour PM Peak Hour

IN OUT TOTAL IN OUT TOTAL

Multifamily Housing (Low-Rise) ITE Land Use: 220

75 units 9 28 37 29 17 46

2.5 Traffic Assignment

For the purposes of this study, it has been assumed that all traffic generated by the proposed development will be new traffic and would not be in the study area if the development was not constructed. The distribution of traffic north and south on Miller Dive has been assumed to be equal to the existing distribution of north/south traffic on Miller Drive. Using this traffic distribution pattern, the development traffic assignment for the AM and PM peak hour was calculated and has been illustrated in Figure 4.

2.6 Total Horizon Year Traffic Volumes with the Proposed Development

For the total 2019 horizon year traffic volumes, the proposed development traffic was added to the projected 2019 horizon year traffic volumes. The resulting 2019 horizon year total traffic volume for the weekday AM and PM peak hour can be found in Figure 5.



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Figure 4 – Traffic Assignment for Proposed Development



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Figure 5 – Total (2019) Traffic Volumes

3 LOS Analysis

3.1 Introduction

The intersection performance was measured using the traffic analysis software, Synchro 9, a deterministic model that employs Highway Capacity Manual and Intersection Capacity Utilization methodologies for analyzing intersection operations. These procedures are accepted by provincial and municipal agencies throughout North America. The intersection operations were evaluated in terms of the level of service (LOS). Level of service is a common measure of the quality of performance at an intersection and is defined in terms of vehicular delay. This delay includes deceleration delay, queue move-up time, stopped delay, and acceleration delay. LOS is expressed on a scale of A through F, where LOS A represents very little delay (i.e. less than 10 seconds per vehicle) and LOS F represents very high delay (i.e. greater than 50 seconds per vehicle for a stop sign controlled intersection and greater than 80 seconds per vehicle for a signalized intersection). The LOS criteria for signalized and stop sign controlled intersections are shown in Table 2. A description of traffic performance characteristics is included for each LOS. In order to identify potential operational deficiencies that may require improvement, it has been assumed that individual



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turning movements operating under a marginal LOS E or a poor LOS F must be addressed with intersection improvements. Intersections and individual turning movements have also been evaluated according to the volume to capacity [v/c] ratio. According to the City of Barrie Guidelines for Traffic Impact Studies, a v/c ratio of 0.85 or greater represents a “problem” intersection or individual turning movement. Turning movements that that are considered deficient based on these criteria have been highlighted in the LOS tables.

Table 2 – Level of Service Criteria for Intersections

LOS LOS Description Control Delay (seconds per vehicle)

Signalized Intersections

Stop Controlled Intersections

A Very low delay; most vehicles do not stop (Excellent) less than 10.0 less than 10.0

B Higher delay; more vehicles stop (Very Good) between 10.0 and 20.0 between 10.0 and 15.0

C Higher level of congestion; number of vehicles stopping is significant, although many still pass through intersection without stopping (Good)

between 20.0 and 35.0 between 15.0 and 25.0

D Congestion becomes noticeable; vehicles must

sometimes wait through more than one red light; many vehicles stop (Satisfactory)

between 35.0 and 55.0 between 25.0 and 35.0

E Vehicles must often wait through more than one red light; considered by many agencies to be the limit of

acceptable delay between 55.0 and 80.0 between 35.0 and 50.0

F This level is considered to be unacceptable to most drivers; occurs when arrival flow rates exceed the

capacity of the intersection (Unacceptable) greater than 80.0 greater than 50.0

3.2 Total (2019) Intersection Operation

An analysis was completed for left turn movement on Miller Drive at the Site Access. Based on the criteria outlined in Section E.9.1 of the Ontario Ministry of Transportation [MTO] Geometric Design Guidelines for Ontario Highways [GDGOH] left turn lanes are not warranted (results are provided in Appendix D). For right turn movements, the criteria outlined in Section E.7 of the MTO GDSOH was applied. Based on this criterion, right turn lanes are not warranted on Miller Drive at the Site Access. The results of the LOS analysis for the Total (2019) traffic volumes during the AM and PM peak period can be found below in Table 3. For the purpose of this analysis it was assumed that the Site Access intersection will be unsignalized t-intersection with a single lane for all turning movements in each direction and stop control for eastbound vehicles exiting the site. Detailed output of the Synchro analysis can be found in Appendix E. The results of the LOS analysis indicate that Site Access will operate at an excellent LOS for all turning movements. No additional improvements are required at the proposed intersection.



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Table 3 – Total (2019) LOS

Location (N-S Street / E-W Street)

Period Parameters Turning Movement

Overall Intersection NB EB WB SB

Site Access / Miller Drive

AM Peak Hour

V/C Ratio 0.00 0.03 - - -

Control Delay 0.5 9.0 - - 1.8

LOS A A - - A

PM Peak Hour

V/C Ratio 0.01 0.02 - - -

Control Delay 1.3 9.3 - - 1.3

LOS A A - - A

3.3 Sight Distance Review

A review of the available sight distance for the Site Access was completed as part of this analysis. The sight distance north and south of the proposed Site Access for egress movements is significantly greater than the minimum stopping sight distance requirements as identified in the Transportation Association of Canada Geometric Design Guidelines for Canadian Roads [TAC Guidelines] for a design speed of 60km/h (85 metres).

3.4 Site Access

The site access will operate efficiently as a full-movement access, with on-way stop control for eastbound movements. No lane improvements are recommended on Miller Drive at the Site Access. A single eastbound and westbound lane at the Site Access driveway will provide the necessary capacity to service the proposed development. The proposed spacing between the Edgehill Drive and the Site Access (measured edge of road to edge of driveway) is 112 metres, which exceeds the suggested minimum corner clearance requirements as identified in the TAC Guidelines – Figure 8.8.2 (Suggested Minimum Corner Clearances to Accesses or Public Lanes at Major Intersections, for the unsignalized condition of the intersection – 20 metres). The proposed spacing between the Site Access and Ruffet Drive (measure edge of edge of driveway to edge of road) is 190 metres, which exceeds the suggested minimum corner clearance requirements as identified in the TAC Guidelines – Figure 8.8.2 (Suggested Minimum Corner Clearances to Accesses or Public Lanes at Major Intersections, for the unsignalized condition – 20 metres.

3.5 Active Transportation Review

There is currently no dedicated pedestrian or cycling infrastructure on Miller Drive, adjacent to the proposed development. Pedestrians and cyclists from the subject site would be required to share the existing road network with all users. As noted in Section 2.1, the MMATMP identifies bike lanes along the entire length of Miller Drive by 2031. The MMATMP also identifies a connection between the Trans-Canada Pipeline Trail and the Trans-Canada Trail, west of the subject site as planned in the Simcoe Trails Strategy. The proposed development includes a sidewalk along all driveways internal to the subject site. It is recommended that the proposed development include an internal connection to the existing gravel trail west of Miller Drive, which intersects with Miller Drive at Ruffet Drive. This will provide an active transportation connection with the existing sidewalk network on Ruffet Drive and Miller Drive, which



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provides branching access throughout the City. This will also provide pedestrian access to the No. 5 bus stop on the west side of Miller Drive, south of Ruffet Drive. It is also recommended that the City investigate the opportunity to construct a continuous sidewalk along the entire length of Miller Drive.

4 Summary

The Developer retained JD Engineering to complete a Traffic Brief in support of the Official Plan and Zoning Bylaw amendment applications for the proposed residential development of the properties municipally known as 152 and 156 Miller Drive, in the City of Barrie. The proposed draft plan is shown in Appendix A. This chapter summarizes the conclusions and recommendations from the study.

1. The Developer is proposing to construct a residential development consisting of 71 townhouse units and 4 semi-detached units.

2. The proposed development is expected to generate a total of 37 AM and 46 PM peak hour trips.

3. Background traffic and pedestrian counts were obtained from the City for the intersection of Miller Drive / Sproule Drive.

4. An estimate of the amount of traffic that would be generated by the Subject Site was prepared and assigned to the study area streets and intersections.

5. The proposed Site Access will operate efficiently as an unsignalized full-movement driveway with one ingress lane and one egress lane. One-way stop control is recommended for the egress movements. No turn geometric lane improvements are warranted on Miller Drive at the Site Access.

6. It is recommended that the proposed development include an internal connection to the existing gravel trail west of Miller Drive, which intersects with Miller Drive at Ruffet Drive.

7. In summary, the proposed development will not cause any operational issues to the local roadway network.



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Appendix B – Miller Development TIS Excerpt

20/30/40 Miller Drive Development City of Barrie

Traffic Impact Study for

The Hedbern Development Corp.

Type of Document: Final Report

Project Number: JDE – 1534

Date Submitted: November 26

th, 2015

_______________________________________ 11/26/15 John Northcote, P.Eng. Professional License #:

JD Northcote Engineering Inc. 86 Cumberland Street

Barrie, ON 705.725.4035

www.JDEngineering.ca

The Hedbern Development Corp. 20/30/40 Miller Dr. Development

JDE-1534 Date: November 26

th, 2015

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Figure 7 – Residential Traffic Assignment for Proposed Development

The Hedbern Development Corp. 20/30/40 Miller Dr. Development

JDE-1534 Date: November 26

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Figure 8 – Commercial Traffic Assignment for Proposed Development

4.3 Total Horizon Year Traffic Volumes with the Proposed Development

For the total (2025) horizon year traffic volumes, the proposed residential and commercial development traffic was added to the projected (2025) traffic volumes. The resulting total (2025) horizon year total traffic volume for the AM and PM peak hour can be found in Figure 9.



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Appendix C – Traffic Count Data

Trans-Plan Transportation Inc.

L T R L T R L T R L T R L T R L T R L T R L T R L T R L T R L T R L T R7:15 0 11 0 0 2 0 0 0 0 0 13 21 0 0 0 0 0 0 0 0 0 21 0 3 6 0 0 2 0 0 0 0 11 0 0 0 0 0 0 0 0 0 0 0 457:30 0 12 0 1 1 0 0 0 0 0 14 24 0 1 1 0 0 0 0 0 2 26 0 2 7 0 2 1 0 0 0 0 12 0 0 0 0 0 0 0 0 0 0 0 527:45 0 24 0 0 0 0 0 0 0 0 24 37 0 1 6 0 0 0 0 0 0 44 0 4 8 0 0 1 0 0 0 0 13 0 0 0 0 0 0 0 0 0 0 0 818:00 0 10 0 2 0 0 0 0 0 0 12 26 0 0 1 0 0 0 0 0 1 27 0 3 12 0 0 0 0 0 0 0 15 0 0 0 0 0 0 0 0 0 0 0 548:15 0 11 0 0 0 0 0 0 0 0 11 20 0 1 1 0 1 0 0 0 0 23 0 8 10 0 0 0 0 0 0 0 18 0 0 0 0 0 0 0 0 0 0 0 528:30 0 17 0 3 2 0 0 0 0 0 22 23 0 1 1 0 1 0 0 0 0 26 0 6 11 0 1 6 0 0 0 0 24 0 0 0 0 0 0 0 0 0 0 0 728:45 0 10 0 0 0 0 0 0 0 0 10 26 0 0 1 0 0 0 0 0 0 27 0 5 8 0 0 0 0 0 0 0 13 0 0 0 0 0 0 0 0 0 0 0 509:00 0 6 0 1 0 0 0 0 0 0 7 16 0 1 0 0 0 0 0 0 0 17 0 4 5 0 0 1 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 0 34MD11:15 0 12 0 0 0 0 0 0 0 0 12 15 0 0 1 0 0 0 0 0 0 16 0 7 8 0 0 0 0 0 0 0 15 0 0 0 0 0 0 0 0 0 0 0 4311:30 0 10 0 2 1 0 0 0 0 0 13 12 0 1 0 0 0 0 0 0 0 13 0 9 8 0 1 0 0 0 0 0 18 0 0 0 0 0 0 0 0 0 0 0 4411:45 0 7 0 0 0 0 0 0 0 0 7 19 0 0 0 0 0 0 0 0 0 19 0 11 8 0 4 0 0 0 0 0 23 0 0 0 0 0 0 0 0 0 0 0 4912:00 0 10 0 1 2 0 0 0 0 0 13 8 0 0 2 0 0 0 0 0 0 10 0 9 7 0 3 0 0 0 0 0 19 0 0 0 0 0 0 0 0 0 0 0 4212:15 0 12 0 0 1 0 0 0 0 0 13 5 0 0 0 0 0 0 0 0 0 5 0 8 6 0 3 0 0 0 0 0 17 0 0 0 0 0 0 0 0 0 0 0 3512:30 0 11 0 2 0 0 0 0 0 0 13 11 0 3 0 0 0 0 0 0 0 14 0 5 10 0 2 0 0 0 0 0 17 0 0 0 0 0 0 0 0 0 0 0 4412:45 0 12 0 0 1 0 0 0 0 0 13 12 0 0 0 0 0 0 0 0 0 12 0 16 16 0 0 1 0 0 0 0 33 0 0 0 0 0 0 0 0 0 0 0 5813:00 0 19 0 0 0 0 0 0 0 0 19 9 0 0 0 0 0 0 0 0 0 9 0 6 15 0 0 0 0 0 0 0 21 0 0 0 0 0 0 0 0 0 0 0 4913:15 0 10 0 1 2 0 0 0 0 0 13 16 0 0 2 0 1 0 0 0 0 19 0 7 13 0 0 0 0 0 0 0 20 0 0 0 0 0 0 0 0 0 0 0 5213:30 0 11 0 1 0 0 0 0 0 0 12 14 0 0 0 0 0 0 0 0 0 14 0 7 10 0 0 1 0 0 0 0 18 0 0 0 0 0 0 0 0 0 0 0 4413:45 0 3 0 0 0 0 0 0 0 0 3 11 0 0 0 0 0 0 0 0 0 11 0 12 8 0 1 1 0 0 0 0 22 0 0 0 0 0 0 0 0 0 0 0 3614:00 0 2 0 1 0 0 0 0 0 0 3 10 0 0 0 0 0 0 0 0 0 10 0 11 13 0 0 0 0 0 0 0 24 0 0 0 0 0 0 0 0 0 0 0 37PM15:15 0 14 0 1 0 0 0 0 0 0 15 14 0 0 0 0 0 0 0 0 0 14 0 7 16 0 0 0 0 0 0 0 23 0 0 0 0 0 0 0 0 0 0 0 5215:30 0 14 0 0 0 0 0 0 0 0 14 6 0 1 0 0 0 0 0 0 0 7 0 14 21 0 0 0 0 0 0 0 35 0 0 0 0 0 0 0 0 0 0 0 5615:45 0 10 0 2 0 0 0 0 0 0 12 22 0 0 5 0 0 0 0 0 0 27 0 17 22 0 0 0 0 0 0 0 39 0 0 0 0 0 0 0 0 0 0 0 7816:00 0 15 0 1 1 0 0 0 0 0 17 17 0 2 2 0 0 0 0 0 0 21 0 18 24 0 0 1 0 0 0 0 43 0 0 0 0 0 0 0 0 0 0 0 8116:15 0 11 0 0 0 0 0 0 0 0 11 10 0 0 1 0 0 0 0 0 0 11 0 14 22 0 1 3 0 0 0 0 40 0 0 0 0 0 0 0 0 0 0 0 6216:30 2 14 0 0 1 0 0 0 0 0 17 13 0 0 0 0 0 0 0 0 0 13 0 12 32 0 0 0 0 0 0 0 44 0 0 0 0 0 0 0 0 0 0 0 7416:45 2 18 0 1 0 0 0 0 0 0 21 7 0 1 0 0 0 0 0 0 0 8 0 7 35 0 0 0 0 0 0 0 42 0 0 0 0 0 0 0 0 0 0 0 7117:00 1 17 0 0 0 0 0 0 0 0 18 20 0 2 0 0 0 0 0 0 2 22 0 20 34 0 0 0 0 0 0 0 54 0 0 0 0 0 0 0 0 0 0 0 9417:15 0 14 0 1 0 0 0 0 0 0 15 17 0 1 0 0 0 0 0 0 1 18 0 16 28 0 0 0 0 0 0 0 44 0 0 0 0 0 0 0 0 0 0 0 7717:30 0 25 0 0 0 0 0 0 0 0 25 22 0 0 0 0 0 0 0 0 4 22 0 19 26 0 0 0 0 0 0 0 45 0 0 0 0 0 0 0 0 0 0 0 9217:45 0 9 0 1 1 0 0 0 0 0 11 18 0 0 0 0 0 0 0 0 0 18 0 16 20 0 0 0 0 0 0 0 36 0 0 0 0 0 0 0 0 0 0 0 6518:00 2 9 0 1 0 0 0 0 0 0 12 10 0 0 0 0 0 0 0 0 0 10 0 12 19 0 1 0 0 0 0 0 32 0 0 0 0 0 0 0 0 0 0 0 54

Grand TotalTotal PedsPeds

WEST APPROACHCYCLISTSTRUCKSCARCYCLISTS

NORTH APPROACHTotalTRUCKS CYCLISTSTRUCKS Total

Site ID Code:

Municipality:Count Date:Weather and Temperature:

Miller Drive and Sproule DriveBarrie, OntarioThursday, March 2, 2017Sunny, 10 Degrees

Intersection Location:

Surveyor:

EAST APPROACH SOUTH APPROACH

TP

Peds CAR TRUCKSAM CYCLISTSCAR Total CARPeds

Turning Movement Count DiagramMiller Drive and Sproule DriveBarrie, Ontario Thursday, March 2, 2017

7:30 to 8:30 12:15 to 13:15

Miller Drive Miller DriveNorth Total 96 East Total 173 North Total 98 East Total 112

North Entering 69 Cyclists 0 0 0 East Entering 120 North Entering 58 Cyclists 0 0 0 East Entering 54North Receiving 27 Truck 0 2 5 East Receiving 53 North Receiving 40 Truck 0 3 3 East Receiving 58

North Peds 0 Cars 0 62 0 East Peds 1 North Peds 0 Cars 0 52 0 East Peds 0

0 0 0 3 2 0 0 0 0 3 1 00 0 0 0 0 0 0 0 0 0 0 00 0 0 106 9 0 0 0 0 48 2 0

West Total 0 0 21 41 South Total 249 West Total 0 0 34 54 South Total 196West Entering 0 0 1 7 South Entering 70 West Entering 0 0 2 1 South Entering 91

West Receiving 0 0 0 0 South Receiving 179 West Receiving 0 0 0 0 South Receiving 105West Peds 0 South Peds 0 West Peds 0 South Peds 0

16:30 to 17:30

Miller Drive Miller DriveNorth Total 145 East Total 198 North Total 788 East Total 1090

North Entering 79 Cyclists 0 0 0 East Entering 70 North Entering 435 Cyclists 0 0 0 East Entering 554North Receiving 66 Truck 0 0 2 East Receiving 128 North Receiving 353 Truck 0 15 23 East Receiving 536

North Peds 0 Cars 0 74 3 East Peds 7 North Peds 0 Cars 0 390 7 East Peds 10

0 0 0 4 0 0 0 0 0 16 3 00 0 0 0 0 0 0 0 0 0 0 00 0 0 66 0 0 0 0 0 511 24 0

West Total 0 0 62 123 South Total 325 West Total 0 0 315 488 South Total 1780West Entering 0 0 0 0 South Entering 185 West Entering 0 0 19 18 South Entering 840

West Receiving 0 0 0 0 South Receiving 140 West Receiving 0 0 0 0 South Receiving 940West Peds 0 South Peds 0 West Peds 0 South Peds 0

Spro

ule

Drive

Spro

ule

Drive

PM Peak Hour: Total 8-Hour Count

Spro

ule

Drive

Spro

ule

Drive

Intersection ID: Date:

AM Peak Hour: MD Peak Hour:

Intersection: Municipality:



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Appendix D Left Turn Warrants

userText BoxMiller Drive / Site AccessTotal 2019 - NorthboundPM Peak Hour - Critical Case

userLine

userLine



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Appendix E Synchro Analysis Output – Total (2019) Traffic Volumes

152 Miller Drive HCM Unsignalized Intersection Capacity Analysis

1: Site Access & Miller Drive Total (2019) AM Peak Hour

JD Engineering Synchro 9 Report

04/20/2018

Movement EBL EBR NBL NBT SBT SBR

Lane Configurations

Traffic Volume (veh/h) 8 19 3 40 76 7

Future Volume (Veh/h) 8 19 3 40 76 7

Sign Control Stop Free Free

Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92

Hourly flow rate (vph) 9 21 3 43 83 8

Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage

Right turn flare (veh)

Median type None None

Median storage veh)

Upstream signal (m)

pX, platoon unblocked

vC, conflicting volume 136 87 91

vC1, stage 1 conf vol


vCu, unblocked vol 136 87 91

tC, single (s) 6.4 6.2 4.1

tC, 2 stage (s)

tF (s) 3.5 3.3 2.2

p0 queue free % 99 98 100

cM capacity (veh/h) 861 977 1517

Direction, Lane # EB 1 NB 1 SB 1

Volume Total 30 46 91

Volume Left 9 3 0

Volume Right 21 0 8

cSH 939 1517 1700

Volume to Capacity 0.03 0.00 0.05

Queue Length 95th (m) 0.8 0.0 0.0

Control Delay (s) 9.0 0.5 0.0

Lane LOS A A

Approach Delay (s) 9.0 0.5 0.0

Approach LOS A

Intersection Summary

Average Delay 1.7

Intersection Capacity Utilization 14.6% ICU Level of Service A

Analysis Period (min) 15

152 Miller Drive HCM Unsignalized Intersection Capacity Analysis

1: Site Access & Miller Drive Total (2019) PM Peak Hour

JD Engineering Synchro 9 Report

04/20/2018

Movement EBL EBR NBL NBT SBT SBR

Lane Configurations

Traffic Volume (veh/h) 9 10 12 67 92 15

Future Volume (Veh/h) 9 10 12 67 92 15

Sign Control Stop Free Free

Grade 0% 0% 0%

Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92

Hourly flow rate (vph) 10 11 13 73 100 16

Pedestrians

Lane Width (m)

Walking Speed (m/s)

Percent Blockage

Right turn flare (veh)

Median type None None

Median storage veh)

Upstream signal (m)

pX, platoon unblocked

vC, conflicting volume 207 108 116



vCu, unblocked vol 207 108 116

tC, single (s) 6.4 6.2 4.1

tC, 2 stage (s)

tF (s) 3.5 3.3 2.2

p0 queue free % 99 99 99

cM capacity (veh/h) 779 951 1485

Direction, Lane # EB 1 NB 1 SB 1

Volume Total 21 86 116

Volume Left 10 13 0

Volume Right 11 0 16

cSH 861 1485 1700

Volume to Capacity 0.02 0.01 0.07

Queue Length 95th (m) 0.6 0.2 0.0

Control Delay (s) 9.3 1.2 0.0

Lane LOS A A

Approach Delay (s) 9.3 1.2 0.0

Approach LOS A

Intersection Summary

Average Delay 1.3

Intersection Capacity Utilization 20.9% ICU Level of Service A

Analysis Period (min) 15



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Appendix F ITE Trip Generation Excerpts

4127800616709319

152 miller drive development - barrie hall/planning-and-development...traffic brief for park city...

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