Traffic Impact Study 6719 Glen Erin Drive, City of Mississauga ...

TRAFFIC IMPACT STUDY

6719 GLEN ERIN DRIVE

CITY OF MISSISSAUGA

PREPARED FOR:

STARWOOD GROUP INC.

PREPARED BY:

C.F. CROZIER & ASSOCIATES INC.

40 HURON STREET

COLLINGWOOD, ON, L9Y 4R3

OCTOBER 2021

CFCA FILE NO. 1886-5590

The material in this report reflects best judgment in light of the

information available at the time of preparation. Any use which

a third party makes of this report, or any reliance on or decisions

made based on it, are the responsibilities of such third parties.

C.F. Crozier & Associates Inc. accepts no responsibility for

damages, if any, suffered by any third party as a result of

decisions made or actions based on this report.

Starwood Group Inc. Traffic Impact Study

6719 Glen Erin Drive, City of Mississauga October 2021

C.F. Crozier & Associates Inc. i

Project No. 1886-5590

Revision Number Date Comments

Rev.0 June 2020 Issued for coordination

Rev.1 August 2020 Issued for First Submission

Rev.2 October 2021 Issued for Second Submission



C.F. Crozier & Associates Inc. ii


1.0 EXECUTIVE SUMMARY Background

C.F. Crozier & Associates Inc. (Crozier) was retained by Starwood Group Inc. to undertake a Traffic

Impact Study (TIS) in support of a Zoning By-Law Amendment (ZBA), Official Plan Amendment (OPA)

and Site Plan Application (SPA)for the proposed residential addition to the site located at 6719 Glen

Erin Drive in the City of Mississauga. This TIS was prepared to address comments from City of

Mississauga Staff regarding the First Submission of the TIS (dated January 7, 2021). The original TIS was

based on the City of Mississauga Traffic Impact Study Guidelines and a term of reference confirmed

in May 2020 by the City of Mississauga Staff.

The development proposal includes keeping the existing 13-storey apartment building (179 units)

and adding a 12-storey apartment building (184 units) as well as four blocks of townhouses (totaling

28 units) on the site. A combined total of 428 parking spaces are proposed and the existing site

access will remain to serve the entire site. The development buildout is in three phases with full

buildout expected before 2025. The proposed residential development is projected to generate a

total of 64 and 73 new two-way auto-trips during the weekday a.m. and p.m. peak hours,

respectively.

Traffic Operations

Under 2020 existing traffic conditions, the signalized intersections of Glen Erin Drive with Aquitaine

Avenue and Shelter Bay Road/ Private Access operates below capacity and at a Level of Service

(LOS) “B” or better during both the weekday a.m. and p.m. peak hours. Similarly, the stop-controlled

site access/private access at Glen Erin Drive operates at a LOS “C” or better.

Under the 2025 future background, the signalized intersections of Glen Erin Drive with Aquitaine

Avenue and Shelter Bay Road/Private Access are projected to operate below capacity and at a

LOS “B” or better during both the weekday a.m. and p.m. peak hours. The stop-controlled minor

connections of the existing site access and private access to Glen Erin Drive are forecast to operate

at a LOS “C” or better during both the a.m. and p.m. peak hours.

Under the 2025 total traffic (includes site generated traffic), the signalized intersections of Glen Erin

Drive with Aquitaine Avenue and Shelter Bay Road/Private Access as well as the stop-controlled site

access at Glen Erin Drive are projected to operate below capacity and at the same LOS as under

the 2025 future background (excludes site generated traffic).

Sensitivity Assessment

A sensitivity assessment incorporating the potential single lane reductions per travel direction on

Glen Erin Drive and Aquitaine Avenue was undertaken for the ultimate study horizon - 2025 total

traffic (includes site generated traffic). The signalized intersections of Glen Erin Drive and Aquitaine

Avenue is forecast to operate a LOS “C” during both a.m. and p.m. peak hours. Glen Erin Drive

intersections with Shelter Bay Road/Private Access as well as the stop-controlled site access at Glen

Erin Drive are projected to operate below capacity and at the same LOS as under the 2025 horizon

(i.e., with or without the lane reductions).



C.F. Crozier & Associates Inc. iii


Site Functionality and TDM Measures

The site further capitalizes on available transportation demand management (TDM) opportunities

through design and implementation of TDM measures to promote the use of transit and active

transportation which is expected to result in a reduction of single occupant vehicle trips at the site.

The existing site access is expected to serve the entire site without any safety issues related to

sightlines, corner clearances, access conflicts and transit operational conflicts. Additionally, the site

can accommodate circulation of the Peel Region front-end waste collection vehicle that is

expected to serve the site. A signal warrant was undertaken at the site access and found not to be

warranted under both scenarios of the Glen Erin Drive (i.e., two or four lanes).

Conclusion and Recommendations

We recommend that the City:

• Consider signal system and or timing plan changes as needed alongside monitoring the

intersection of Glen Erin Drive and Aquitaine Avenue in future to ensure optimal intersection

performance and no safety concerns are introduced.

• Consider including 45m right turn storages on all approaches of the Glen Erin Drive and

Aquitaine Avenue intersection in future should plans to reduce a single lane per travel

direction on both roadway proceed.

• Permit the site access (existing to remain) on Glen Erin Drive as no operational issues are

forecasted.

In conclusion, the traffic generated from the proposed development addition at 6719 Glen Erin

Drive will not materially impact the operations of the boundary road network. The ZBA, OPA and SPA

can be supported from a traffic operations perspective as the boundary road system can

accommodate the increase in traffic volumes attributable to the proposed development. Minor

changes to the site plan will not materially affect the conclusions contained within this Study.



C.F. Crozier & Associates Inc. iv


TABLE OF CONTENTS

1.0 EXECUTIVE SUMMARY ............................................................................................................... II

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

3.0 DEVELOPMENT PROPOSAL ........................................................................................................ 1

4.0 EXISTING CONDITIONS ............................................................................................................. 1

4.1 Study Area .......................................................................................................................... 1

4.2 Boundary Road Network ................................................................................................... 2

4.3 Traffic Data ......................................................................................................................... 2

4.4 Active Transportation Routes ............................................................................................. 3

4.5 Public Transit ....................................................................................................................... 3

4.6 Traffic Modeling .................................................................................................................. 4

4.7 Intersection Operations ..................................................................................................... 4

4.8 Collision History .................................................................................................................. 5

5.0 FUTURE BACKGROUND CONDITIONS ....................................................................................... 5

5.1 Study Horizons .................................................................................................................... 5

5.2 Future Traffic Forecast ........................................................................................................ 5

5.3 Background Developments .............................................................................................. 6

5.4 Future Roadway Improvements ........................................................................................ 6


6.0 SITE GENERATED TRAFFIC .......................................................................................................... 7

6.1 Multi-Modal Trip Distribution .............................................................................................. 7

6.2 ITE Trip Generation ............................................................................................................. 7

6.3 Trip Distribution and Assignment ....................................................................................... 8

7.0 TOTAL TRAFFIC CONDITIONS .................................................................................................... 8


7.2 Sensitivity Assessment ........................................................................................................ 9

7.3 Warrants Assessment ....................................................................................................... 11

7.4 Site Access Safety Review ............................................................................................... 11

7.5 Vehicle Maneuverability and Waste Removal .............................................................. 11

8.0 TRANSPORTATION DEMAND MANAGEMENT REVIEW ............................................................ 12

8.1 Existing and Future TDM opportunities ............................................................................ 12

8.2 Site Specific TDM measures ............................................................................................. 12

8.3 Municipal Mode Share Targets ....................................................................................... 13

8.4 Non-Auto Site Trip Reduction .......................................................................................... 13

9.0 COMMUNITY IMPACTS ........................................................................................................... 13

10.0 CONCLUSIONS AND RECOMMENDATIONS ........................................................................... 13



C.F. Crozier & Associates Inc. v


LIST OF FIGURES Figure 1: Site Location

Figure 2: Site Plan

Figure 3: 2020 Existing Traffic Volumes

Figure 4: Background Development Trips (2700 Aquitaine Avenue)

Figure 5: 2025 Future Background Traffic Volumes

Figure 6: New Site Generated Trip Distribution

Figure 7: New Site Generated Trip Assignment

Figure 8: 2025 Total Traffic Volumes

LIST OF APPENDICES

Appendix A: Correspondence

Appendix B: City of Mississauga Planning Excerpts

Appendix C: Traffic Data

Appendix D: Levels of Service Definitions

Appendix E: Detailed Capacity Analyses

Appendix F: 2700 Aquitaine Avenue TIS Excerpts

Appendix G: Warrant Analysis Sheets

Appendix H: Vehicle Turning and Pavement Marking & Signage Plans



C.F. Crozier & Associates Inc. Page 1


2.0 INTRODUCTION C.F. Crozier & Associates Inc. (Crozier) was retained by Starwood Group Inc. to undertake a Traffic

Impact Study in support of a Zoning By-Law Amendment (ZBA) and Official Plan Amendment (OPA)

for the proposed residential addition to the site located at 6719 Glen Erin Drive in the City of

Mississauga. The purpose of the study is to assess the impacts of the proposed development on the

boundary road network and to recommend required mitigation measures, if warranted.

This study was completed in accordance with the procedures set out in the City of Mississauga

Traffic Impact Study Guidelines. Additionally, the scope of work and terms of reference were

confirmed with City of Mississauga via email correspondence between Peter Apasnore (Crozier)

and Lahini Senthil-Kumaran (City of Mississauga) in May 2020. Furthermore, comments from Xinyi

Chen (City of Mississauga) regarding the First Submission of this TIS were incorporated into this new

submission. Refer to Appendix A for relevant correspondence.

3.0 DEVELOPMENT PROPOSAL The development proposal includes adding a 12-storey apartment building (184 units) and four

blocks of townhouses with a total of 28 units on the site. The existing 13-storey apartment building

and its 179 units will remain. A combined total of 428 parking spaces are proposed at grade and

below grade (two levels) to serve the entire site. The development will be completed in three

phases and has an anticipated full buildout before 2025.

As illustrated on the site plan prepared by IBI Group Architects Inc., the development will be

completed as follows:

• Phase One: Demolish the existing at-grade parking lot (44 spaces) and keep the existing 179-

unit apartment and existing parking structure of 225 spaces.

• Phase Two: Demolish the existing parking structure of 225 spaces. Addition of four blocks of

townhouses (28 units), 15 surface parking spaces and two underground levels of parking (282

spaces) on the east side of the property.

• Phase Three: Complete the proposed 12-storey apartment building (184 units) and addition

of one level underground parking (131 spaces) on the west side of the property. Thus, a total

parking supply of 428 parking spaces for the entire site.

The existing site access at Glen Erin will be maintained to serve the entire site. Refer to Figure 2 for

the site plan.

4.0 EXISTING CONDITIONS

4.1 Study Area

The subject land covers an area of approximately 1.8 ha and is currently occupied by a 13-storey

residential apartment building, a two-level parking structure (225 spaces) and a ground level

parking lot (44 spaces). Per schedule B of the City of Mississauga Zoning By-Law 0225-2007, the

property is categorized as Residential Zone “RA4”. Relevant zoning map excerpts are provided in

Appendix B.





The property, located in a residential neighbourhood, is bounded by residential townhouses to the

north, Maplewood Park Pathway to the east, Aquitaine Avenue to the south and Glen Erin Drive to

the west. Refer to Figure 1 for the site location.

4.2 Boundary Road Network

The City of Mississauga TIS guidelines requires the study area to include intersections at which the

peak hour site traffic comprises 5% or greater of the existing capacity on an intersection approach.

Based on this criterion, a study of the intersection of Glen Erin Drive with Aquitaine Avenue, Shelter

Bay Road and the existing site access is sufficient. The study intersections were further confirmed by

the City staff via email correspondence included in Appendix A.

Glen Erin Drive is a north-south roadway with a posted speed limit of 50 km/h for both travel

directions. The segment of Glen Erin Drive fronting the site (i.e. within the study area) consists of two

through lanes in each direction and a two-way left turn centre median lane for the segment north

of Aquitaine Avenue. Glen Erin Drive is under the jurisdiction of the City of Mississauga and is

classified as a major collector roadway per schedule 5 of the City of Mississauga Official Plan. There

is a concrete sidewalk located on each side of the roadway, separated from the travel lanes by a

boulevard strip.

Aquitaine Avenue is an east-west roadway with a posted speed limit of 50 km/h for both travel

directions. The segment of Aquitaine Avenue fronting the site (i.e. within the study area) consists of

two through lanes in each direction. Aquitaine Avenue is under the jurisdiction of the City of

Mississauga and is classified as a major collector roadway per schedule 5 of the City of Mississauga

Official Plan. There is a concrete sidewalk located on each side of the roadway separated from the

travel lanes by a boulevard strip.

Shelter Bay Road has a posted speed limit of 40 km/h and the segment within the study area has

been ascribed an east-west orientation in this study. Shelter Bay Road consists of one lane per travel

direction. The road is under the jurisdiction of the City of Mississauga and is classified as a minor

collector roadway per schedule 5 of the City of Mississauga Official Plan. There is a concrete

sidewalk located on each side of the road separated from the travel lanes by a boulevard strip.

The four-legged intersection of Glen Erin Drive and Aquitaine Avenue is signalized and coordinated

with adjacent intersection along Aquitaine Avenue. All four approaches at the intersection consist

of an exclusive left-turn lane, a single exclusive through lane and a shared through/right-turn lane.

The four-legged intersection of Glen Erin Drive and Shelter Bay Road/Private Access (to adjacent

Maple Park residence) is signalized. The north and south approaches (Glen Erin Drive) at the

intersection consist of an exclusive left-turn lane, a single exclusive through lane and a shared

through/right-turn lane. The east and west approaches have single shared lanes.

4.3 Traffic Data

At the time of this study, an ongoing global pandemic has changed typica travel patterns.

Consequently, traffic counts were not undertaken as traffic on the boundary road network will not

be reflective of typical commuter travel patterns. As such, the most current traffic turning movement

counts available were obtained from the City of Mississauga and used for this study.

The traffic turning movement counts at the intersection of Glen Erin Drive and Aquitaine Avenue

were undertaken on Wednesday, October 17, 2018 from 7:00 a.m. to 6:00 p.m. The peak hours of

the turning movement counts occurred between 7:45 a.m. and 8:45 a.m. for the morning peak

period and between 5:00 p.m. and 6:00 p.m. for the evening peak period.





Traffic turning movement counts at the intersection of Glen Erin Drive and Shelter Bay Road/ Private

Access were undertaken on Thursday, October 18, 2018 from 7:00 a.m. to 6:00 p.m. The peak hours

of the turning movement counts occurred between 8:00 a.m. and 9:00 a.m. for the morning peak

period and between 5:00 p.m. and 6:00 p.m. for the evening peak period. Summary of the turning

movement counts are provided in Appendix C.

To establish turning movement counts for the intersection of the existing site access/private access

(to the apartment east of Glen Erin Drive) with Glen Erin Drive, the following procedure was used:

• Generate trips for the existing apartment at the 6719 Glen Erin Drive site using the Institute of

Transportation Engineers Trip Generation Manual, 10th Edition. Trip details are presented

under section 6 of this study.

• Distribute the existing apartment generated trips through the site access based on the

Transportation Tomorrow Survey (TTS) as presented under section 6 (Figure 5) of this study.

• For conservativeness, trips were assumed for the opposing private access connecting the

east apartment across Glen Erin Drive. Due to similarities between the properties, it is

assumed that the trips will be like the existing 6719 Glen Erin Drive site trips.

• Extrapolate the northbound and southbound through volumes based on the traffic volumes

at the intersection of Glen Erin Drive and Aquitaine Avenue.

Refer to Appendix C for details of the procedure described above and the resulting extrapolated

intersection volumes.

Traffic volumes were grown from 2018 to 2020 using the methodology described in Section 5.2,

Future Traffic Forecasting. The 2020 existing traffic volumes are illustrated in Figure 4.

4.4 Active Transportation Routes

There are pedestrian sidewalks located on both sides of Glen Erin Drive and Aquitaine Avenue at

the segments fronting the property. No bicycle facilities are currently located on either of the

boundary roads. However, there are off-street multi-use trails connecting the site to several parks,

the Meadowvale community centre, Meadowvale town centre and the surrounding area.

Glen Erin Drive is classified as a future “Primary On-Road/Boulevard Routes” per Schedule 7 “Long

Term Cycling Routes” of the City of Mississauga’s Official Plan. Per Map 5-5 “Proposed Secondary

Cycling Route Network” for the City, Aquitaine Avenue is classified as secondary cycling route for

future implementation. Relevant maps are included in Appendix B.

4.5 Public Transit

There are several transit routes providing services on the boundary roads and bus stops located near

the site. At the time of this study, transit services were impacted by the Covid 19 pandemic,

therefore, details of the typical existing transit services operating adjacent to the site are not fully

captured. At this time, Miway transit bus routes 44, 48, 57 and 90 provides services with stops located

within 100 m of the property. These bus routes connect the site to major city locations such as the

University of Toronto (Mississauga campus), Pearson International Airport, Erin Mills Town Centre and

bus stations for accessing most of the City. The noted bus routes and several other routes at the

Meadowvale town centre (within 500 m of site) typically serve the site and surrounding areas all

week. Refer to the Miway route map excerpts presented in Appendix B.





In addition to the Miway transit routes, there is a Meadowvale GO station located approximately

1.25 km from the property. The GO station provides connection to Milton and the union station in

Toronto. There are connecting GO transit routes to most of the Greater Toronto and Hamilton Area

(GTHA) from the union station.

4.6 Traffic Modeling

The assessment of intersections is based on the method outlined in the “Highway Capacity Manual,

2010” using Synchro 9 modeling software. Intersections are assessed using a Level of Service metric,

with ranges of delay assigned a letter from “A” to “F”. A Level of Service “A” or “B” would typically

be measured during off-peak hours when lesser traffic volumes are on the roadways with minimal

delays to traffic. Levels of Service “C” through “F” would typically be measured in the commuter

peak hours when greater vehicle volumes cause delays and longer travel times. The Level of Service

(LOS) definitions for signalized and stop-controlled intersections are included in Appendix D.

4.7 Intersection Operations

The traffic operations at the study intersections were analyzed based on of the 2020 existing traffic

volumes illustrated in Figure 3. Table 1 outlines the operational measures of effectiveness at the study

intersections under the 2020 existing traffic volumes. Detailed capacity analyses are included in

Appendix E.

Table 1: 2020 Existing Traffic Operations Summary

Note: V/C Ratio – illustrates the maximum volume to capacity ratio and other volume to capacity ratios greater than 0.85.

The Level of Service (LOS) of a signalized intersection is based on the average control delay per vehicle. The existing

signal timing plans obtained from the City were used. The LOS of a stop-controlled intersection is based on the delay

associated with the critical minor road approach.

The 95th percentile queue lengths were derived from Sim-Traffic reports using 10-minute seeding, 60-minute

simulation and an average of three runs.

As presented in Table 1, the signalized intersections of Glen Erin Drive with Aquitaine Avenue and

Shelter Bay Road/ Private Access operates below capacity at a Level of Service “B” or better during

the weekday a.m. and p.m. peak hours. All turning movement traffic queues are accommodated

by the existing storage lengths available at the two intersections.

The stop-controlled minor connections of the existing site access and private access to Glen Erin

Drive operate at a LOS “C” or better during the weekday a.m. and p.m. peak hours. Traffic on Glen

Erin Drive is free flowing, and the intersection is operating below capacity for all turning movements.

Intersection Control Peak

Hour

Level of

Service

Average

Delay per

Vehicle(s) V/C Ratio1

95th %ile Queues >

Storage Length

Glen Erin Drive and

Aquitaine Avenue Signal

A.M. B 19.0 s 0.59 (NBR) None

P.M. B 19.0 s 0.51 (SBR) None

Glen Erin Drive and

Shelter Bay Road/

Private Access

Signal A.M. A 6.9 s 0.32 (EBL) None

P.M. A 4.6 s 0.30 (EBL) None

Glen Erin Drive and

Site Access/ Private

Access

Stop

(Minor)

A.M. B 13.9 s 0.10 (WB) None

P.M. C 15.1 s 0.07 (EB) None





4.8 Collision History

Historical collision data was obtained from the City of Mississauga for the period from January 1,

2014 to April 19, 2021 at the Aquitaine Avenue and Glen Erin Drive study intersection. A collision

analysis was conducted to identify any existing collision trends in the area. The collision data is

included in Appendix C. Table 2 outlines the collision frequency by type, severity, and weather

conditions during these collisions.

Table 2: Collision History

Intersection Collision Type Severity Weather Conditions

Aquitaine Avenue and

Glen Erin Drive

Rear-End – 1

Turning Movement – 3

Angle – 10

Total - 14

Non-fatal Injury - 1

Property Damage

(PD) Only – 13

Total - 14

Snow – 2

Rain – 3

Clear – 9

Total - 14

The intersection of Aquitaine Avenue and Glen Erin Drive appears to have a pattern of angle

collisions for through movements largely involving through movements. The signal system and or

phase change interval may need adjustment to reduce volume of traffic that encounter the

indecision (dilemma) zone on approaching the intersection. Other potential causal factors that may

be examined by the City include pavement surface conditions and intersection lighting though not

a significant proportion of the collisions occurred after 6 p.m.

It is noted that only a single collision occurred in the 2020 calendar year, but this is likely attributable

to the impact of Covid-19 on travel pattern. It is recommended that the be monitored by the City in

future to ensure no new safety concerns are introduced.

5.0 FUTURE BACKGROUND CONDITIONS

5.1 Study Horizons

Per the City of Mississauga TIS guidelines, traffic analysis horizons should include up to the full buildout

year or five years from the date of the traffic study, whichever occurs later. Therefore, the 2025 horizon

year was selected to assess future operations of the boundary road network and was further

coordinated with the City staff via email correspondence.

5.2 Future Traffic Forecast

Traffic growth rates recommended by the City of Mississauga Transportation Planning Department

were used to forecast future traffic volumes. The rates provided by the City are based on City’s

Travel Demand Model and supporting traffic count data. Refer to Appendix A for correspondence

with the City.

Table 3: City of Mississauga Recommended Growth Rates

Intersection Travel Direction Recommended Growth Rate

(%)

Glen Erin Drive Northbound 0.5%

Southbound 0 %

Aquitaine Avenue Westbound 0.5%

Eastbound 0 %

As presented in Table 3, applying 0.5% growth rate is adequate for both Roads, however, for

conservativeness, a 1% growth rate was applied. The traffic growth was applied to all movements at





the intersection of Glen Erin Drive with Aquitaine Avenue, and to only the through movements on

Glen Erin Drive at its intersections with the site access and Shelter Bay Road. No growth rates were

available from the City for Shelter Bay Road. Given the limits of Shelter Bay Road, no growth rates

were applied to Shelter Bay Road, the site access or the private accesses.

5.3 Background Developments

Based on comments from the Planning Application Status Report, dated January 7, 2021, the 2700

Aquitaine Avenue background development was incorporated into the future background for this

study. The TIS for this background development was reviewed, with net new site generated trips being

added to the future background total based on the trip distribution and assignment outlined in the TIS

(refer to Appendix F for report excerpts). Furthermore, there was a proposed residential development

at 6550 Glen Erin Drive (under City review), however, it is expected to be captured by the growth rates

proposed herein.

5.4 Future Roadway Improvements

Both the City of Mississauga Official Plan and Transportation Master Plan (2019) does not identify any

future roadway capacity improvements planned by the City for Glen Erin Drive or Aquitaine Avenue

within the study horizons herein. This study maintains the existing roadway configuration for the future

horizon analysis.


Traffic operations at the study intersections were analyzed based on the 2025 forecasted future

background traffic volumes illustrated in Figure 4. Table 4 outlines the 2025 future background

operational measures of effectiveness. Detailed capacity analysis worksheets are included in

Appendix E.

Table 4: 2025 Future Background Traffic Operations Summary







As illustrated in Table 4, the signalized intersections of Glen Erin Drive with Aquitaine Avenue and

Shelter Bay Road/ Private Access are projected to operate at a Level of Service “B” or better during

the weekday a.m. and p.m. peak hours under the 2025 future background conditions. No capacity

issues are forecast for any traffic turning movement. Per the 95th percentile queues, it is expected

that all turning movement traffic queues will be accommodated by the existing storage lengths


Hour

Level of

Service

Average

Delay per


95th %ile Queues >

Storage Length

Glen Erin Drive and


A.M. B 19.6 s 0.67(NBR) None

P.M. B 19.8 s 0.56 (SBR) None

Glen Erin Drive and

Shelter Bay Road/

Private Access


P.M. A 4.5 s 0.30 (EBL) None

Glen Erin Drive and


Access

Stop

(Minor)

A.M. B 14.4 s 0.11 (WB) None

P.M. C 15.8 s 0.07 (EB) None





available at the intersection. The average delays at the intersection of Glen Erin Drive with Shelter

Bay Road/ Private Access improves slightly compared to the 2020 existing conditions due to an

increase in the less delayed through movements on Glen Erin Drive.

Under the 2025 future background study horizon, the stop-controlled minor connections of the

existing site access and private access to Glen Erin Drive are forecast to operate at a LOS “C” or

better during the weekday a.m. and p.m. peak hours. Traffic on Glen Erin Drive is free flowing, and

the intersection is projected to operate below capacity for all turning movements.

6.0 SITE GENERATED TRAFFIC

The proposed development addition to the site will result in new traffic turning movements on the

boundary road network that would otherwise not exist. This section presents the generated trips and

trip assignment through the study intersections.

6.1 Multi-Modal Trip Distribution

Consideration was given to the transit, pedestrian and bicycle trip generation for the proposed site

expansion. The 2016 Transportation Tomorrow Survey (TTS) data was used to determine the existing

modal split. The results were filtered to the primary mode of travel within the 2006 GTA Zone 3719

where the site is located. The results indicate a modal split of 67% auto driver trips, 13% auto

passenger and 20% non-auto trips (includes all transit types, walking, biking and school buses).

Active transportation and transit are expected to consist a portion of the trips generated by this site.

Though the TTS data indicates 67% to 80% of trips within the study area are attributable to auto, only

a 15% modal split reduction will be applied to the new site generated trips herein for

conservativeness.

6.2 ITE Trip Generation

To forecast the trips generated by the development, the ITE Trip Generation Manual, 10th Edition was

used. Land Use Category (LUC) 221, “Multifamily Housing Mid-Rise” and LUC 222 “Multifamily Housing

High-Rise” were used for the proposed townhouses and 12-storey apartment building, respectively.

For conservativeness, the fitted curve equation methodology was used to generate the trips as it

forecasts higher trips compared to the average rates.

As noted under section 4.3, due to the ongoing COVID-19 pandemic and absence of traffic data at

the existing site access with Glen Erin Drive, existing trips at the site were generated using the ITE

methodology similar to the proposed. The trips generated by the existing apartment and the

proposed development addition are presented in Table 5 and Table 6, respectively.

Table 5: Existing Site Trips

Use Number

of Units

Peak

Hour

Trip Calculation

Criteria

Number of Trips

Inbound Outbound Total

Multifamily

Housing High-

Rise (LUC 222)

179 A.M. T = 0.28(X) + 12.86 15 (24%) 48 (76%) 63

P.M. T = 0.34(X) + 8.56 42 (61%) 27 (39%) 69

Site Generated Auto Trips

Total (after 15% modal reduction)

A.M. 13 41 54

P.M. 36 23 59 Note: X is the number of units; T is the number of trips. Auto trips are 85% of total site generated trips.





Table 6: New Site Generated Trips

Use Number

of Units

Peak

Hour

Trip Calculation

Criteria

Number of Trips

Inbound Outbound Total

Multifamily

Housing Mid-

Rise (LUC 221)

33 A.M. Ln(T) = 0.98 Ln(X) - 0.98 3 (26%) 9 (74%) 12

P.M. Ln(T) = 0.96 Ln(X) - 0.63 9 (61%) 6 (39%) 15

Multifamily

Housing High-

Rise (LUC 222)

184

A.M. T = 0.28(X) + 12.86 15 (24%) 49 (76%) 64

P.M. T = 0.34(X) + 8.56 43 (61%) 28 (39%) 71

Total A.M. 18 58 76

P.M. 52 34 86

Site Generated Auto Trips

Total (after 15% modal reduction)

A.M. 15 49 64

P.M. 44 29 73 Note: X is the number of units; T is the number of trips. Auto trips are 85% of total site generated trips.

The trip generation in Table 6 is based on an older site plan after analysis were completed. The older

plan proposed 33 townhouses compared to the current proposal of 28 units. Given the change is a

reduction of 5 units, no material impact to the trip generation and analysis is forecast and was

therefore maintained herein.

6.3 Trip Distribution and Assignment

The new site generated trips were distributed based on the Transportation Tomorrow Survey (TTS)

data as confirmed via correspondence with the City. The new site trip distributions are illustrated in

Figure 5 and the resulting trip assignments to the boundary road network presented in Figure 6. The

generated existing trips at the site access were also assigned to the access based on Figure 5.

7.0 TOTAL TRAFFIC CONDITIONS

This section discusses the traffic operations of the study intersections with the addition of the new site

generated trips.


Traffic operations at the study intersections were assessed with the addition of the new site

generated trips to the 2025 future background traffic volumes. The 2025 total traffic volumes are

illustrated in Figure 7 and Table 7 outlines the 2025 total traffic operational measures of effectiveness.

Detailed capacity analysis worksheets are included in Appendix E.





Table 7: 2025 Total Traffic Operations Summary







Under the 2025 total traffic conditions, the signalized intersections of Glen Erin Drive with Aquitaine

Avenue and Shelter Bay Road/Private Access are projected to operate at a Level of Service “B” or

better during the weekday a.m. and p.m. peak hours similar to the existing and future background

conditions. No capacity issues are forecast for any traffic turning movement. Per the 95th percentile

queues, it is expected that all turning movement traffic queues will be accommodated by the

existing storage lengths available at the intersection.

The stop-controlled minor connections of the existing site access and private access to Glen Erin

Drive are forecast to operate at a LOS “C” during the weekday a.m. and p.m. peak hours under the

2025 total traffic conditions. Traffic on Glen Erin Drive is free flowing, and the intersection is projected

to operate below capacity for all turning movements.

7.2 Sensitivity Assessment

Based on City correspondence and the Glen Erin Drive Integrated Road Project Community

Meeting (dated March 10, 2021), the City has plans of reducing the number of lanes on Glen Erin

Drive (and possibly Aquitaine Drive) to a single travel lane in each direction. Such lane reductions

are typically expected to result in some traffic diversions to adjacent parallel roadways, however, as

no information to that effect currently exist, the sensitivity analysis herein assumed the same traffic as

under the existing dual lanes per direction.

The sensitivity analysis was conducted using the 2025 future total traffic volumes and a modeling

scenario that accounts for potential through movement lane reductions along Glen Erin Drive and

Aquitaine Avenue. Specifically, at the intersection of Glen Erin Drive and Aquitaine Avenue, the

shared through and right-turn lanes at all approaches are assumed to be converted to exclusive

right-turn storage lanes. Furthermore, the existing exclusive left-turn lane and the centre lane at

each approach are assumed to be maintained.

Due to lower overall traffic volumes at the intersection of Glen Erin Drive and Shelter Bay Road /

Private Access along with the intersection of Glen Erin Drive and the Site Access/Private Access, no

exclusive right-turn lanes would be required at these intersections. Therefore, the two intersections

were modelled with removal of the inner through lanes on Glen Erin Drive.


Hour

Level of

Service

Average

Delay per


95th %ile Queues >

Storage Length

Glen Erin Drive and


A.M. B 19.7 s 0.66 (EBR) None

P.M. B 19.9 s 0.57 (SBR) None

Glen Erin Drive and

Shelter Bay Road/

Private Access


P.M. A 4.4 s 0.30 (EBL) None

Glen Erin Drive and


Access

Stop

(Minor)

A.M. C 16.3 s 0.24 (WB) None

P.M. C 16.9 s 0.14 (WB) None





Traffic operations at the study intersections were assessed using the 2025 total traffic volumes

illustrated in Figure 7. Table 7 outlines the 2025 sensitivity analysis operational measures of

effectiveness. Detailed capacity analysis worksheets are included in Appendix E.

Table 8: 2025 Total Traffic Operations (Sensitivity)







Under the sensitivity analysis scenario, the signalized intersection of Glen Erin Drive and Aquitaine

Avenue is projected to forecast to operate at a LOS “C” or better during the a.m. and p.m. peak

hours. A maximum control delay of 29.9 and 24.0 seconds is expected in the a.m. and p.m. peak

hours. This represents an increase in control delay of 10.2s and 4.1s for the a.m. and p.m. peak hours,

respectively compared to assessment under the existing dual lanes. During the a.m. peak hour, the

eastbound through movement is projected to operate near capacity at a volume-to-capacity ratio

of 0.90. Furthermore, traffic queues are expected to occasionally exceed the storage lengths of a

couple left turn movements, this may be improved by implementing exclusive left-turn phases

though such could also further impact capacity of the through movements for which lanes are

reduced. A right turn storage lane of 45m on each approach is forecast to be adequate and should

be considered by the City as part of the lane reduction plans.

The remaining study intersection are forecast to operate similarly compared to 2025 future total

conditions in Table 7; thus, no operational material changes with or without proposed lane

reductions.

The sensitivity analysis herein is a high level forecast of expected operations but does not capture

the several factors that may impact traffic at the intersection, including diversions upon lane

reductions. representative of expected patterns y Therefore, should implementation of the lane

reductions occur, consideration should be given to optimizing the timing plans to ensure


Hour

Level of

Service

Average

Delay per

Vehicle(s)

V/C

Ratio1

95th %ile Queues >

Storage Length

Glen Erin Drive and


A.M. C 29.9s 0.90 (EBT)

113.9m > 60.0m (EBL)

151.9m > 65.0m (WBL)

72.8m > 50m(SBL)

31.9m (EBR)

45.2m (NBR)

35.0m (SBR)

P.M. C 24.0s 0.77 (WBT)

107.9m > 60.0m (EBL)

133.9m > 65.0m (WBL)

36.6m (EBR)

33.8m (WBR)

42.2m (NBR)

43.9m (SBR)

Glen Erin Drive and

Shelter Bay Road/

Private Access

Signal A.M. A 7.3s 0.34 (EBL) None

P.M. A 5.1s 0.41 (SBR) None

Glen Erin Drive and


Access

Stop

(Minor)

A.M. C 20.6s 0.30 (WB) None

P.M. C 20.9s 0.20 (WB) None





appropriate effective green time is provided for optimal intersection performance. It is

recommended and expected that any of such improvements will be investigated (perhaps piloted)

along with assessment of operational and safety impacts by the City prior to implementation.

7.3 Warrants Assessment

Traffic signal warrant analysis was conducted using an Ontario Traffic Manual (OTM) Book 12

configured excel sheet based on the average hourly volume approach. Based on the signal

warrant analysis, traffic signals are not warranted at the existing site access to be retained

(regardless 3 or 5 lanes on Glen Erin Drive). No collision data adjacent to the site access was

available from the City. The traffic signal control warrant analysis and results for the ultimate 2025

horizon is presented in Appendix G. Given no signals are warranted in the ultimate, none is

warranted in prior horizons as the 2025 Future Total is the worst case with the largest volumes. It is

further noted that the OTM 12 identifies a minimum spacing of 215m between signalized

intersections, therefore, the site access would not be an ideal location should signals even be

warranted.

7.4 Site Access Safety Review

The standards set out in the Transportation Association of Canada (TAC) Geometric Design Guide

for Canadian Roads (GDGCR) was used to assess the existing full moves site access at Glen Erin

Drive (to remain) with regards to the adequacy of available sightlines.

As Glen Erin Drive has a speed limit of 50 km/h per municipal regulation, a design speed of 60 km/h

was assumed to assess the available site distance. Assuming a right turn time gap of 6.5 seconds

and a left-turn gap of 7.5 seconds for passenger vehicles per Table 9.9.3, and adopting equation

9.9.1 of the TAC-GDGCR, the minimum sight distance required for a right turn and a left-turn at the

site access is 110 m and 125 m, respectively.

The available sight distances on Glen Erin Drive at the existing site access location were measured

from an online Geographic Information System (GIS) mapping tool. The following assumptions were

made regarding the sight distance measurements:

• A standard driver eye height of 1.08 metres for a passenger car.

• A 4.4 metres setback from the edge of the outer lane to represent a vehicle waiting to exit

the connecting roadway.

The available sight distances exceed 125 metres looking north or south from the site access at Glen

Erin and the layby exit exist . Therefore, no safety concerns related to sightlines are anticipated at

the existing site access. Additionally, no issues such as corner clearances, access conflicts and

transit operational conflicts are forecast. The existing full moves site access is expected to continue

serving the site safely.

7.5 Vehicle Maneuverability and Waste Removal

Vehicle turning plans using the Region of Peel front-end bin loading waste vehicle and an aerial fire

truck as the design vehicles were prepared to assess the ability of the site to accommodate

circulation of expected waste collection and emergency vehicles. The vehicle turning plans as

presented in Appendix G indicate that the site can adequately accommodate circulation of the

design vehicles.

The proposed design for the waste collection vehicle circulation route and collection point were

adapted in conformance with the requirements of the Region of Peel “Waste Collection Design





Standard Manual (December 2015)”. Details regarding the waste collection plan for the site are

included in the site plan (Figures 2 of the Appendices).

8.0 TRANSPORTATION DEMAND MANAGEMENT REVIEW

The purpose of the Transportation Demand Management (TDM) Plan is to review the existing and

future TDM opportunities and recommend site specific measures to enhance the development’s

efficiency in reducing site generated single occupancy vehicle (SOV) trips.

8.1 Existing and Future TDM opportunities

As noted under section 4.4 and 4.5, there are non-auto trip options available within the study area

and with convenient connections to the site. There are currently pedestrian facilities on both sides of

the boundary roads as well as multi-use trails connecting to most of the surrounding areas. No

cycling facilities currently exist, but the City has plans of implementing future cycling on both of Glen

Erin Drive and Aquitaine Avenue. There are a plethora of transit routes operating close to the site,

providing services to most major locations within the area. The Meadowvale GO station further

provides intercity connections to several destinations in the Greater Toronto and Hamilton Area.

Given the existing active transportation and transit facilities adjacent to the site herein, there is

opportunity to increase active transportation use with a resultant reduction in SOV trips for the

proposed development addition to the site.

8.2 Site Specific TDM measures

Given the available active transportation and transit on adjacent roads and in proximity to the site,

there are site specific TDM measures that can be implemented to capitalize on the TDM

opportunities.

8.2.1 Infrastructure

Per the current site plan prepared by IBI Group Architects Inc., dated August 1st, 2019, the following

elements are expected to be provided:

• Internal sidewalks connecting the exiting building, the proposed 12-storey building,

townhouse blocks and the proposed internal landscape/ play-ground area.

• Clearly delineated crosswalk markings are proposed to identify the pedestrian crosswalks

and improve pedestrian safety.

• Pedestrian/ cycling path connections from the site to the surrounding trails, Glen Erin Drive

and Aquitaine Avenue.

• The site proposes 20 short term at grade bicycle racks for visitors to store their bicycles.

Similarly, 235 long term tenant bicycle spaces are securely provided underground.

These infrastructures are expected to further encourage and promote active transportation at the

site.

8.2.2 Education/Promotion and Incentives

The provision of up-to-date transit schedules and maps along with pedestrian connectivity maps will

educate them on the available opportunities for their trips aside from auto use. This increased





awareness of convenient alternate transportation options has been historically shown to reduce

SOV trips and may provide similar benefit to the subject development. The landowner may consider

providing transit incentives like pre-loaded PRESTO cards to residents upon occupancy to further

encourage transit use.

8.3 Municipal Mode Share Targets

Per the City of Mississauga Transportation Master Plan – TMP (May 2019), the City has a goal of

diversifying travel choices and increasing dependence on non-auto trips.

The City’s TMP identifies a sustainable modal share of 29% for the entire City during 2019. The TMP

defines sustainable transportation as modes other than driving a car, such as walking, cycling,

transit, ridesharing, and ride hailing in a taxi. The City’s goal is to further continue to improve on the

dependence on sustainable travel modes. Some of the measures noted include implementation of

infrastructure to support both transit and active transportation.

Given the goals of the City, supportive active transportation and TDM measures from new

developments are key components in achieving such targets. The proposed design and TDM

measures proposed for the site herein are expected to contribute to the City’s goal of promoting

sustainable transportation, with a forecasted resultant reduction in SOV trips.

8.4 Non-Auto Site Trip Reduction

Given the existing TDM opportunities available to the site as well as the measures proposed by the

development, it is typical to reduce the overall site generated trips by the proportion expected to

use alternative transportation modes.

As noted under section 6.1 of this report, the 2016 Transportation Tomorrow Survey (TTS) for the zone

where the site is located indicates a modal split of 67% auto driver trips, 13% auto passenger and

20% non-auto trips (includes all transit types, walking, biking and school buses). Therefore, 20% to 33%

reduction of the site generated trips to account for non-auto and or non-single occupant vehicle

(SOV) trips (includes all transit types, carpooling, walking, biking and school buses) may be

considered. However, for conservativeness only a 15% trip reduction was applied to the site

generated trips herein.

9.0 COMMUNITY IMPACTS

A virtual community meeting was held on December 1, 2020, where thoughts of the community

were echoed through the ward councilors. Based on the meeting it is understood that a potential

need for signals at the site access on Glen Erin drive be investigated. As presented in section 7.3, a

traffic signal is not warranted at the site access, thus, with 3 or 5 lanes on Glen Erin Drive. Further, the

intersection is forecast to operate at acceptable levels of services under both Glen Erin Drive lane

scenarios. Further, based on the findings of this study, from a traffic operations and safety

perspective, no material impacts to existing conditions in the area is forecast.

10.0 CONCLUSIONS AND RECOMMENDATIONS

This study has assessed the transportation impacts of the proposed residential addition at the 6719

Glen Erin Drive site in the City of Mississauga. The analysis herein regarding the proposed

development has resulted in the following key findings:

• Under 2020 existing traffic conditions, the signalized intersections of Glen Erin Drive with





Aquitaine Avenue and Shelter Bay Road/ Private Access operates below capacity and at a

Level of Service (LOS) “B” or better during both the weekday a.m. and p.m. peak hours.

Similarly, the stop-controlled site access/private access at Glen Erin Drive operates at a LOS

“C” or better.

• The proposed residential development is projected to generate a total of 64 and 73 new

two-way auto-trips during the weekday a.m. and p.m. peak hours, respectively.

• Under the 2025 future background, the signalized intersections of Glen Erin Drive with

Aquitaine Avenue and Shelter Bay Road/Private Access are projected to operate below

capacity and at a LOS “B” or better during both the weekday a.m. and p.m. peak hours.

• The stop-controlled minor connections of the existing site access and private access to Glen

Erin Drive are forecast to operate at a LOS “C” or better during both the a.m. and p.m. peak

hours.

• Under the 2025 total traffic (includes site generated traffic), the signalized intersections of

Glen Erin Drive with Aquitaine Avenue and Shelter Bay Road/Private Access as well as the

stop-controlled site access at Glen Erin Drive are projected to operate below capacity and

at the same LOS as under the 2025 future background (excludes site generated traffic).

• A sensitivity assessment incorporating the potential single lane reductions per travel direction

on Glen Erin Drive and Aquitaine Avenue was undertaken for the ultimate study horizon -

2025 total traffic (includes site generated traffic). The signalized intersections of Glen Erin

Drive and Aquitaine Avenue is forecast to operate a LOS “C” during both a.m. and p.m.

peak hours. Glen Erin Drive intersections with Shelter Bay Road/Private Access as well as the

stop-controlled site access at Glen Erin Drive are projected to operate below capacity and

at the same LOS as under the 2025 horizon (i.e., with or without the lane reductions).

• The site further capitalizes on available transportation demand management (TDM)

opportunities through design and implementation of TDM measures to promote the use of

transit and active transportation which is expected to result in a reduction of single

occupant vehicle trips at the site.

• The existing site access is expected to serve the entire site without any safety issues related to

sightlines, corner clearances, access conflicts and transit operational conflicts. Additionally,

the site can accommodate circulation of the Peel Region front-end waste collection vehicle

that is expected to serve the site.

• A signal warrant was undertaken at the site access and found not to be warranted under

both scenarios of the Glen Erin Drive (i.e., two or four lanes).

• We recommend that the City:

o Consider signal system and or timing plan changes as needed alongside monitoring

the intersection of Glen Erin Drive and Aquitaine Avenue in future to ensure optimal

intersection performance and no safety concerns are introduced.

o Consider including 45m right turn storages on all approaches of the Glen Erin Drive

and Aquitaine Avenue intersection in future should plans to reduce a single lane per

travel direction on both roadway proceed.

o Permit the site access (existing to remain) on Glen Erin Drive as no operational issues

are forecasted.



C.F. Crozier & Associates Inc.


APPENDIX A

Correspondence

Starwood Group Inc. Transportation Engineering Comments Response Letter




Department/Agency Comment Status/Response

Traffic Review

[TRAFFIC IMPACT STUDY] (i) About the proposed one-way access on Aquitaine Avenue, please show methods to enforce the one-way operation.

Based on various discussions and the implications to the planned and pilot road works, this access has been removed.

(ii) Please provide a collision analysis of Aquitaine Avenue.

It is noted that this review was requested particularly due to the pick-up/drop-off access at Aquitaine Avenue, but the access is no longer being proposed. Nonetheless, collision review for the intersection of Aquitaine Avenue and Glen Erin is included in the updated TIS (Section 4.8) as no collision data was available for the roadway segments fronting the site.

(iii) In 5.5 Background Developments - A Rezoning application was approved in 2017 at 2700 Aquitane Avenue and proposes to add 492 residential units to the existing site. Please revise the study to include this background development.

The noted background development has been included in the updated TIS.

(iv) The Traffic Impact Study should be stamped by a professional engineer.

Noted.

(v) In 8.0 Transportation Demand Management Review, the TDM Plan speaks to Smart Commute, at this time the Smart Commute program has been dissolved. Remove any references to Smart Commute in the Traffic Impact Study.

Noted and removed accordingly.

(vi) Include a section in the study to address Community Impacts. A virtual community meeting was held with the Ward Councillor on December 1, 2020.

Noted and included in section 9 of the updated TIS.

[SITE ACCESS] (i) Please advise how the one-way operations for the pick-up and drop-off facility will be enforced at Aquitane Avenue.

Based on various discussions and the implications to the planned and pilot road works, this access has been removed.

(ii) Please place a stop sign at the intersection of Glen Erin Drive and Site Access/Private Access.

Noted, a pavement marking and signage plan is included in Appendix H of the TIS to






highlight requirements at the stop controlled access.

[INTERNAL SITE CIRCULATION] Confirmation is required from Fire and Emergency Services that the internal road is acceptable from an emergency response perspective. All radii shall be dimensioned.

Comments were received and addressed. Further, the circulation plans are satisfactory for expected fire trucks as presented in Appendix H of the TIS.

[CYCLING FACILITIES] The Owner will be required to provide accessible and secure short term (outdoor) and long term (indoor) bicycle storage facilities on site. The Site Plan shall be revised to identify the cycling facility locations and to specify the facility detail(s), including quantity of spaces proposed for each. The following rates are to be used: Apartment - a minimum of 0.60 long term spaces and 0.05 (6 spaces min.) short term spaces per residential unit.

The site plan shows the required bicycle parking.

Traffic Review

[TRAFFIC NOTES] (i) All damaged or disturbed areas within the municipal right-of-way are to be reinstated at the Owner's expense. (ii) All landscaping and grading within close proximity to the proposed access points is to be designed to ensure that adequate sight distances are available for all approaching and exiting motorists and pedestrians. (iii) The portion of the driveway within the municipal boulevard is to be paved by the Owner. (iv) Driveway accesses shall maintain a 1.5m setback from aboveground features such as utilities and trees. (v) Any aboveground utilities located within 1.5m of a proposed access are to be relocated at the Owner's expense. (vi) The cost for any/all road improvements required in support of this development application will be borne by the Owner. (vii) The Owner shall make satisfactory arrangements with the Transportation and Works Department for the design, construction

Acknowledged.






and payment of all costs associated with works necessary in support of access to this site. (viii) Any access to internal servicing shall be provided internally through the site. (ix) Details of the site specific access configurations will be finalized in conjunction with the Site Plan review/approval process.

Traffic Review

[SIGNAL WARRANT ASSESSMENT] (i) As per the Traffic Impact Study comments, an additional background development is required to be considered. The Signal Warrant Assessment shall be revised to reflect the updated traffic volumes. (ii) The Traffic Signal Warrant Assessment (and TIS) is to be revised to reflect the future configuration and correct number of lanes on Glen Erin Drive. A road diet is tentatively scheduled to be completed by 2024/2025, reducing the number of vehicular lanes from 4 to 2. Please be advised that Aquitane Avenue is also tenatively scheduled for a road diet to be completed in 2024/2025. A pilot project will be implemented this year, converting this roadway to a three lane cross-section until the road is reconstructed in 2024. Furthemore, the number of lanes noted for the minor road (site accesses) should be revised to reflect actual configurations (1 lane per direction). (iii) Justification 5 - Collision Experience of the warrant should be filled out accordingly. Please contact William Wright ([email protected]) for collision data. (iv) The Signal Warrant Assessment must be completed for all three analysis scenarios (Existing, Future Background, and Future Total). (v) The TIS should also evaluate signalized intersection spacing requirements outlined in the Ontario Traffic Manual

i) Warrants for the access is updated with the updated traffic volumes and is included in Appendix G of the TIS. ii) These potential lane reductions were included as a sensitivity analysis under Section 7.2 of the updated TIS. Signal warrants for the access are included in appendix G and section 7.3 of the updated TIS. iii) It is noted that the City did not have any collision data for the segment adjacent to the existing access, therefore justification 5 was not included. Further, the proponent has confirmed that no collisions has been observed at the access in the past 5 years. iv) As signals are not warranted in the Future Total, none is warranted in prior horizons as the Future Total is the worst case with the largest volumes. It is noted that warrants were conducted for existing roadway configuration and potential future roadway configuration should Glen Erin lanes be reduced. Signals not warranted under either condition.






v) Signals are not required at the site access. Further, the OTM Book-12 requirement for signal spacing is 215m which will be deficient for the site access location. Refer to section 7.3 of the updated TIS.

Development Design

PARKING COMMENTS: Based on the information provided in the Parking Utilization Study, dated August 2020, the development is proposing an overall total of 431 parking spaces onsite, including:

• 348 residential spaces (rate of 0.83 spaces/unit for apartments; rate of 1.41 spaces/unit for townhouses)

• 59 spaces for visitors (rate of 0.15 spaces/unit) and,

• 24 additional non-specified spaces Whereas a total of 586 parking spaces are required for all existing and proposed units. This equates to a reduction of 155 spaces or 26%. The site currently provides a total of 269 parking spaces, including 235 residential spaces and 34 visitor spaces for the existing rental apartment, which is accommodated by a two-storey parking garage and surface parking areas. Based on the justification provided by C. F. Crozier & Associates Inc, staff can support providing a total of 431 parking spaces applying the staff recommended parking rates as outlined below. Staff Supported Parking Rates Rental Apartment - 1 bedroom rate 0.89 - number of spaces 174.44 - 2 bedroom rate 0.89 - number of spaces 145.96 - 3 bedroom rate 1.5 - number of spaces 4.5 Rental Townhouse 3 bedroom rate 1.41 - number of spaces 46.53 Residential Parking Sub-total 371.43

Noted. The current site plan includes a reduction in number of total units from 396 to 391 and a reduction in parking spaces from 431 to 428; accordingly, the site plan and proposed parking supply remains satisfactory to the City requirement. Therefore, the Parking Study was not updated.






Rental Apartment Visitor rate 0.15 - number of spaces 59.4 Rental Townhouse Visitor rate 0.15 - number of spaces 33 TOTAL PARKING 431

Peel Region Development Design

The Region of Peel will provide Front-end collection of garbage and recyclable materials to both apartment units and townhouse units in this development, subject to the requirements in Section 2.0 and 4.0 of the Waste Collection Design Standards Manual being met. 1. Please label the centralized waste drop-off area for the townhouse units on subsequent revised submissions. 2. Townhouse units’ centralized waste drop-off location must be within 100m of the furthest unit. If not, multiple drop-off locations must be provided.

1 .A single consolidated waste collection location is proposed for both the apartment and townhouses. Though townhouse locations may exceed 100m from the location, onsite staff will wheel garbage from Townhouses to the waste collection point. 2. Noted and ditto as above response.

1

Peter Apasnore

From: Lahini Senthil-kumaran <[email protected]>

Sent: June 9, 2020 11:30 AM

To: Peter Apasnore

Subject: RE: Terms of Reference - 6719 Glen Erin Drive

Hello Peter,

This is acceptable however, when a different rate is proposed justification needs to be provided in the TIS as to why.

Regards, Lahini

From: Peter Apasnore [mailto:[email protected]] Sent: Monday, June 8, 2020 11:17 AM To: Lahini Senthil-kumaran Subject: RE: Terms of Reference - 6719 Glen Erin Drive

Hi Lahini,

Per the pre-consultation comments, I just noticed that you requested 0.08 short term bicycle spaces per unit and 0.70 long term bicycle spaces per unit be provided for the site. I know the City’s By-Law currently has no bicycle requirement section and you recommended these rates, however, the 0.70 long term bicycle spaces per unit requested is quite high for a residential site. Please note that:

The TTS data for the zone where the site is located indicates 1% trip dependence on cycling.

Also, nearby municipalities such as Milton and Vaughan have long term bicycle requirements of 0.2 and 0.5 spaces per unit.

We are recommending a supply of 0.5 long term bicycle spaces per unit as that should suffice for this site. Please confirm that this is acceptable.

Regards,

Peter Apasnore M.A.Sc., P.Eng. | Transportation C.F. Crozier & Associates Consulting Engineers211 Yonge Street, Suite 301 | Toronto, ON M5B 1M4cfcrozier.ca | [email protected] tel: 416.477.3392 ext: 306

COVID-19: All Crozier offices have moved to remote operations until further notice to respect the protocols and safety measures as outlined by the Public Health Agency of Canada. Refer to cfcrozier.ca/COVID-19 for updates.

2

This communication is intended solely for the attention and use of the named recipients and contains information that is privileged and confidential. If you are not the intended recipient, or the person responsible for delivering this information to the intended recipient, please notify us immediately by telephone. If you have received this information in error, please be notified that you are not authorized to read, copy, distribute, use or retain this message or any part of it.

From: Lahini Senthil-kumaran <[email protected]> Sent: May 14, 2020 2:27 PM To: Peter Apasnore <[email protected]> Cc: Greg Borys <[email protected]>; Ryan Au <[email protected]>; Alex Fleming <[email protected]> Subject: RE: Terms of Reference - 6719 Glen Erin Drive

Hello Peter,

Thank you for providing the Terms of Reference for the proposed development. Based on our review of the Terms of Reference for 6719 Glen Erin Drive dated May 4, 2020, the following comments are provided:

Please also include the following intersection as a study area intersection: o Glen Erin and Shelter Bay (signalized)

Please contact Tyler Xuereb from the Transportation Planning Section ([email protected], Ext. 4783)

for growth rate.

Please contact Colin Patterson from T&W Road Safety ([email protected], ext.5145) for existing traffic related complaints and collision history.

The signal timing plans for signalized intersections required for Synchro analysis can be obtained from Jim

Kartsomanis ([email protected], Ext. 3964);

On Site Circulation and Site Access Review-

o Parking- Please provide Auto TURN templates for corner parking spots or potential conflict points. (Please

note that Traffic Planning does not review Parking Justification, please contact our Planning and Building

Department)

o Emergency vehicles pathway – provide AUTO turning templates, show turn around space.

o Loading assessment- Please evaluate the access location in regards to sight line visibility, appropriate

sight distances, provide Auto TURN templates.

o Access configuration requirements- check corner clearances, throat length, sight line distances

o Pedestrian circulation- internal facilities for pedestrians, walkways

The Traffic Impact Study is to comply with the City of Mississauga Traffic Impact Study Guidelines;

The Traffic Impact Study is required to be signed and stamped by a Professional Engineer;

The Transportation Demand Management Plan should include active transportation measures relating to cycling;

Use latest version of TTS Data;

Parking Utilization Study- Please be advised that Traffic Planning does not review parking utilization studies, please contact our Planning and Building Department to provide comment

If you have any questions or concerns please feel free to contact me.

Thanks,

Lahini Senthil-Kumaran, B.EngTraffic Planning Technologist T: 905-615-3200 ext.5798 [email protected] |

1

Peter Apasnore

From: Peter Apasnore

Sent: May 4, 2020 2:10 PM

To: [email protected]

Cc: Alex Fleming

Subject: Terms of Reference - 6719 Glen Erin Drive

Attachments: SP_6719GlenErin_2020-04-16.pdf

Hi Gregory,

I hope you are keeping safe and that this email finds you well.

We have been retained to prepare a Traffic Impact Study (TIS) and Parking Utilization Study (PUS) for the site located at 6719 Glen Erin Drive in the City of Mississauga in support of a Zoning By-Law Amendment (ZBA) and Official Plan Amendment (OPA).

Previous Traffic Studies (prepared by LEA Consulting Ltd.) were submitted in 2007, 2009 and 2013 for previously proposed development plans at the site. Given the change in site plan and time since the last submission, we understand a new traffic study is required.

Below is an outline of our proposed scope and workplan. Please provide us with your feedback at the earliest possible.

Regards,

The project proposal is detailed in the attached site plan and includes:

Maintaining the existing 13-storey apartment building and its 179 units.

An addition of a 12-storey apartment building (184 units) and 33 townhouse units.

A total parking supply of 440 spaces for the entire site.

Maintaining the existing access at Glen Erin to serve the entire site.

The project has an anticipated full buildout by 2025.

Traffic Impact Study (TIS)

The study will be completed in accordance with the City of Mississauga Traffic Impact Study Guidelines. To conduct the study, we will:

Obtain traffic turning movement count (TMC) data and analyze the 2020 existing traffic operations for the Weekday a.m. and p.m. peak hours at the proposed study intersections listed below:

o Glen Erin Drive and Site Access o Glen Erin Drive and Aquitaine Avenue

Given the impact of the COVID-19 virus, traffic pattern is not expected to reflect typical conditions, therefore existing traffic counts will not be undertaken.

2

o We have requested the latest TMC data from the City’s Traffic Operations Department for the intersection of Glen Erin Drive and Aquitaine Avenue. Available TMC will be obtained if they are newer than 2013, otherwise;

o We will use the TMC’s previously undertaken in April 2013 for the previous TIS submission (i.e. by LEA dated August 2013) and apply growth rates as mentioned subsequently herein.

As noted, the development is expected to be fully built out by 2025, therefore, we will analyze the 2020 (existing) and 2025 horizon years as required per the City’s TIS Guideline. Future background traffic volumes (excludes site generated trips) for the study horizons will be forecasted per the methodology below.

o We have requested historical AADT data from the City’s Traffic Operations to calculate the traffic growth rates for Glen Erin Drive and Aquitaine Avenue.

o Should the AADT data not be available, we will apply an industry standard growth rate of 2% to forecast the future traffic volumes on both roads.

o Per the City’s development applications website, no approved developments in the past 18 months are expected to significantly impact the study intersection. There is a proposed residential development at 6550 Glen Erin Drive (under review), but it’s traffic is expected to be captured by the growth rates proposed herein. Therefore, no background developments will be included in the future traffic forecast.

Forecast the proposed development trips and assign to boundary road network as follows:

o Use the Institute of Transportation Engineers’ (ITE - 10th edition) data to generate the development trips.

o Assign trips to the boundary road network using the 2006 TTS data.

Analyze the total traffic operations (includes site generated trips) for the study horizon years. All analysis will be conducted using Synchro (Version 9) modelling software.

Compare the future background and total traffic operations to identify if capacity issues are forecast to occur per the development proposal herein and recommend mitigation measures as necessary.

Review the existing site access connection to from a safety perspective with regards to design vehicle maneuverability, driver sight lines, intersection spacing, access configuration, and corner clearance.

Assess existing and future Transportation Demand Management (TDM) opportunities, as well as recommend site specific measures for the development to reduce single-occupancy vehicle (SOV) trips and promote sustainable transportation.

Document all analysis and recommendations regarding the findings of the study to maintain acceptable operations of the boundary road network.

Parking Utilization Study (PUS)

Given that the proposed parking supply at the site is more than 10% deficient compared to the requirements of the City of Mississauga Zoning By-law 0225-2007, a PUS consistent with the City's "Terms of Reference - Parking Utilization Studies for Specific Applications” will be prepared. The PUS will include:

A review of the minimum vehicle and bicycle parking requirements for the proposed development per the City of Mississauga Zoning By-law 0225-2007 and compare with the proposed supply.

Establish peak parking demand rates based on the existing 13-storey building’s (at the site) parking utilization. The rates will then be used to forecast the parking demand expected for the new proposed residential units.

3

o As the City’s guideline for PUS has noted that surveys during holidays are unacceptable, it is unclear if parking surveys at the site during this COVID-19 period will be acceptable. Please confirm.

o Alternatively, since the existing building at the site has not changed, we will apply the parking surveys (undertaken in 2006) and the rates for the site as determined in the previous traffic study submissions for this site.

o Additionally, existing parking survey data for similar sites within the Greater Toronto Area can be used to establish the peak parking demand rates. Please advise if this is acceptable.

Forecast the peak parking demands based on other criteria such as the ITE Parking Generation Manual (5th

edition) and Transportation Tomorrow Survey (TTS) data as applicable.

Identify available Transportation Demand Management (TDM) opportunities and assess potential to further support a reduced parking supply.

Based on the findings, confirm the adequacy or shortfall of the proposed parking supply for the development.

Review the minimum loading space requirements for the proposed development per the City of Mississauga Zoning By-law and compare with the proposed supply.

Summarize all findings and recommendations in a Parking Utilization Study for the City’s review.

1

Peter Apasnore

From: Tyler Xuereb <[email protected]>

Sent: May 21, 2020 7:41 AM

To: Peter Apasnore

Subject: RE: Traffic Growth Rate Forecast

Good Morning Peter,

Using the City’s Travel Demand Model and supporting traffic count data, the City’s Transportation Planning section has determined the projected growth on Glen Erin Drive and Aquitaine Avenue to be used as part of your study. The recommended projected growth is shown below:

Glen Erin Drive

Compounded Annual Growth from Existing to

2025

NB SB

Time

AM Peak Hour 0.5% 0.0%

PM Peak Hour 0.5% 0.0%

Aquitaine Avenue

Compounded Annual Growth from Existing to

2025

EB WB

Time

AM Peak Hour 0.0% 0.0%

PM Peak Hour 0.0% 0.5%

Regards,

Tyler

From: Peter Apasnore [mailto:[email protected]] Sent: Wednesday, May 20, 2020 1:33 PM





APPENDIX B

City of Mississauga Planning Excerpts

39W

56

54W

46E

Map 46W

Technical Revisions: 2018 October 31

Revised: 2017 June 30N

0 100 200

METRES

Produced by Corporate Sevices Department, Geospatial Solutions

55 54W54E 53W 53E 52W 50E 49W 49E

48W 48E

56 46W 46E 45W 45E 44W 44E 43W 43E 42W 42E 41W 41E 40W

58

57 39W 39E 38W 38E 37W 37E 36W 36E 35W 35E 34W 34E

26272829303132

59 25 24 23 22 21 20 19

18 17 16 15 14 13 12

11 10 9 8 7 6

1

5

34

2

52E51W 51E 50W

40E

47

33

R4-12 = R4-Exception 12

Zoning Notation Example:

Zoning

By-law No. 0225-2007

Schedule B ToGreenlands Overlay

CA

NA

DIA

N P

ACIFIC

RAIL

WA

Y

YA

WLI

AR

CIFI

CA

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NAI

DA

NA

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39W

56

54W

46E

Map 46W

Technical Revisions: 2018 October 31

Revised: 2017 June 30N

0 100 200

METRES

Produced by Corporate Sevices Department, Geospatial Solutions

55 54W54E 53W 53E 52W 50E 49W 49E

48W 48E

56 46W 46E 45W 45E 44W 44E 43W 43E 42W 42E 41W 41E 40W

58

57 39W 39E 38W 38E 37W 37E 36W 36E 35W 35E 34W 34E

26272829303132

59 25 24 23 22 21 20 19

18 17 16 15 14 13 12

11 10 9 8 7 6

1

5

34

2

52E51W 51E 50W

40E

47

33

R4-12 = R4-Exception 12

Zoning Notation Example:

Zoning

By-law No. 0225-2007

Schedule B ToGreenlands Overlay

CA

NA

DIA

N P

ACIFIC

RAIL

WA

Y

YA

WLI

AR

CIFI

CA

P

NAI

DA

NA

C

LAKE AQUITAINE

LAKE

WABUKAYNE

MO

NT

EVID

EO

RO

AD

JU

DIQ

UE

RO

AD

CO

BBIN

SH

AW

CIR

CL

E

BRASILIA CIR

CLE

WIN

DW

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E

GL

EN

ERIN

DRIV

E

WAB

UKA

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CH

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GA

CO

UR

T

INLAKE COURT

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BBIN

SH

AW

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CL

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CIRCLE

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MO

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AD

EA

ST

RID

GE

RO

AD

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BATTLEFO

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BA

RRIS

DA

LE

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SYMINGTON CT

TRIPOLI TERRACE

MONTEVID

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MO

NT

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AD

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PA

MP

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NA

ME

WS

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MA

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CL

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G1

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C2

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C1

C5

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C1

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OS1

OS1

OS1

OS1

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OS1

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R3

R3-8

R3-8

R3-8

R3-8

R3-38

R3

R3

R3

R3

R3

R3

R3

R3

R3

R3R3 R3

R3

R3 R3

R3

R3

R3

R3

R3

R3

R3

R3

R3

R3

R3R3

R3

R3

R3

R3

R3

R3

R3

R3

R3

R3

R3

R3R3

R4

R4R4

R4

R4

R4

R4

R4

R4R4

R4

R4

R4

R4

R4

R4

R4

R4

R4

R4

R4

R4 R4

R4 R4

R4R4

R4-12

R4-12

R4-12

R4-12

R4-12

R4-12

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RM1

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RM1

RM1

RM1

RM1

RM1

RM

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RM1

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RM1

RM1

RM1

RM1

RM

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RM1

RM

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RM1

RM1

RM1

RM1

RM1

RM1

RM

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RM1

RM

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RM

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RM1

RM

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RM1

RM4RM4

RM4

RM4

RM4

RM4

RM4

RM4

RM4

RM4 RM4

RM4RM4

RM4 RM4

RM4

RM4

RM4

RM4

RM4

RM4

RM4

RM4-13

RM2-4

RM2-4

RM5

RM5

RM5

RM

5

RM

5

R5-6

R5-20

R5-20

RM

5RM5

RM

5

RM2-4

RM2-4

R5-20

R5-20

RM4RM4

RM4

RM4

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G2

G1

G1

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G1

G1

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RA3

RA3 RA4-45

RA3-4

RA4-47

RA1

RA3-4

RA4-4

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RA2

RA3

RA4-1RA1

RA4-4

RA3

RA3

RA1

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R3

RM

1

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RM4

RM1

RM4-58RM4-58

RM4-57

B

B

RM1

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R3

R3

RM4-61

U

RA1-32

C3-55

C3

G1-14

G1-14

G1-14

E2-1

Woodbine Ave. @ Hwy 404Park & Ride

Queensville Sdrd. @ Hwy 404Park & Ride

Uxbridge

Goodwood

LINCOLNVILLE

Stouffville

Mount Joy

Markham

Centennial

UnionvilleMilliken

Agincourt

Kennedy

Wellington St. E @Hwy 404 Park & Ride

TrentUniversity

PeterboroughBus Terminal

Crawford Dr. @Harper Rd. Park & Ride

Peterborough Rd. 10@ Hwy 115Park & Ride

Hwy 35 @ Hwy 115Park & Ride

Durham College /Ontario Tech University

Oshawa BusTerminal

Hwy 2 @Hwy 35/115Park & Ride

OSHAWAWhitbyAjaxPickering

PickeringTown Centre

Universityof TorontoScarborough

Rouge Hill

Guildwood

Eglinton

Scarborough

Danforth

CentennialCollege

ScarboroughCentre BusTerminal

Langstaff

RichmondHill

OldCummer

Oriole

UNION

Richmond HillCentre

ALLANDALEWATERFRONTBarrieSouth

Bradford

EastGwillimbury

Newmarket

Aurora

King City

Maple

Rutherford

YorkUniversity

York MillsBusTerminal

Barrie TransitTerminal

Stroud

Churchill

HollandLanding

Hwy 9 @ Hwy 400Park & Ride

Major Mackenzie Dr.@ Hwy 400Park & Ride

Town Line @ Mill St.(Orangeville) Park & Ride

Caledon

VictoriaTrinityCommonMall

Williams Pkwy. @Hwy 410 Park & Ride

BramaleaBus Terminal

Hurontario St. @ Bovaird Dr.

PearsonAirport

Hurontario St.@ Hwy 407Park & Ride

Norval

Square OneBus Terminal

University ofWaterloo

Wilfrid LaurierUniversity

KitchenerBus Terminal

Sportsworld Dr.@ Hwy 8Park & Ride

Cambridge

Brock Rd. @ McLean Rd.(Aberfoyle) Park & Ride

Rockwood

Universityof Guelph

Regional Rd. 25 @Hwy 401 Park & Ride

Dundas St. @ Hwy 407Park & Ride

Trafalgar Rd. @Hwy 407

Park & Ride

Bronte Rd.@ Hwy 407Park & Ride

SheridanCollege

Erin MillsTown Centre

MeadowvaleTown Centre

McMasterUniversity

Centennial Pkwy. N.@ QEW Park & Ride

Casablanca Blvd. @ QEWPark & Ride

St. CatharinesFairview Mall Stanley Ave. @ Hwy 420

Park & Ride

Bloor

Weston

EtobicokeNorthMalton

BramaleaBrampton

MountPleasantGeorgetown

Acton

GuelphCentral

KITCHENER

Lisgar

MILTON

Meadowvale

Erindale

Cooksville

Kipling

Dixie

Exhibition

Mimico

Long Branch

Port Credit

Clarkson

Oakville

Bronte

Appleby

BurlingtonAldershot

HAMILTON

WESTHARBOUR

St. Catharines NIAGARAFALLS

N

Lakeshore East

Stouffville

Richmond Hill

Lakeshore West

Milton

Barrie

Kitchener

Not all bus stops shown /Arrêts d’autobus ne sont pas tous indiqués

Metrolinx 2019Version: November 2019

System MapPlan du réseau

Brooklin

Brock Rd. @ Hwy 407Park & Ride

LAKE ONTARIO

LAKE SIMCOE

WATERLOO

HALTON

HAMILTON NIAGARA

WELLINGTON

DUFFERIN

SIMCOE

YORK

DURHAM

PETERBOROUGH

TORONTO

Davis Dr. @ Hwy 404Park & Ride

Erin MillsTransitwayStation

QUEEN ELIZABETH WAY

HWY 4

07

HWY 401

QUEEN E

LIZABETH W

AY

HWY 403

HWY 4

01

HWY 4

07

HWY 407

HW

Y 3

5

HWY 10

HW

Y 4

04

HW

Y 4

00

PEEL

HWY 410

YorkdaleBusTerminal

FinchBus Terminal

Clarington Blvd. @Durham Hwy 2

Park & Ride

P

HW

Y 1

15

Newcastle

PP

P

P

PP

P

P

P

PP

P

P

P

P

P

P

P

P P

P

P

P

GARDINER E

XPRESSWAY

HWY 401

BrantfordBus Terminal

BRANTFORD

HWY 403

HWY 7

P

Ontario St. @ QEW(Beamsville) Park & Ride

HWY 2

c

GORMLEY

Winston ChurchillTransitway Station

NiagaraCollege(NOTL)

RenforthTransitwayStation

Dixie Transitway

Station

Streetsville

HWY 407

DownsviewPark

P

Dundas St. @Hwy 412

Park & Ride

Hwy 407Bus Terminal

P

Major Mackenzie Dr.@ Hwy 404 Park & Ride

HW

Y 4

04

PP

First Ave. @Front St.Park & Ride

Courtice Rd. @Baseline Rd. WPark & Ride

GO TRAIN LINES /LIGNES DE TRAIN GO GO BUS / AUTOBUS GO

Lakeshore West

Milton

Kitchener

Barrie

Richmond Hill

Stouffville

Lakeshore East

Includes daily weekday trip in each direction plus weekend service to and from Niagara Falls.

Bus Routes / Lignes d’autobusHwy 407 Bus Service /Service d’autobus Hwy 407Frequent Service Monday-Friday.Service fréquent lundi-vendredi.

416 869 32001 888 438 6646

TTY 1 800 387 3652gotransit.com

MAP NOT TO SCALE / CARTE NON À L’ÉCHELLE

TTC subway connection / Correspondance au métrode la TTC *

* Separate fare required / Titre distinct requis

Union PearsonExpress *

Lorem ipsum

Incluant les trajets quotidiens en semainedans les deux directions et service de week-end vers et de Niagara Falls. P Major bus stop with parking /

Arrêt d’autobus principal avecstationnement

National passenger trains / Trains passagers nationaux *

Bolton

HWY 50

Mayfield Rd. @ Hwy 50Park & Ride

P

Davis Dr. W. @Eagle St. W.

Beaverton

Cannington

Sunderland

Greenbank

Port Perry

Myrtle

DundasSt. @BrockSt.

HW

Y 1

2

To/F

rom

Roy

al

York

Sub

way

Stn

.

To/F

rom

Roy

al

York

Sub

way

Stn

.

To/F

rom

Roy

al

York

Sub

way

Stn

.

Eastbound

Westbound

Westbound

To/F

rom

Bra

mp

ton

Gat

eway

Term

inal

To/F

rom

Bra

mp

ton

Gat

eway

Term

inal

To/F

rom

Bra

mp

ton

Gat

eway

Term

inal

OT To/From Eglinton

Subway Station

To/From Eglinton

Subway Station

To/From Eglinton

Subway Station

Port Credit

Long Branch

To/FromHumberCollege

& W OslerHealth Ctr.





To/F

rom

Stee

les

Ave

To/F

rom

Stee

les

Ave

To/F

rom

Stee

les

Ave

To/F

rom

St

eele

sAv

e

To/F

rom

St

eele

sAv

e

To/F

rom

St

eele

sAv

e

To/From High ParkSubway Station



To/FromIslington

SubwayStn.

To/FromIslington

SubwayStn.

To/FromIslington

SubwayStn.

To/F

rom

Stee

les

Ave

To/F

rom

Stee

les

Ave

To/F

rom

Stee

les

Ave

To/From

Humber Loop &

Keele Subway Stn

To/From

Humber Loop &

Keele Subway Stn

To/From

Humber Loop &

Keele Subway Stn

To/From Humber Loop

& Downtown Toronto

To/From Humber Loop

& Downtown Toronto

To/From Humber Loop

& Downtown Toronto

To/From Union Station



To/F

rom

Bra

mp

ton

Gat

eway

Term

inal

To/F

rom

Bra

mp

ton

Gat

eway

Term

inal

To/F

rom

Bra

mp

ton

Gat

eway

Term

inal

To/F

rom

Bra

mal

eaTe

rmin

al

To/F

rom

Bra

mal

eaTe

rmin

al

To/F

rom

Bra

mal

eaTe

rmin

al

To/F

rom

Bra

mal

eaTe

rmin

al

To/F

rom

Bra

mal

eaTe

rmin

al

To/F

rom

Bra

mal

eaTe

rmin

al

IslingtonSubway Station



CourtneyparkCourtneyparkCourtneypark

Net

herh

art

Rd

Net

herh

art

Rd

Net

herh

art

Rd

Clarkson

1C11C11C

1C

11

1

7

7

7

7

8

9

9

9

8

8

5

5

33

3

5

44

4

5

5

30

2020

11

11

11

2026

26262626

66

66

19

19

19

23 23

28

28

29

4242

42

4413

13

13

13

13

48

48

48

44

44

42

39

3939

39

3534

3434

68

68

61

61

61

35

35

36

36

35

35

30

30

22

22

OT

OT

6

6

4

24

OT

4OT4

110110

110110109109

109109

109109

109109

107107

107107

103103

103103

103103

TTC

TTC

TTC46

TTC46

TTC

TTC

TTC

TTC50

TTC15

TTC44

TTC49

TTC50

TTC15

TTC501

TTC

TTC

TTC111

TTC111

TTC192

TTC

TTC

900

TTC

TTC

TTC

TTC110A

TTC110+

110C

TTC112+

32A

TTC52A

52A

TTC37+

52D TTC

14

TTC 37A

TTC32A

TTC112+

BT

BT

30BT14BT

15 BT

15BT

18BT51BT

51BT51BT

18BT

5BT

7

BTZÜM502

BT

7BT

115

BT115

BT 115

SouthCommon Centre

SouthCommon Centre

SouthCommon Centre

Credit ValleyHospital






To/From Oakville,

Burlington & HamiltonTo/From Oakville,


Burlington & Hamilton

UTMErindaleCampus

UTMErindaleCampus

UTMErindaleCampus

SheridanCentre

SheridanCentre

SheridanCentre

To/From BronteGO Station



To/From OakvilleGO Station






MeadowvaleTown CentreMeadowvaleTown CentreMeadowvaleTown Centre

To/F

rom

Sher

idan

Col

leg

e

To/F

rom

Sher

idan

Col

leg

e

To/F

rom

Sher

idan

Col

leg

e

Paramount FineFoods CentreParamount FineFoods CentreParamount FineFoods Centre

DixieDixieDixie

TomkenTomkenTomken

CawthraCawthraCawthra

CentralParkway

CentralParkway

CentralParkway

WoodbineCentre

WoodbineCentre

WoodbineCentre

WestwoodSquare

WestwoodSquare

WestwoodSquare

Terminal 1

SherwayGardensSherwayGardensSherwayGardens

CawthraSenior’s Centre

Trillium Health PartnersTrillium Health PartnersTrillium Health Partners(Formerly Mississauga Hosp.)

MID-DAYONLY

HuronPark

Toronto Pearson

International Airport

To/F

rom

Hea

rt L

ake

Term

inal

To/F

rom

Hea

rt L

ake

Term

inal

To/F

rom

Hea

rt L

ake

Term

inal

Dixie OutletMall

Dixie OutletMall

Dixie OutletMall

City Centre Transit Terminal

(Square One)


(Square One)


(Square One)

16

16

16

(not wheelchair accessible)(not wheelchair accessible)(not wheelchair accessible)

9

9

6

6

19C

19C

19C

19

BTZÜM502

2BT

2

7BT

Hwy 407 &Hurontario

Park & Ride

Hwy 407 &Hurontario

Park & Ride

Hwy 407 &Hurontario

Park & Ride

10

10

10

1046

38A

38A

38A

38A

38A

45

45

45

51

51

51

90 90

Erindale

16A

16A

16A

OT24

29

29

29

11BT

511BTZÜM

ErinMillsErinMillsErinMills

TahoeTahoeTahoe

EtobicokeCreekEtobicokeCreekEtobicokeCreek

6BT

6BT

11

51111A

511A

BTZÜM

BT

TTC37A

112B

112C

112C

TTC

TTC

36A

96B

TTC

TTC

123B

123C

TTC

123+

80+

80+

TTC 76A

TTC76B

TTC 76+

191B

191B

30A

45A

TTC52D

TTC48

29 Sheridan College(H. McCallion Campus)

Sheridan College(H. McCallion Campus)


10

101101101101

101101

SpectrumSpectrumSpectrum OrbitorOrbitorOrbitorRenforthRenforthRenforthWinston

ChurchillWinstonChurchillWinstonChurchill

39

35

Malton

TTC 952

TTC 945

TTC952

68

RoyalWindsor Dr

RoyalWindsor Dr

RoyalWindsor Dr

Kipl

ing

Ave

Kipl

ing

Ave

Kipl

ing

Ave

Mar

tin

Gro

ve

Rd

Mar

tin

Gro

ve

Rd

Mar

tin

Gro

ve

Rd

Eglinton Ave

Eglinton Ave

Eglinton Ave

Brow

nsLi

neBrow

nsLi

neBrow

nsLi

ne

Lake Shore Blvd

Lake Shore Blvd

Lake Shore Blvd

The Queensway

The Queensway

The QueenswayHorner Ave

Horner Ave

Horner Ave

N Queen

N Queen

N Queen

Evans Ave

Evans Ave

Evans Ave

Truscott DrTruscott DrTruscott Dr

Ros

ehur

stR

oseh

urst

Ros

ehur

st

Old Derry RdOld Derry RdOld Derry Rd

Mav

isM

avis

Mav

isRdRdRd

Derry RdDerry RdDerry Rd WWW

Britannia Rd WBritannia Rd WBritannia Rd W


Eglinton Ave WEglinton Ave WEglinton Ave W

Burnhamthorpe Rd WBurnhamthorpe Rd WBurnhamthorpe Rd W Burnhamthorpe Rd EBurnhamthorpe Rd EBurnhamthorpe Rd E

Rathburn Rd ERathburn Rd ERathburn Rd ERathburn Rd WRathburn Rd WRathburn Rd W

Burnhamthorpe Rd

Burnhamthorpe Rd

Burnhamthorpe Rd

Airp

ort

Rd

Airp

ort

Rd

Airp

ort

Rd

Dix

ie

Rd

Dix

ie

Rd

Dix

ie

Rd

Tom

ken

Rd

Tom

ken

Rd

Tom

ken

Rd

Tom

ken

Rd

Tom

ken

Rd

Tom

ken

Rd

McL

aug

hlin

Rd

McL

aug

hlin

Rd

McL

aug

hlin

Rd

Cre

ditv

iew

R

dC

red

itvie

w

Rd

Cre

ditv

iew

R

dGle

nG

len

Gle

nEr

inEr

inEr

inD

rD

rD

r

Hur

onta

rio

S

tH

uron

tario

St

Hur

onta

rio

S

t

Og

den

A

veO

gd

en

Ave

Og

den

A

ve

Queensway WQueensway WQueensway W QueensQueensQueensway Eway Eway E

Mineola RdMineola RdMineola Rd

Red

mon

dR

edm

ond

Red

mon

d

McBride Ave

McBride Ave

McBride AveForestwood

Forestwood

ForestwoodFairviewFairviewFairview

Atwater AveAtwater AveAtwater Ave

N Service RdN Service RdN Service Rd

MiddlegateMiddlegateMiddlegate

TedwynTedwynTedwyn

Clif

fC

liff

Clif

f

Ast

aA

sta

Ast

a

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illa

Cam

illa

Cam

illa

PaisleyPaisleyPaisley

Gle

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leng

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Gle

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CedarglenCedarglenCedarglen

Thomas StThomas StThomas St

Riv

erR

iver

Riv

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Gro

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Gui

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Gui

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Falco

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Dr

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list

Matheson Blvd EMatheson Blvd EMatheson Blvd ESkymarkSkymarkSkymark

CardiffCardiffCardiff

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BeverleyBeverleyBeverley

AmericanAmericanAmerican

HullHullHull

NetherwoodNetherwoodNetherwood

DarcelDarcelDarcel

NashuaNashuaNashua

Finc

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Mid-wayMid-wayMid-way

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Renf

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Renf

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Carli

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Carli

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field

Hai

nes

Hai

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Hai

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all

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all

Bromsgrove RdBromsgrove RdBromsgrove Rd

Caw

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Rd

Caw

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Rd

Caw

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Dix

ie

Rd

Dix

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Rd

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M

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ga

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siss

aug

a

Mis

siss

aug

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aug

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Win

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Chu

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lvd

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Chu

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lvd

Win

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lvd

Win

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Chu

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Win

ston

Chu

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Win

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Chu

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lvd

Bloor St

Bloor St

Bloor St

Bloor StBloor StBloor St

Dundas St EDundas St EDundas St E

Islin

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Ave

Islin

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Ave

Islin

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Dundas St WDundas St WDundas St W

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Mav

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Mav

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Rd

Mav

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Rd

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Wol

fed

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Rd

Wol

fed

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Rd

Wol

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Rd

Lakeshore Rd WLakeshore Rd WLakeshore Rd W Lakeshore Rd ELakeshore Rd ELakeshore Rd E


Eglinton Ave EEglinton Ave EEglinton Ave E

Derry Rd EDerry Rd EDerry Rd EDerry Rd EDerry Rd EDerry Rd E

DerryDerryDerryDerry Rd WDerry Rd WDerry Rd W

Rd Rd Rd

Hwy409Hwy409Hwy409

Torb

ram

Rd

Torb

ram

Rd

Torb

ram

Rd

Ken

ned

y R

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dy

Rd

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Cre

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dC

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Cre

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R

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Mis

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aug

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Rd

Mis

siss

aug

a

Rd

Mis

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aug

a

Rd

Macdonald Cartier Freeway


Macdonald Cartier Freeway Hw

y 41

0H

wy

410

Hw

y 41

0

Hwy 401Hwy 401Hwy 401

Hwy 403Hwy 403Hwy 403Bus BypassBus BypassBus Bypass

LanesLanesLanes

Hw

y 40

3H

wy

403

Hw

y 40

3

Queen Elizabeth WayQueen Elizabeth WayQueen Elizabeth Way

Nin

th

Li

neN

inth

Line

Nin

th

Li

neH

wy

407

Hw

y 40

7H

wy

407

Bra

mal

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Win

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CoopersCoopersCoopers

MathesonMathesonMatheson

Matheson

Matheson

Matheson

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Che

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Rose

Che

rry

Rose

Che

rryKen

ned

yK

enne

dy

Ken

ned

y

Britannia W

Britannia W

Britannia W

Argentia Rd

Argentia Rd

Argentia Rd

Thomas Thomas Thomas

Rd

Rd

Rd

ErinErinErin CentreCentreCentre

Courtneypark DrCourtneypark DrCourtneypark Dr

Winterton WayWinterton WayWinterton Way

Dundas StDundas StDundas St

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tol C

irB

risto

l Cir

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tol C

ir

Upper MiddleUpper MiddleUpper Middle

Homelands

Homelands

Homelands

Sout

hdow

n R

dSo

uthd

own

Rd

Sout

hdow

n R

d

Lakeshore RdLakeshore RdLakeshore Rd

ElmElmElm

TerragarTerragarTerragar

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h L

ine

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e W

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ine

W

W W W

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ve

Aquitaine A

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Chu

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Chu

rchi

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ead

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Chu

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ead

ows

Erin

Centre

Erin

Centre

Erin

Centre

Tent

h Li

ne W

Tent

h Li

ne W

Tent

h Li

ne W

RexdaleRexdaleRexdale

BlvdBlvdBlvd

Dixon Rd

Dixon Rd

Dixon Rd

Trel

aw

ny Cir

Trel

aw

ny Cir

Trel

aw

ny Cir

Osprey B

lvd

Osprey B

lvd

Osprey B

lvd

CopenhagenCopenhagenCopenhagen

Erin

Mill

s Pk

yE

rin M

ills

Pky

Erin

Mill

s Pk

y

Bristol Rd W

Bristol Rd W

Bristol Rd W

Bristol Rd WBristol Rd WBristol Rd W

Hw

y 42

7

Hw

y 42

7

Hw

y 42

7

Hw

y 27

Hw

y 27

Hw

y 27

Plymouth DrPlymouth DrPlymouth Dr

Ford

D

rFo

rd

Dr

Ford

D

r

Gle

n E

rin D

rG

len

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Dr

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n E

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The CollegewayThe CollegewayThe Collegeway

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dit

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dlan

dsTh

e C

red

it W

oodl

ands

The

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dit

Woo

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ds

Centr al Pky

E

Centr al Pky

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Centr al Pky

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Confederation

Cent ral Pky W

Cent ral Pky W

Cent ral Pky W

Mississauga Valle

yMississauga Val

ley

Mississauga Valle

y

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Financial

Financial

Financial

Fowler

Fowler

Fowler

Win

ston

Chu

rchi

ll B

lvd

Win

ston

Chu

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ll B

lvd

Win

ston

Chu

rchi

ll B

lvd

Millcreek D

rM

illcreek Dr

Millcreek D

r

110-Southbound110-Southbound110-Southbound

110-Northbound

110-Northbound

Brandon GtBrandon GtBrandon Gt

Hur

onta

rio

StH

uron

tario

St

Hur

onta

rio

St

SuperiorSuperiorSuperior

Edw

ard

sEd

war

ds

Edw

ard

s

TopflightTopflightTopflight

Gor

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Dr

Gor

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ing

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Kipl

ing

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Kipl

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Ave

Islin

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e

Islin

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Av

e

Islin

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Av

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St

KingKingKing

Cre

ekb

ank

Rd

Cre

ekb

ank

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Lisgar

Saturday Service

TTC52

BT18

OT24

Regular Route

MiExpress RouteAll Day Service

Route Number

Oakville Transit Route

Brampton Transit Route

TTC Bus Route

GO Train & Station

Connecting Transit Services

1

Clarkson

MiWay Route Service Types

Effective: October 28, 2019

All MiWay routes are fully accessible with low floor, wheelchair accessible buses

Map Symbols

Transitway Station

Mississauga Transitway

Key Transit Stops

Hw

y 40

7H

wy

407

Hw

y 40

7

110-Southbound110-Southbound110-Southbound

110-Northbound

OT

6

6

4OT

4OT4




Upper MiddleUpper MiddleUpper Middle

Ford

D

rFo

rd

Dr

Ford

D

r

(not wheelchair accessible)(not wheelchair accessible)(not wheelchair accessible)

ErindaleDixieDixieDixie

TomkenTomkenTomken

CawthraCawthraCawthraCentral

ParkwayCentral

ParkwayCentral

ParkwayErinMillsErinMillsErinMills

TahoeTahoeTahoe

EtobicokeCreekEtobicokeCreekEtobicokeCreek

WinstonChurchillWinstonChurchillWinstonChurchill SpectrumSpectrumSpectrum OrbitorOrbitorOrbitor

RenforthRenforthRenforth

To/F

rom

Bra

mp

ton

Gat

eway

Term

inal

To/F

rom

Bra

mp

ton

Gat

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Term

inal

To/F

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Bra

mp

ton

Gat

eway

Term

inal

OT

OT

OTTo/From Eglinton

Subway Station

To/From Eglinton

Subway Station

To/From Eglinton

Subway Station

Port Credit

Long Branch







To/F

rom

Stee

les

Ave

To/F

rom

Stee

les

Ave

To/F

rom

Stee

les

Ave

To/F

rom

St

eele

sAv

e

To/F

rom

St

eele

sAv

e

To/F

rom

St

eele

sAv

e




To/FromIslington

SubwayStn.

To/FromIslington

SubwayStn.

To/FromIslington

SubwayStn.

To/F

rom

Stee

les

Ave

To/F

rom

Stee

les

Ave

To/F

rom

Stee

les

Ave

To/From Humber Loop

& Downtown Toronto

To/From Humber Loop

& Downtown Toronto

To/From Humber Loop

& Downtown Toronto




To/F

rom

Bra

mp

ton

Gat

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Term

inal

To/F

rom

Bra

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ton

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Term

inal

To/F

rom

Bra

mp

ton

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Term

inal

To/F

rom

Bra

mal

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To/F

rom

Bra

mal

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al

To/F

rom

Bra

mal

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rmin

al

To/F

rom

Bra

mal

eaTe

rmin

al

To/F

rom

Bra

mal

eaTe

rmin

al

To/F

rom

Bra

mal

eaTe

rmin

al




Net

herh

art

Rd

Net

herh

art

Rd

Net

herh

art

Rd

Clarkson

1C11C11C

1C

11

1

7

7

7

7

9

9

9

9

9

5

5

33

3

5

5

5

20 20

11

109109

11

11

2026

26262626

1966

66

19

19

19

23 23

28

28

4242

BTZÜM502

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13

13

13

13

48

48

48

44

44

44

42

39

3939

39

34

3434

61

61

61

36

36

22

22

24

24

110110TTC46

TTC46

TTC

TTC

TTC

TTC50

TTC44

TTC49

TTC50

TTC501

TTC

TTC111

TTC111

TTC192

TTC

TTC

TTC112A

32A

52A

TTC37+

14

TTC 37A

TTC112+

BT

14BT

15BT

18BT

51BT

18BT

5BT

30BT

7BT

7 BT

BT 115

CivicCentre

SouthCommon Centre

SouthCommon Centre

SouthCommon Centre







To/From Oakville,



Burlington & Hamilton

UTMErindaleCampus

UTMErindaleCampus

UTMErindaleCampus

SheridanCentre

SheridanCentre

SheridanCentre




MeadowvaleTown CentreMeadowvaleTown CentreMeadowvaleTown Centre

To/F

rom

Sher

idan

Col

leg

e

To/F

rom

Sher

idan

Col

leg

e

To/F

rom

Sher

idan

Col

leg

e

Paramount FineFoods CentreParamount FineFoods CentreParamount FineFoods Centre

WoodbineCentre

WoodbineCentre

WoodbineCentre

WestwoodSquare

WestwoodSquare

WestwoodSquare

Terminal 1

SherwayGardensSherwayGardensSherwayGardens

Trillium Health PartnersTrillium Health PartnersTrillium Health Partners(Formerly Mississauga Hosp.)

Toronto Pearson

International Airport

To/F

rom

Hea

rt L

ake

Term

inal

To/F

rom

Hea

rt L

ake

Term

inal

To/F

rom

Hea

rt L

ake

Term

inal


(Square One)


(Square One)


(Square One)

Dixie OutletMall

Dixie OutletMall

Dixie OutletMall

Lisgar

Royal WindsorDr

Royal WindsorDr

Royal WindsorDr

13101101101101

101101

110110

6

6

BTZÜM502

2BT

7BT

Hwy 407 &Hurontario

Park & Ride

Hwy 407 &Hurontario

Park & Ride

Hwy 407 &Hurontario

Park & Ride

38A

45

45

45

38A

38A

38A

29

29

29

20

16A

16A

16ATTC52D

TTC110A

TTC110C

110+




4

4

4

29

11BT

511BTZÜM

6BT

6BT

11

51111A

511A

BTZÜM

BT

BT115

BT115

TTC37A

36A

96B

TTC

TTC

112C

112C

TTC

TTC

TTC

TTC123B

123C

TTC

123+

TTC15

TTC 76A

TTC76B

TTC 76+

TTC15

TTC 80B

TTC

32A112B

TTC191B

191B

TTC48

30A

45A

TTC52ATTC

52D

29 Sheridan College(H. McCallion Campus)



10

10

10109109

10

10

68

68

46

109109109109

3535

35

35

103103

103103

103103

39

107107

107107

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TTC 900

TTC 952

TTC 945

TTC952

2

Kipl

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Ave

Kipl

ing

Ave

Kipl

ing

Ave

Mar

tin

Gro

ve

Rd

Mar

tin

Gro

ve

Rd

Mar

tin

Gro

ve

Rd

Eglinton Ave

Eglinton Ave

Eglinton Ave

Brow

nsLi

neBrow

nsLi

neBrow

nsLi

ne

Lake Shore Blvd

Lake Shore Blvd

Lake Shore Blvd

N Queen

N Queen

N Queen

Truscott DrTruscott DrTruscott Dr

Old Derry RdOld Derry RdOld Derry Rd

Mav

isM

avis

Mav

isRdRdRd

Derry RdDerry RdDerry Rd WWW



Eglinton Ave WEglinton Ave WEglinton Ave W

Burnhamthorpe Rd WBurnhamthorpe Rd WBurnhamthorpe Rd W Burnhamthorpe Rd EBurnhamthorpe Rd EBurnhamthorpe Rd E

Rathburn Rd ERathburn Rd ERathburn Rd E

Burnhamthorpe Rd

Burnhamthorpe Rd

Burnhamthorpe Rd

Airp

ort

Rd

Airp

ort

Rd

Airp

ort

Rd

Gor

eway

Dr

Gor

eway

Dr

Gor

eway

Dr

Dix

ie

Rd

Dix

ie

Rd

Dix

ie

Rd

Hur

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uron

tario

St

Hur

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rio

St

Tom

ken

Rd

Tom

ken

Rd

Tom

ken

Rd

Tom

ken

Rd

Tom

ken

Rd

Tom

ken

Rd

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aug

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Rd

McL

aug

hlin

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McL

aug

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Queensway WQueensway WQueensway W QueensQueensQueens

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CedarglenCedarglenCedarglen

Ast

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Ast

a

Clif

fC

liff

Clif

f

Cam

illa

Cam

illa

Cam

illa

Q.E.W.Q.E.W.Q.E.W.

N Service RdN Service RdN Service Rd

way Eway Eway E

Red

mon

dR

edm

ond

Red

mon

d

McBride Ave

McBride Ave

McBride AveForestwood

Forestwood

ForestwoodFairviewFairviewFairview

PaisleyPaisleyPaisley

Thomas StThomas StThomas St

Riv

erR

iver

Riv

erG

rove

Gro

veG

rove

Lisg

arLi

sgar

Lisg

arD

rD

rD

r

Tours DrTours DrTours Dr

ArgentiaArgentiaArgentia RdRdRd

WindWindWindwoodwoodwood

SheridanPk

SheridanPk

SheridanPk

LairdLairdLairdVega

Vega

Vega

Rid

gew

ayR

idg

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Rid

gew

ayC

olon

ial

Col

onia

lC

olon

ial

UnityUnityUnity

Loya

list

Loya

list

Loya

list

DarcelDarcelDarcel

NashuaNashuaNashua

Finc

hFi

nch

Finc

h

MorningMorningMorning Star DrStar DrStar Dr

Col

umb

usC

olum

bus

Col

umb

us

Renf

orth

Dr

Renf

orth

Dr

Renf

orth

Dr

Matheson Blvd EMatheson Blvd EMatheson Blvd ESkymarkSkymarkSkymark

Com

mer

ceC

omm

erce

Com

mer

ce

Exp

lore

rEx

plo

rer

Exp

lore

r

Carli

ngvie

w D

r

Carli

ngvie

w D

r

Carli

ngvie

w D

r

Bromsgrove RdBromsgrove RdBromsgrove Rd

Caw

thra

Rd

Caw

thra

Rd

Caw

thra

Rd

Dix

ie

Rd

Dix

ie

Rd

Dix

ie

Rd

Erin

M

ills

Pky

Erin

M

ills

Pky

Erin

M

ills

Pky

Mis

siss

aug

a R

dM

issi

ssau

ga

Rd

Mis

siss

aug

a R

d

Mis

siss

aug

a R

dM

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ga

Rd

Mis

siss

aug

a R

d

Win

ston

Chu

rchi

ll B

lvd

Win

ston

Chu

rchi

ll B

lvd

Win

ston

Chu

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ll B

lvd

Win

ston

C

hurc

hill

B

lvd

Win

ston

C

hurc

hill

B

lvd

Win

ston

C

hurc

hill

B

lvd

Bloor St

Bloor St

Bloor St

Bloor StBloor StBloor St

Dundas St EDundas St EDundas St E

Islin

gton

Ave

Islin

gton

Ave

Islin

gton

Ave

Kipl

ing

Ave

Kipl

ing

Ave

Kipl

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Ave

Islin

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Av

e

Islin

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Av

e

Islin

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Av

e


Mav

is R

dM

avis

Rd

Mav

is R

d

Wol

fed

ale

Rd

Wol

fed

ale

Rd

Wol

fed

ale

Rd

Mav

is

Rd

Mav

is

Rd

Mav

is

Rd

Lakeshore Rd WLakeshore Rd WLakeshore Rd W Lakeshore Rd ELakeshore Rd ELakeshore Rd E


Derry Rd EDerry Rd EDerry Rd EDerry Rd EDerry Rd EDerry Rd E

DerryDerryDerryDerry Rd WDerry Rd WDerry Rd W

Rd Rd Rd

Hwy409Hwy409Hwy409

Torb

ram

Rd

Torb

ram

Rd

Torb

ram

Rd

Ken

ned

y R

dK

enne

dy

Rd

Ken

ned

y R

d

Terr

y Fo

x W

ayTe

rry

Fox

Way

Terr

y Fo

x W

ay

Gui

ldw

ood

Gui

ldw

ood

Gui

ldw

ood

Winterton WayWinterton WayWinterton Way

Silk

en L

aum

ann

Way

Silk

en L

aum

ann

Way

Silk

en L

aum

ann

Way

McL

aug

hlin

R

dM

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in

Rd

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aug

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Seco

nd

Line

Seco

nd

Line

Seco

nd

Line

Cre

ditv

iew

R

dC

red

itvie

w

Rd

Cre

ditv

iew

R

d

Mis

siss

aug

a

Rd

Mis

siss

aug

a

Rd

Mis

siss

aug

a

Rd

Hw

y 41

0H

wy

410

Hw

y 41

0



Hw

y 40

3H

wy

403

Hw

y 40

3

Queen Elizabeth WayQueen Elizabeth WayQueen Elizabeth Way

Nin

th

Li

neN

inth

Line

Nin

th

Li

ne

Bra

mal

eaR

dB

ram

alea

Rd

Bra

mal

eaR

d

Win

ston

PkWin

ston

PkWin

ston

Pk

CoopersCoopersCoopers

MathesonMathesonMatheson Rose

Che

rry

Rose

Che

rry

Rose

Che

rryKen

ned

yK

enne

dy

Ken

ned

y

Britannia W

Britannia W

Britannia W

Thomas Thomas Thomas

Erin CentreErin CentreErin Centre

Courtneypark DrCourtneypark DrCourtneypark Dr

Dundas StDundas StDundas St

Homelands

Homelands

Homelands

Sout

hdow

n R

dSo

uthd

own

Rd

Sout

hdow

n R

d

Lakeshore RdLakeshore RdLakeshore Rd

OrrOrrOrr Inve

rhou

seIn

verh

ouse

Inve

rhou

se

Tent

h L

ine

WTe

nth

Lin

e W

Tent

h L

ine

W

Argentia Rd

Argentia Rd

Argentia Rd W W W

Aquitaine A

ve

Aquitaine A

ve

Aquitaine A

ve

Chu

rchi

llM

ead

ows

Chu

rchi

llM

ead

ows

Chu

rchi

llM

ead

ows

ErinCentre

ErinCentre

ErinCentre Te

nth

Line

WTe

nth

Line

WTe

nth

Line

W

RexdaleRexdaleRexdale

BlvdBlvdBlvd

Dixon Rd

Dixon Rd

Dixon Rd

Trel

aw

ny Cir

Trel

aw

ny Cir

Trel

aw

ny Cir

Osprey B

lvd

Osprey B

lvd

Osprey B

lvd

CopenhagenCopenhagenCopenhagen

Erin

M

ills

Pky

Erin

M

ills

Pky

Erin

M

ills

Pky

Bristol Rd W

Bristol Rd W

Bristol Rd W

Meadows Hw

y 42

7

Hw

y 42

7

Hw

y 42

7

Hw

y 27

Hw

y 27

Hw

y 27

Hw

y 42

7

Hw

y 42

7

Hw

y 42

7

Plymouth DrPlymouth DrPlymouth Dr

Gle

n E

rin D

rG

len

Erin

Dr

Gle

n E

rin D

r

The CollegewayThe CollegewayThe Collegeway

The

Cre

dit

Woo

dlan

dsTh

e C

red

it W

oodl

ands

The

Cre

dit

Woo

dlan

ds

Centr al Pky

E

Centr al Pky

E

Centr al Pky

EConfederation

Confederation

Confederation

Cent ral Pky W

Cent ral Pky W

Cent ral Pky W

Mississauga Val

leyMississauga Val

leyMississauga Val

ley

Meyerside DrMeyerside DrMeyerside Dr

Fin

ancial

Fin

ancial

Fin

ancial

Mid-wayMid-wayMid-way

CourtneyparkCourtneyparkCourtneypark

Win

ston

Chu

rchi

ll B

lvd

Win

ston

Chu

rchi

ll B

lvd

Win

ston

Chu

rchi

ll B

lvd

SuperiorSuperiorSuperior

Edw

ard

sEd

war

ds

Edw

ard

s




TopflightTopflightTopflight

Eglinton Ave EEglinton Ave EEglinton Ave E

St

Rathburn Rd WRathburn Rd WRathburn Rd W

Webb

Eastgate PkyEastgate Pky

Bris

tol C

irB

risto

l Cir

Bris

tol C

ir

Evans Ave

Evans Ave

Evans Ave

The Queensway

The Queensway

The Queensway

Millcreek D

rM

illcreek Dr

Millcreek D

r

KingKingKing

Cre

ekb

ank

Rd

Cre

ekb

ank

Rd

AmericanAmericanAmerican

BancroftBancroftBancroft

DrDrDr

Sunday Service

TTC46

BT18

OT24

Regular Route

MiExpress RouteAll Day Service

Route Number

Oakville Transit Route

Brampton Transit Route

TTC Bus Route

GO Train & Station

Connecting Transit Services

1

Clarkson

MiWay Route Service Types

Effective: October 28, 2019

All MiWay routes are fully accessible with low floor, wheelchair accessible buses

Map Symbols

Transitway Station

Mississauga Transitway

Key Transit Stops





APPENDIX C

Traffic Data

AM (PM) 85% After Modal Split 15% Reduction

INBOUND OUTBOUND TOTAL

AM 13 41 54

PM 36 23 59

↑

←Shelter Bay Road ← ↓ → ↓ Private Access

↑ ← ↑ → Original Trip Generation without modal reduction

→ INBOUND OUTBOUND TOTAL

↓ AM 15 48 63

PM 42 27 69

18 0 18 ↑ 21 12

6 0 6 ← 0 0Private Access ← ↓ → ↓ 20 11 Site Access

12 21 ↑ ← ↑ →

0 0 → 7 0 7

11 20 ↓ 18 0 18

↑

←

Acquitaine Avenue ← ↓ → ↓ Acquitaine Avenue

↑ ← ↑ →

→

↓

Glen Erin

Adjusted to account for rounding

Glen Erin

Glen Erin

Given the similarity in size of the residential

property to which the adjoining private access

serves, we have assumed for similar volumes to the

site access herein for that driveway.

EXISTING TRIP GENERATION AND DISTRIBUTION AT SITE ACCESS & PRIVATE ACCESS

Trip Assigment at the site access is based on the

trip distributions presented in Figure 5.

Count Date.......

Turning Movements Report -

Location............. AQUITAINE AVE @ GLEN ERIN DR

MississaugaMunicipality.......

Wednesday, 17 October,2018

344027GeoID.......

12:45 PM11:45 AM

MD Period

Peak Hour......

Road 2 AQUITAINE AVERoad 1 GLEN ERIN DR

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

157

393

Total

6%193 13

48 0 0%

0 0%14

48

206

14

268

273 14 287

555

13

7%

7%

4

498%

54

4

58

200

53

28 306334

Total

645

251

Peds

483

Peds

10

2

Peds

10

11

18

0

0%

64

6

150

1

1%9%

232

161

2%

4

227

256

2%

5

64

14%

9

1814958

55 68

69

1%

1

94

0

0%

94

311 187

8%

5%

Page 1 of 3Thursday, May 21, 2020

Count Date.......





344027GeoID.......

08:45 AM07:45 AM

AM Period

Peak Hour......


Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

376

744

Total

9%236 22

80 6 7%

1 2%40

86

258

41

385

1102 25 1127

1512

17

5%

2%

3

9014%

54

15

57

817

105

36 371407

Total

1386

303

Peds

878

Peds

19

18

Peds

14

18

55

1

2%

106

10

182

13

7%9%

343

401

6%

25

553

325

7%

22

43

9%

4

5416996

39 248

255

3%

7

246

9

4%

255

979 800

9%

2%


Count Date.......





344027GeoID.......

06:00 PM05:00 PM

PM Period

Peak Hour......


Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

374

885

Total

3%616 20

195 0 0%

1 2%55

195

636

56

887

431 19 450

1337

17

3%

6%

3

839%

84

8

87

301

91

34 848882

Total

1361

596

Peds

1047

Peds

18

7

Peds

24

16

34

0

0%

150

10

317

0

0%7%

501

384

3%

10

448

599

1%

3

96

4%

4

34317140

92 113

115

2%

2

236

1

0%

237

479 284

4%

4%


Count Date.......


Location............. GLEN ERIN DR / SHELTER BAY RD @ UNNAMED URES


Thursday, 18 October, 2018

343982GeoID.......

06:00 PM05:00 PM

PM Period

Peak Hour......

Road 2 GLEN ERIN DR / SHELTER BAY RRoad 1 UNNAMED URES

Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

286

800

Total

0%0 0

3 0 0%

0 0%3

3

0

3

6

14 0 14

20

0

0%

0%

0

140%

32

0

32

2

14

0 9898

Total

146

472

Peds

822

Peds

5

3

Peds

4

5

5

0

0%

48

0

448

11

2%0%

501

299

4%

13

339

483

2%

11

50

0%

0

543748

50 7

7

0%

0

269

13

5%

282

48 2

0%

0%


Count Date.......





343982GeoID.......

09:00 AM08:00 AM

AM Period

Peak Hour......


Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

418

720

Total

0%4 0

13 0 0%

0 0%6

13

4

6

23

15 0 15

38

0

5%

0%

3

348%

60

3

63

0

37

8 103111

Total

211

312

Peds

821

Peds

19

17

Peds

23

59

2

0

0%

25

5

255

16

6%20%

282

438

5%

20

490

331

6%

19

82

4%

3

223920

79 13

13

0%

0

378

17

4%

395

100 0

7%

0%


Count Date.......





343982GeoID.......

01:15 PM12:15 PM

MD Period

Peak Hour......


Peds

Truck %

Trucks

Cars

Trucks

Cars

S

N

EW

Truck %

168

370

Total

0%1 0

4 0 0%

0 0%1

4

1

1

6

14 0 14

20

0

12%

0%

3

147%

22

1

25

1

15

5 4247

Total

88

194

Peds

398

Peds

1

8

Peds

8

6

3

0

0%

19

3

174

6

3%16%

196

174

3%

6

195

203

4%

9

27

7%

2

316816

25 10

10

0%

0

153

5

3%

158

41 1

11%

0%


File: CA.13.SIG

Signal Timing Request RT.07.4624

May 22, 2020 Peter Apasnore C.F. Crozier & Associates Consulting Engineers 211 Younge Street, Suite 301 Toronto ON M5B 1M4 Dear Peter Apasnore: Re: Traffic Signal Timing Please find the attached traffic signal timing for the intersections of: Glen Erin Drive and Shelter Bay Road/Private Access The side street phase (4) is actuated; meaning a vehicle or pedestrian must be present on the side street before the side street is given a green indication. Vehicle presence on the side street would result in a possible green time of between the minimum and maximum time noted, depending on demand. Pedestrian “Walk” and flashing “Don’t Walk” time on the side street, as noted, would be used in the event that the pedestrian push button is activated. During the side street pedestrian indications, the side street vehicle green is concurrently displayed. Should there be no demand on the actuated phase, the signals would result in a green indication on the major street (2). Note: All times recorded in seconds, based on full demand. The time of day plan is used for system control operation. In the event that the coordination pattern has a cycle length, offset and split value identified, the cycle length split and offset values, as noted, would be used. However, when the time of day plan is programed using ‘Action’ 8, the mode is ‘Free’, meaning no cycle length, split and offset

Peter Apasnore Re: Traffic Signal Timing May 22, 2020 2 values are given and the intersection operates using the phase timings provided in the report. Should you require further information, please contact Ken Moore, at 905-615-3200 ext. 4054. Sincerely, Ken Moore Coordinator, Traffic Systems and ITS Traffic Signals and Street Lighting Transportation and Works Department City of Mississauga 905-615-3200 ext. 4054 [email protected] c: Javed Khan, Manager, Traffic Signals and Street Lighting

Jim Kartsomanis, Supervisor, Traffic Systems and ITS





APPENDIX D

Levels of Service Definitions

Level of Service Definitions Two-Way Stop Controlled Intersections

Level of Service Control Delay per

Vehicle (seconds) Interpretation

A ≤ 10 EXCELLENT. Large and frequent gaps in traffic on the main roadway. Queuing on the minor street is rare.

B > 10 and ≤ 15 VERY GOOD. Many gaps exist in traffic on the main roadway. Queuing on the minor street is minimal.

C > 15 and ≤ 25 GOOD. Fewer gaps exist in traffic on the main roadway. Delay on minor approach becomes more noticeable.

D > 25 and ≤ 35 FAIR. Infrequent and shorter gaps in traffic on the main roadway. Queue lengths develop on the minor street.

E > 35 and ≤ 50 POOR. Very infrequent gaps in traffic on the main roadway. Queue lengths become noticeable.

F > 50

UNSATISFACTORY. Very few gaps in traffic on the main roadway. Excessive delay with significant queue lengths on the minor street.

Adapted from Highway Capacity Manual 2000, Transportation Research Board

Level of Service Definitions Signalized Intersections

Level of Service Control Delay per

Vehicle (seconds) Interpretation

A ≤ 10

EXCELLENT. Extremely favourable progression with most vehicles arriving during the green phase. Most vehicles do not stop and short cycle lengths may contribute to low delay.

B > 10 and ≤ 20

VERY GOOD. Very good progression and/or short cycle lengths with slightly more vehicles stopping than LOS “A” causing slightly higher levels of average delay.

C > 20 and ≤ 35 GOOD. Fair progression and longer cycle lengths lead to a greater number of vehicles stopping than LOS “B”.

D > 35 and ≤ 55

FAIR. Congestion becomes noticeable with higher average delays resulting from a combination of long cycle lengths, high volume-to-capacity ratios and unfavourable progression.

E > 55 and ≤ 80

POOR. Lengthy delays values are indicative of poor progression, long cycle lengths and high volume-to-capacity ratios. Individual cycle failures are common with individual movement failures also common.

F > 80

UNSATISFACTORY. Indicative of oversaturated conditions with vehicular demand greater than the capacity of the intersection.

Adapted from Highway Capacity Manual 2000, Transportation Research Board





APPENDIX E

Detailed Capacity Analysis

HCM 2010 Signalized Intersection Summary 2020 Existing AM1: Glen Erin Drive & Aquitaine Avenue 6719 Glen Erin Drive

Crozier Consulting Engineers 05-25-2020Page 1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR

Lane ConfigurationsTraffic Volume (veh/h) 107 833 58 88 263 42 44 260 260 56 186 108Future Volume (veh/h) 107 833 58 88 263 42 44 260 260 56 186 108Number 5 2 12 1 6 16 3 8 18 7 4 14Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0Ped-Bike Adj(A_pbT) 0.99 0.99 1.00 0.99 0.99 0.98 0.99 0.98Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj Sat Flow, veh/h/ln 1632 1859 1640 1738 1759 1640 1706 1836 1640 1824 1764 1640Adj Flow Rate, veh/h 116 905 63 96 286 46 48 283 283 61 202 117Adj No. of Lanes 1 2 0 1 2 0 1 2 0 1 2 0Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Percent Heavy Veh, % 14 2 2 7 9 9 9 4 4 2 7 7Cap, veh/h 526 1840 128 278 1586 252 323 541 476 198 643 355Arrive On Green 0.55 0.55 0.55 0.55 0.55 0.55 0.31 0.31 0.31 0.62 0.62 0.62Sat Flow, veh/h 909 3348 233 539 2885 458 958 1744 1533 819 2070 1143

Grp Volume(v), veh/h 116 477 491 96 164 168 48 283 283 61 162 157Grp Sat Flow(s),veh/h/ln 909 1766 1815 539 1671 1672 958 1744 1533 819 1675 1538Q Serve(g_s), s 7.3 16.7 16.7 13.4 4.9 5.0 3.9 13.4 15.6 6.1 4.5 4.9Cycle Q Clear(g_c), s 12.3 16.7 16.7 30.1 4.9 5.0 8.8 13.4 15.6 21.7 4.5 4.9Prop In Lane 1.00 0.13 1.00 0.27 1.00 1.00 1.00 0.74Lane Grp Cap(c), veh/h 526 971 998 278 918 919 323 541 476 198 520 477V/C Ratio(X) 0.22 0.49 0.49 0.35 0.18 0.18 0.15 0.52 0.59 0.31 0.31 0.33Avail Cap(c_a), veh/h 526 971 998 278 918 919 437 750 659 296 720 661HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Uniform Delay (d), s/veh 14.4 13.9 13.9 23.2 11.2 11.3 28.7 28.4 29.2 23.5 13.9 14.0Incr Delay (d2), s/veh 1.0 1.8 1.7 3.4 0.4 0.4 0.2 0.8 1.2 0.9 0.3 0.4Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0%ile BackOfQ(50%),veh/ln 2.0 8.6 8.8 2.2 2.3 2.4 1.0 6.6 6.8 1.4 2.1 2.1LnGrp Delay(d),s/veh 15.3 15.7 15.6 26.5 11.7 11.7 28.9 29.2 30.4 24.4 14.3 14.4LnGrp LOS B B B C B B C C C C B B

Approach Vol, veh/h 1084 428 614 380Approach Delay, s/veh 15.6 15.0 29.7 16.0Approach LOS B B C B

Timer 1 2 3 4 5 6 7 8

Assigned Phs 2 4 6 8Phs Duration (G+Y+Rc), s 62.0 38.0 62.0 38.0Change Period (Y+Rc), s 7.0 7.0 7.0 7.0Max Green Setting (Gmax), s 43.0 43.0 43.0 43.0Max Q Clear Time (g_c+I1), s 18.7 23.7 32.1 17.6Green Ext Time (p_c), s 13.4 7.4 7.6 8.3

Intersection Summary

HCM 2010 Ctrl Delay 19.0HCM 2010 LOS B

HCM 2010 Signalized Intersection Summary 2020 Existing AM2: Glen Erin Drive & Shelter Bay Road/Private Access 6719 Glen Erin Drive




Grp Volume(v), veh/h 108 0 0 25 0 0 89 221 231 2 152 158Grp Sat Flow(s),veh/h/ln 1361 0 0 1470 0 0 1014 1738 1807 925 1683 1714Q Serve(g_s), s 3.1 0.0 0.0 0.0 0.0 0.0 0.5 0.0 0.0 0.1 3.4 3.5Cycle Q Clear(g_c), s 6.4 0.0 0.0 1.1 0.0 0.0 4.0 0.0 0.0 0.1 3.4 3.5Prop In Lane 0.37 0.63 0.56 0.28 1.00 0.06 1.00 0.17Lane Grp Cap(c), veh/h 338 0 0 368 0 0 704 1144 1190 681 1108 1128V/C Ratio(X) 0.32 0.00 0.00 0.07 0.00 0.00 0.13 0.19 0.19 0.00 0.14 0.14Avail Cap(c_a), veh/h 422 0 0 456 0 0 704 1144 1190 681 1108 1128HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00Uniform Delay (d), s/veh 33.5 0.0 0.0 31.5 0.0 0.0 0.1 0.0 0.0 5.9 6.4 6.4Incr Delay (d2), s/veh 0.5 0.0 0.0 0.1 0.0 0.0 0.4 0.4 0.4 0.0 0.3 0.3Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0%ile BackOfQ(50%),veh/ln 2.6 0.0 0.0 0.6 0.0 0.0 0.2 0.1 0.1 0.0 1.6 1.7LnGrp Delay(d),s/veh 34.0 0.0 0.0 31.6 0.0 0.0 0.5 0.4 0.4 5.9 6.7 6.7LnGrp LOS C C A A A A A A

Approach Vol, veh/h 108 25 541 312Approach Delay, s/veh 34.0 31.6 0.4 6.7Approach LOS C C A A

Timer 1 2 3 4 5 6 7 8



HCM 2010 Ctrl Delay 6.9HCM 2010 LOS A

HCM 2010 TWSC 2020 Existing AM3: Glen Erin Drive & Private Access/Site Access 6719 Glen Erin Drive


Intersection

Int Delay, s/veh 1.4


Lane ConfigurationsTraffic Vol, veh/h 21 0 20 20 0 21 7 457 7 6 309 6Future Vol, veh/h 21 0 20 20 0 21 7 457 7 6 309 6Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free FreeRT Channelized - - None - - None - - None - - NoneStorage Length - - - - - - 150 - - 350 - -Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -Grade, % - 0 - - 0 - - 0 - - 0 -Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2Mvmt Flow 23 0 22 22 0 23 8 497 8 7 336 7

Major/Minor Minor2 Minor1 Major1 Major2

Conflicting Flow All 619 875 172 699 874 253 343 0 0 505 0 0 Stage 1 354 354 - 517 517 - - - - - - - Stage 2 265 521 - 182 357 - - - - - - -Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.14 - -Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - -Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - -Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - -Pot Cap-1 Maneuver 373 286 842 327 287 746 1213 - - 1056 - - Stage 1 636 629 - 509 532 - - - - - - - Stage 2 717 530 - 802 627 - - - - - - -Platoon blocked, % - - - -Mov Cap-1 Maneuver 358 282 842 315 283 746 1213 - - 1056 - -Mov Cap-2 Maneuver 358 282 - 315 283 - - - - - - - Stage 1 632 625 - 505 528 - - - - - - - Stage 2 690 526 - 776 623 - - - - - - -

Approach EB WB NB SB

HCM Control Delay, s 13 13.9 0.1 0.2HCM LOS B B

Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR

Capacity (veh/h) 1213 - - 497 447 1056 - -HCM Lane V/C Ratio 0.006 - - 0.09 0.1 0.006 - -HCM Control Delay (s) 8 - - 13 13.9 8.4 - -HCM Lane LOS A - - B B A - -HCM 95th %tile Q(veh) 0 - - 0.3 0.3 0 - -

Timing Report, Sorted By Phase 2020 Existing AM1: Glen Erin Drive & Aquitaine Avenue 6719 Glen Erin Drive


Phase Number 2 4 6 8

Movement EBTL SBTL WBTL NBTLLead/LagLead-Lag OptimizeRecall Mode C-Max None C-Max NoneMaximum Split (s) 50 50 50 50Maximum Split (%) 50.0% 50.0% 50.0% 50.0%Minimum Split (s) 44 37 44 37Yellow Time (s) 4 4 4 4All-Red Time (s) 3 3 3 3Minimum Initial (s) 8 8 8 8Vehicle Extension (s) 3 3 3 3Minimum Gap (s) 3 3 3 3Time Before Reduce (s) 0 0 0 0Time To Reduce (s) 0 0 0 0Walk Time (s) 15 12 15 12Flash Dont Walk (s) 22 18 22 18Dual Entry Yes Yes Yes YesInhibit Max Yes Yes Yes YesStart Time (s) 90 40 90 40End Time (s) 40 90 40 90Yield/Force Off (s) 33 83 33 83Yield/Force Off 170(s) 11 65 11 65Local Start Time (s) 0 50 0 50Local Yield (s) 43 93 43 93Local Yield 170(s) 21 75 21 75


Cycle Length 100Control Type Actuated-CoordinatedNatural Cycle 85Offset: 90 (90%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green

Splits and Phases: 1: Glen Erin Drive & Aquitaine Avenue

Timing Report, Sorted By Phase 2020 Existing AM2: Glen Erin Drive & Shelter Bay Road/Private Access 6719 Glen Erin Drive



Movement NBTL EBTL SBTL WBTLLead/LagLead-Lag OptimizeRecall Mode C-Max None C-Max NoneMaximum Split (s) 66 34 66 34Maximum Split (%) 66.0% 34.0% 66.0% 34.0%Minimum Split (s) 22.5 30.5 22.5 30.5Yellow Time (s) 4 4 4 4All-Red Time (s) 2.5 2.5 2.5 2.5Minimum Initial (s) 8 8 8 8Vehicle Extension (s) 3 3 3 3Minimum Gap (s) 3 3 3 3Time Before Reduce (s) 0 0 0 0Time To Reduce (s) 0 0 0 0Walk Time (s) 8 10 8 10Flash Dont Walk (s) 8 14 8 14Dual Entry Yes Yes Yes YesInhibit Max Yes Yes Yes YesStart Time (s) 37 3 37 3End Time (s) 3 37 3 37Yield/Force Off (s) 96.5 30.5 96.5 30.5Yield/Force Off 170(s) 88.5 16.5 88.5 16.5Local Start Time (s) 0 66 0 66Local Yield (s) 59.5 93.5 59.5 93.5Local Yield 170(s) 51.5 79.5 51.5 79.5


Cycle Length 100Control Type Actuated-CoordinatedNatural Cycle 55Offset: 37 (37%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green

Splits and Phases: 2: Glen Erin Drive & Shelter Bay Road/Private Access

Queuing and Blocking Report 2020 Existing AM6719 Glen Erin Drive


Intersection: 1: Glen Erin Drive & Aquitaine Avenue

Movement EB EB EB WB WB WB NB NB NB SB SB SB

Directions Served L T TR L T TR L T TR L T TRMaximum Queue (m) 41.3 78.9 71.0 42.6 49.2 32.5 30.3 63.1 79.5 30.0 36.7 41.0Average Queue (m) 17.2 48.4 39.8 17.7 20.1 11.8 9.3 33.2 34.3 12.2 17.7 20.095th Queue (m) 33.7 74.0 66.6 34.5 38.4 26.3 23.1 55.4 64.1 23.8 32.5 37.0Link Distance (m) 217.2 217.2 220.2 220.2 115.2 115.2 90.0 90.0Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (m) 60.0 65.0 95.0 50.0Storage Blk Time (%) 2Queuing Penalty (veh) 3

Intersection: 2: Glen Erin Drive & Shelter Bay Road/Private Access

Movement EB WB NB NB NB SB SB SB

Directions Served LTR LTR L T TR L T TRMaximum Queue (m) 47.2 17.2 25.6 36.4 33.4 6.9 35.4 29.2Average Queue (m) 16.8 4.3 8.8 13.7 13.7 0.6 13.3 8.195th Queue (m) 34.3 13.8 19.8 27.5 28.0 4.2 27.9 20.4Link Distance (m) 125.3 69.1 102.6 102.6 172.0 172.0Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (m) 40.0 35.0Storage Blk Time (%) 0 0 0Queuing Penalty (veh) 0 0 0

Intersection: 3: Glen Erin Drive & Private Access/Site Access

Movement EB WB NB SB

Directions Served LTR LTR L LMaximum Queue (m) 17.1 14.6 4.5 9.1Average Queue (m) 6.4 7.3 0.2 0.795th Queue (m) 14.1 14.7 2.5 4.4Link Distance (m) 85.1 81.7Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (m) 15.0 35.0Storage Blk Time (%)Queuing Penalty (veh)

Network Summary

Network wide Queuing Penalty: 3

HCM 2010 Signalized Intersection Summary 2020 Existing PM1: Glen Erin Drive & Aquitaine Avenue 6719 Glen Erin Drive




Grp Volume(v), veh/h 101 216 215 216 379 388 107 198 192 38 265 252Grp Sat Flow(s),veh/h/ln 638 1714 1663 948 1754 1792 837 1793 1662 977 1765 1637Q Serve(g_s), s 11.3 6.8 7.0 15.9 13.0 13.0 12.7 9.6 10.0 2.7 9.4 9.8Cycle Q Clear(g_c), s 24.3 6.8 7.0 22.9 13.0 13.0 22.5 9.6 10.0 12.7 9.4 9.8Prop In Lane 1.00 0.45 1.00 0.16 1.00 0.66 1.00 0.66Lane Grp Cap(c), veh/h 356 981 952 548 1004 1026 242 538 499 269 530 491V/C Ratio(X) 0.28 0.22 0.23 0.39 0.38 0.38 0.44 0.37 0.38 0.14 0.50 0.51Avail Cap(c_a), veh/h 356 981 952 548 1004 1026 356 783 725 403 770 714HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Uniform Delay (d), s/veh 19.4 11.5 11.5 17.2 12.8 12.8 39.2 30.3 30.5 21.1 17.3 17.3Incr Delay (d2), s/veh 2.0 0.5 0.6 2.1 1.1 1.1 1.3 0.4 0.5 0.2 0.7 0.8Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0%ile BackOfQ(50%),veh/ln 2.2 3.3 3.3 4.5 6.5 6.7 3.0 4.8 4.7 0.7 4.5 4.5LnGrp Delay(d),s/veh 21.4 12.0 12.1 19.3 13.9 13.9 40.5 30.7 30.9 21.3 18.0 18.2LnGrp LOS C B B B B B D C C C B B

Approach Vol, veh/h 532 983 497 555Approach Delay, s/veh 13.8 15.1 32.9 18.3Approach LOS B B C B

Timer 1 2 3 4 5 6 7 8



HCM 2010 Ctrl Delay 19.0HCM 2010 LOS B

HCM 2010 Signalized Intersection Summary 2020 Existing PM2: Glen Erin Drive & Shelter Bay Road/Private Access 6719 Glen Erin Drive




Grp Volume(v), veh/h 52 0 0 6 0 0 54 157 164 5 271 278Grp Sat Flow(s),veh/h/ln 1591 0 0 1578 0 0 871 1721 1796 1074 1773 1806Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.3 0.0 0.0 0.1 4.0 4.0Cycle Q Clear(g_c), s 3.2 0.0 0.0 0.4 0.0 0.0 4.4 0.0 0.0 0.1 4.0 4.0Prop In Lane 0.29 0.67 0.50 0.50 1.00 0.05 1.00 0.19Lane Grp Cap(c), veh/h 174 0 0 180 0 0 729 1375 1434 923 1416 1442V/C Ratio(X) 0.30 0.00 0.00 0.03 0.00 0.00 0.07 0.11 0.11 0.01 0.19 0.19Avail Cap(c_a), veh/h 432 0 0 426 0 0 729 1375 1434 923 1416 1442HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00Uniform Delay (d), s/veh 47.7 0.0 0.0 46.4 0.0 0.0 0.1 0.0 0.0 2.2 2.6 2.6Incr Delay (d2), s/veh 0.9 0.0 0.0 0.1 0.0 0.0 0.2 0.2 0.2 0.0 0.3 0.3Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0%ile BackOfQ(50%),veh/ln 1.5 0.0 0.0 0.2 0.0 0.0 0.1 0.1 0.1 0.0 2.1 2.1LnGrp Delay(d),s/veh 48.7 0.0 0.0 46.5 0.0 0.0 0.3 0.2 0.2 2.3 2.9 2.9LnGrp LOS D D A A A A A A

Approach Vol, veh/h 52 6 375 554Approach Delay, s/veh 48.7 46.5 0.2 2.9Approach LOS D D A A

Timer 1 2 3 4 5 6 7 8



HCM 2010 Ctrl Delay 4.6HCM 2010 LOS A

HCM 2010 TWSC 2020 Existing PM3: Glen Erin Drive & Private Access/Site Access 6719 Glen Erin Drive


Intersection

Int Delay, s/veh 1


Lane ConfigurationsTraffic Vol, veh/h 12 0 11 11 0 12 18 321 18 18 489 18Future Vol, veh/h 12 0 11 11 0 12 18 321 18 18 489 18Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free FreeRT Channelized - - None - - None - - None - - NoneStorage Length - - - - - - 150 - - 350 - -Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -Grade, % - 0 - - 0 - - 0 - - 0 -Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2Mvmt Flow 13 0 12 12 0 13 20 349 20 20 532 20

Major/Minor Minor2 Minor1 Major1 Major2

Conflicting Flow All 797 991 276 705 991 185 552 0 0 369 0 0 Stage 1 582 582 - 399 399 - - - - - - - Stage 2 215 409 - 306 592 - - - - - - -Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.14 - -Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - -Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - -Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - -Pot Cap-1 Maneuver 277 245 721 323 245 826 1014 - - 1186 - - Stage 1 466 497 - 598 601 - - - - - - - Stage 2 767 594 - 679 492 - - - - - - -Platoon blocked, % - - - -Mov Cap-1 Maneuver 265 236 721 309 236 826 1014 - - 1186 - -Mov Cap-2 Maneuver 265 236 - 309 236 - - - - - - - Stage 1 457 489 - 586 589 - - - - - - - Stage 2 740 582 - 656 484 - - - - - - -

Approach EB WB NB SB

HCM Control Delay, s 15.1 13.3 0.4 0.3HCM LOS C B

Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR

Capacity (veh/h) 1014 - - 380 459 1186 - -HCM Lane V/C Ratio 0.019 - - 0.066 0.054 0.016 - -HCM Control Delay (s) 8.6 - - 15.1 13.3 8.1 - -HCM Lane LOS A - - C B A - -HCM 95th %tile Q(veh) 0.1 - - 0.2 0.2 0.1 - -

Timing Report, Sorted By Phase 2020 Existing PM1: Glen Erin Drive & Aquitaine Avenue 6719 Glen Erin Drive



Movement EBTL SBTL WBTL NBTLLead/LagLead-Lag OptimizeRecall Mode C-Max None C-Max NoneMaximum Split (s) 55 55 55 55Maximum Split (%) 50.0% 50.0% 50.0% 50.0%Minimum Split (s) 44 37 44 37Yellow Time (s) 4 4 4 4All-Red Time (s) 3 3 3 3Minimum Initial (s) 8 8 8 8Vehicle Extension (s) 3 3 3 3Minimum Gap (s) 3 3 3 3Time Before Reduce (s) 0 0 0 0Time To Reduce (s) 0 0 0 0Walk Time (s) 15 12 15 12Flash Dont Walk (s) 22 18 22 18Dual Entry Yes Yes Yes YesInhibit Max Yes Yes Yes YesStart Time (s) 98 43 98 43End Time (s) 43 98 43 98Yield/Force Off (s) 36 91 36 91Yield/Force Off 170(s) 14 73 14 73Local Start Time (s) 0 55 0 55Local Yield (s) 48 103 48 103Local Yield 170(s) 26 85 26 85


Cycle Length 110Control Type Actuated-CoordinatedNatural Cycle 85Offset: 98 (89%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green


Timing Report, Sorted By Phase 2020 Existing PM2: Glen Erin Drive & Shelter Bay Road/Private Access 6719 Glen Erin Drive



Movement NBTL EBTL SBTL WBTLLead/LagLead-Lag OptimizeRecall Mode C-Max None C-Max NoneMaximum Split (s) 76 34 76 34Maximum Split (%) 69.1% 30.9% 69.1% 30.9%Minimum Split (s) 22.5 30.5 22.5 30.5Yellow Time (s) 4 4 4 4All-Red Time (s) 2.5 2.5 2.5 2.5Minimum Initial (s) 8 8 8 8Vehicle Extension (s) 3 3 3 3Minimum Gap (s) 3 3 3 3Time Before Reduce (s) 0 0 0 0Time To Reduce (s) 0 0 0 0Walk Time (s) 8 10 8 10Flash Dont Walk (s) 8 14 8 14Dual Entry Yes Yes Yes YesInhibit Max Yes Yes Yes YesStart Time (s) 43 9 43 9End Time (s) 9 43 9 43Yield/Force Off (s) 2.5 36.5 2.5 36.5Yield/Force Off 170(s) 104.5 22.5 104.5 22.5Local Start Time (s) 0 76 0 76Local Yield (s) 69.5 103.5 69.5 103.5Local Yield 170(s) 61.5 89.5 61.5 89.5


Cycle Length 110Control Type Actuated-CoordinatedNatural Cycle 55Offset: 43 (39%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green


Queuing and Blocking Report 2020 Existing PM6719 Glen Erin Drive



Movement EB EB EB WB WB WB NB NB NB SB SB SB

Directions Served L T TR L T TR L T TR L T TRMaximum Queue (m) 43.8 48.6 46.0 58.5 70.3 63.6 44.0 54.0 54.0 21.3 57.9 73.6Average Queue (m) 18.1 21.0 16.1 27.2 36.7 31.5 21.7 28.0 24.9 7.3 32.6 36.495th Queue (m) 34.8 39.1 33.8 48.2 61.4 57.5 38.7 47.0 46.9 17.8 51.2 62.7Link Distance (m) 217.2 217.2 220.2 220.2 115.2 115.2 90.0 90.0Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (m) 60.0 65.0 95.0 50.0Storage Blk Time (%) 0 0 0 1Queuing Penalty (veh) 0 0 1 0


Movement EB WB NB NB NB SB SB SB

Directions Served LTR LTR L T TR L T TRMaximum Queue (m) 25.1 10.8 17.1 19.8 23.6 9.2 29.1 33.3Average Queue (m) 8.5 1.5 5.4 3.4 4.5 0.5 7.1 6.995th Queue (m) 19.5 7.1 13.9 12.9 16.1 4.1 21.8 22.1Link Distance (m) 125.3 69.1 102.6 102.6 172.0 172.0Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (m) 40.0 35.0Storage Blk Time (%) 0Queuing Penalty (veh) 0


Movement EB WB NB SB

Directions Served LTR LTR L LMaximum Queue (m) 9.2 10.8 9.2 10.8Average Queue (m) 4.6 4.7 1.9 1.695th Queue (m) 11.8 12.0 8.0 7.5Link Distance (m) 85.1 81.7Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (m) 15.0 35.0Storage Blk Time (%) 0Queuing Penalty (veh) 0

Network Summary

Network wide Queuing Penalty: 1

HCM 2010 Signalized Intersection Summary 2025 Future Background AM1: Glen Erin Drive & Aquitaine Avenue

Crozier Consulting Engineers Page 1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 113 902 61 105 323 47 46 273 281 61 195 114Future Volume (veh/h) 113 902 61 105 323 47 46 273 281 61 195 114Number 5 2 12 1 6 16 3 8 18 7 4 14Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 0.99 0.98 0.99 0.98Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj Sat Flow, veh/h/ln 1632 1859 1640 1738 1757 1640 1706 1836 1640 1824 1764 1640Adj Flow Rate, veh/h 123 980 66 114 351 51 50 297 305 66 212 124Adj No. of Lanes 1 2 0 1 2 0 1 2 0 1 2 0Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Percent Heavy Veh, % 14 2 5 7 9 2 9 4 3 2 7 9Cap, veh/h 500 1888 127 263 1646 237 300 519 456 169 613 342Arrive On Green 0.56 0.56 0.56 0.56 0.56 0.56 0.30 0.30 0.30 0.60 0.60 0.60Sat Flow, veh/h 853 3357 226 501 2926 421 943 1744 1532 792 2060 1151Grp Volume(v), veh/h 123 516 530 114 199 203 50 297 305 66 171 165Grp Sat Flow(s),veh/h/ln 853 1766 1817 501 1670 1678 943 1744 1532 792 1675 1535Q Serve(g_s), s 8.4 18.0 18.0 18.2 5.9 6.0 4.2 14.4 17.5 7.5 5.2 5.6Cycle Q Clear(g_c), s 14.4 18.0 18.0 36.3 5.9 6.0 9.8 14.4 17.5 25.0 5.2 5.6Prop In Lane 1.00 0.12 1.00 0.25 1.00 1.00 1.00 0.75Lane Grp Cap(c), veh/h 500 993 1022 263 939 944 300 519 456 169 499 457V/C Ratio(X) 0.25 0.52 0.52 0.43 0.21 0.22 0.17 0.57 0.67 0.39 0.34 0.36Avail Cap(c_a), veh/h 500 993 1022 263 939 944 425 750 659 274 720 660HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Uniform Delay (d), s/veh 14.5 13.5 13.5 24.7 10.9 10.9 30.3 29.7 30.8 27.2 15.3 15.3Incr Delay (d2), s/veh 1.2 1.9 1.9 5.1 0.5 0.5 0.3 1.0 1.7 1.5 0.4 0.5Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0%ile BackOfQ(50%),veh/ln 2.1 9.3 9.5 2.9 2.8 2.9 1.1 7.1 7.6 1.7 2.4 2.4LnGrp Delay(d),s/veh 15.6 15.5 15.4 29.8 11.4 11.4 30.6 30.7 32.5 28.6 15.7 15.8LnGrp LOS B B B C B B C C C C B BApproach Vol, veh/h 1169 516 652 402Approach Delay, s/veh 15.5 15.5 31.6 17.9Approach LOS B B C B

Timer 1 2 3 4 5 6 7 8Assigned Phs 2 4 6 8Phs Duration (G+Y+Rc), s 63.2 36.8 63.2 36.8Change Period (Y+Rc), s 7.0 7.0 7.0 7.0Max Green Setting (Gmax), s 43.0 43.0 43.0 43.0Max Q Clear Time (g_c+I1), s 20.0 27.0 38.3 19.5Green Ext Time (p_c), s 9.9 2.6 1.7 5.2

Intersection SummaryHCM 2010 Ctrl Delay 19.6HCM 2010 LOS B

Timing Report, Sorted By Phase 2025 Future Background AM1: Glen Erin Drive & Aquitaine Avenue


Phase Number 2 4 6 8Movement EBTL SBTL WBTL NBTLLead/LagLead-Lag OptimizeRecall Mode C-Max None C-Max NoneMaximum Split (s) 50 50 50 50Maximum Split (%) 50.0% 50.0% 50.0% 50.0%Minimum Split (s) 44 37 44 37Yellow Time (s) 4 4 4 4All-Red Time (s) 3 3 3 3Minimum Initial (s) 8 8 8 8Vehicle Extension (s) 3 3 3 3Minimum Gap (s) 3 3 3 3Time Before Reduce (s) 0 0 0 0Time To Reduce (s) 0 0 0 0Walk Time (s) 15 12 15 12Flash Dont Walk (s) 22 18 22 18Dual Entry Yes Yes Yes YesInhibit Max Yes Yes Yes YesStart Time (s) 90 40 90 40End Time (s) 40 90 40 90Yield/Force Off (s) 33 83 33 83Yield/Force Off 170(s) 11 65 11 65Local Start Time (s) 0 50 0 50Local Yield (s) 43 93 43 93Local Yield 170(s) 21 75 21 75

Intersection SummaryCycle Length 100Control Type Actuated-CoordinatedNatural Cycle 85Offset: 90 (90%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green


HCM 2010 Signalized Intersection Summary 2025 Future Background AM2: Glen Erin Drive & Shelter Bay Road/Private Access


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 37 0 63 13 4 6 82 426 13 2 275 25Future Volume (veh/h) 37 0 63 13 4 6 82 426 13 2 275 25Number 7 4 14 3 8 18 5 2 12 1 6 16Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0Ped-Bike Adj(A_pbT) 0.92 0.92 0.94 0.92 0.99 0.98 0.99 0.98Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj Sat Flow, veh/h/ln 1860 1791 1640 1860 1900 1640 1788 1829 1640 1860 1773 1640Adj Flow Rate, veh/h 40 0 68 14 4 7 89 463 14 2 299 27Adj No. of Lanes 0 1 0 0 1 0 1 2 0 1 2 0Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Percent Heavy Veh, % 8 0 5 0 0 0 4 4 0 0 6 20Cap, veh/h 137 19 181 215 65 87 694 2267 68 667 2056 184Arrive On Green 0.21 0.00 0.21 0.21 0.21 0.21 1.00 1.00 1.00 0.66 0.66 0.66Sat Flow, veh/h 414 90 857 750 308 412 1000 3442 104 904 3122 280Grp Volume(v), veh/h 108 0 0 25 0 0 89 233 244 2 160 166Grp Sat Flow(s),veh/h/ln 1361 0 0 1470 0 0 1000 1738 1808 904 1684 1718Q Serve(g_s), s 3.1 0.0 0.0 0.0 0.0 0.0 0.6 0.0 0.0 0.1 3.6 3.6Cycle Q Clear(g_c), s 6.4 0.0 0.0 1.1 0.0 0.0 4.2 0.0 0.0 0.1 3.6 3.6Prop In Lane 0.37 0.63 0.56 0.28 1.00 0.06 1.00 0.16Lane Grp Cap(c), veh/h 337 0 0 367 0 0 694 1144 1191 667 1109 1131V/C Ratio(X) 0.32 0.00 0.00 0.07 0.00 0.00 0.13 0.20 0.20 0.00 0.14 0.15Avail Cap(c_a), veh/h 422 0 0 456 0 0 694 1144 1191 667 1109 1131HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00Uniform Delay (d), s/veh 33.5 0.0 0.0 31.5 0.0 0.0 0.1 0.0 0.0 5.8 6.4 6.5Incr Delay (d2), s/veh 0.5 0.0 0.0 0.1 0.0 0.0 0.4 0.4 0.4 0.0 0.3 0.3Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0%ile BackOfQ(50%),veh/ln 2.6 0.0 0.0 0.6 0.0 0.0 0.2 0.1 0.1 0.0 1.7 1.8LnGrp Delay(d),s/veh 34.1 0.0 0.0 31.6 0.0 0.0 0.5 0.4 0.4 5.9 6.7 6.7LnGrp LOS C C A A A A A AApproach Vol, veh/h 108 25 566 328Approach Delay, s/veh 34.1 31.6 0.4 6.7Approach LOS C C A A


Intersection SummaryHCM 2010 Ctrl Delay 6.7HCM 2010 LOS A

Timing Report, Sorted By Phase 2025 Future Background AM2: Glen Erin Drive & Shelter Bay Road/Private Access


Phase Number 2 4 6 8Movement NBTL EBTL SBTL WBTLLead/LagLead-Lag OptimizeRecall Mode C-Max None C-Max NoneMaximum Split (s) 66 34 66 34Maximum Split (%) 66.0% 34.0% 66.0% 34.0%Minimum Split (s) 22.5 30.5 22.5 30.5Yellow Time (s) 4 4 4 4All-Red Time (s) 2.5 2.5 2.5 2.5Minimum Initial (s) 8 8 8 8Vehicle Extension (s) 3 3 3 3Minimum Gap (s) 3 3 3 3Time Before Reduce (s) 0 0 0 0Time To Reduce (s) 0 0 0 0Walk Time (s) 8 10 8 10Flash Dont Walk (s) 8 14 8 14Dual Entry Yes Yes Yes YesInhibit Max Yes Yes Yes YesStart Time (s) 37 3 37 3End Time (s) 3 37 3 37Yield/Force Off (s) 96.5 30.5 96.5 30.5Yield/Force Off 170(s) 88.5 16.5 88.5 16.5Local Start Time (s) 0 66 0 66Local Yield (s) 59.5 93.5 59.5 93.5Local Yield 170(s) 51.5 79.5 51.5 79.5

Intersection SummaryCycle Length 100Control Type Actuated-CoordinatedNatural Cycle 55Offset: 37 (37%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green


HCM 2010 TWSC 2025 Future Background AM3: Glen Erin Drive & Private Access/Site Access


IntersectionInt Delay, s/veh 1.4

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Vol, veh/h 21 0 20 20 0 21 7 483 7 6 327 6Future Vol, veh/h 21 0 20 20 0 21 7 483 7 6 327 6Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free FreeRT Channelized - - None - - None - - None - - NoneStorage Length - - - - - - 150 - - 350 - -Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -Grade, % - 0 - - 0 - - 0 - - 0 -Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2Mvmt Flow 23 0 22 22 0 23 8 525 8 7 355 7

Major/Minor Minor2 Minor1 Major1 Major2Conflicting Flow All 652 922 181 737 921 267 362 0 0 533 0 0 Stage 1 373 373 - 545 545 - - - - - - - Stage 2 279 549 - 192 376 - - - - - - -Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.14 - -Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - -Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - - -Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - -Pot Cap-1 Maneuver 353 269 831 307 269 731 1193 - - 1031 - - Stage 1 620 617 - 490 517 - - - - - - - Stage 2 704 515 - 791 615 - - - - - - -Platoon blocked, % - - - -Mov Cap-1 Maneuver 339 265 831 296 265 731 1193 - - 1031 - -Mov Cap-2 Maneuver 339 265 - 296 265 - - - - - - - Stage 1 616 613 - 487 513 - - - - - - - Stage 2 677 511 - 765 611 - - - - - - -

Approach EB WB NB SBHCM Control Delay, s 13.3 14.4 0.1 0.2HCM LOS B B

Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBRCapacity (veh/h) 1193 - - 477 426 1031 - -HCM Lane V/C Ratio 0.006 - - 0.093 0.105 0.006 - -HCM Control Delay (s) 8 - - 13.3 14.4 8.5 - -HCM Lane LOS A - - B B A - -HCM 95th %tile Q(veh) 0 - - 0.3 0.3 0 - -

Queuing and Blocking Report 2025 Future Background AM



Movement EB EB EB WB WB WB NB NB NB SB SB SBDirections Served L T TR L T TR L T TR L T TRMaximum Queue (m) 50.3 85.8 78.8 53.8 44.3 40.0 27.3 75.5 79.4 34.8 36.0 47.6Average Queue (m) 20.4 52.8 43.8 22.0 22.5 14.1 10.2 34.4 35.7 12.2 17.6 20.195th Queue (m) 42.0 82.4 72.5 41.3 39.6 29.7 22.4 57.9 61.4 25.9 32.3 38.0Link Distance (m) 217.2 217.2 220.2 220.2 115.2 115.2 90.0 90.0Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (m) 60.0 65.0 95.0 50.0Storage Blk Time (%) 0 4 0 0Queuing Penalty (veh) 1 5 0 0


Movement EB WB NB NB NB SB SB SBDirections Served LTR LTR L T TR L T TRMaximum Queue (m) 43.2 18.0 23.6 34.0 33.0 8.9 41.6 35.4Average Queue (m) 17.0 4.7 8.5 12.4 12.2 0.4 15.7 11.195th Queue (m) 32.7 13.4 19.3 26.4 27.4 3.6 31.6 26.2Link Distance (m) 125.3 69.1 102.6 102.6 172.0 172.0Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (m) 40.0 35.0Storage Blk Time (%) 0 0 1Queuing Penalty (veh) 0 0 0


Movement EB WB NB SBDirections Served LTR LTR L LMaximum Queue (m) 18.0 13.4 5.5 7.3Average Queue (m) 7.3 7.0 0.4 0.995th Queue (m) 14.8 14.1 3.6 5.3Link Distance (m) 85.1 81.7Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (m) 15.0 35.0Storage Blk Time (%) 0Queuing Penalty (veh) 0

Network SummaryNetwork wide Queuing Penalty: 6

HCM 2010 Signalized Intersection Summary 2025 Future Background PM1: Glen Erin Drive & Aquitaine Avenue


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 98 378 93 221 732 64 103 254 146 43 340 161Future Volume (veh/h) 98 378 93 221 732 64 103 254 146 43 340 161Number 5 2 12 1 6 16 3 8 18 7 4 14Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 0.99 0.97 0.99 0.97Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj Sat Flow, veh/h/ln 1706 1803 1640 1860 1846 1640 1788 1886 1640 1860 1858 1640Adj Flow Rate, veh/h 107 411 101 240 796 70 112 276 159 47 370 175Adj No. of Lanes 1 2 0 1 2 0 1 2 0 1 2 0Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Percent Heavy Veh, % 9 6 3 0 3 2 4 0 2 0 0 7Cap, veh/h 328 1596 388 515 1908 168 217 632 352 235 667 310Arrive On Green 0.59 0.59 0.59 0.59 0.59 0.59 0.29 0.29 0.29 0.57 0.57 0.57Sat Flow, veh/h 582 2727 664 880 3260 287 816 2200 1225 938 2322 1079Grp Volume(v), veh/h 107 257 255 240 428 438 112 223 212 47 280 265Grp Sat Flow(s),veh/h/ln 582 1712 1678 880 1754 1792 816 1792 1633 938 1765 1635Q Serve(g_s), s 13.6 8.0 8.2 20.2 14.7 14.7 14.3 11.1 11.7 3.9 10.9 11.2Cycle Q Clear(g_c), s 28.3 8.0 8.2 28.4 14.7 14.7 25.5 11.1 11.7 15.6 10.9 11.2Prop In Lane 1.00 0.40 1.00 0.16 1.00 0.75 1.00 0.66Lane Grp Cap(c), veh/h 328 1002 982 515 1027 1049 217 515 469 235 507 470V/C Ratio(X) 0.33 0.26 0.26 0.47 0.42 0.42 0.52 0.43 0.45 0.20 0.55 0.56Avail Cap(c_a), veh/h 328 1002 982 515 1027 1049 338 782 713 375 770 714HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Uniform Delay (d), s/veh 20.3 11.1 11.1 18.1 12.5 12.5 42.3 31.9 32.1 24.1 19.0 19.1Incr Delay (d2), s/veh 2.6 0.6 0.6 3.0 1.2 1.2 1.9 0.6 0.7 0.4 0.9 1.1Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0%ile BackOfQ(50%),veh/ln 2.4 3.9 3.9 5.3 7.5 7.7 3.3 5.6 5.3 1.0 5.3 5.1LnGrp Delay(d),s/veh 22.9 11.7 11.8 21.1 13.8 13.7 44.2 32.5 32.8 24.6 19.9 20.1LnGrp LOS C B B C B B D C C C B CApproach Vol, veh/h 619 1106 547 592Approach Delay, s/veh 13.7 15.3 35.0 20.4Approach LOS B B D C



Timing Report, Sorted By Phase 2025 Future Background PM1: Glen Erin Drive & Aquitaine Avenue





HCM 2010 Signalized Intersection Summary 2025 Future Background PM2: Glen Erin Drive & Shelter Bay Road/Private Access


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 14 2 32 3 0 3 50 306 7 5 487 48Future Volume (veh/h) 14 2 32 3 0 3 50 306 7 5 487 48Number 7 4 14 3 8 18 5 2 12 1 6 16Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0Ped-Bike Adj(A_pbT) 0.98 0.98 0.99 0.98 1.00 1.00 1.00 1.00Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj Sat Flow, veh/h/ln 1900 1900 1900 1900 1900 1900 1900 1812 1900 1900 1866 1900Adj Flow Rate, veh/h 15 2 35 3 0 3 54 333 8 5 529 52Adj No. of Lanes 0 1 0 0 1 0 1 2 0 1 2 0Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Percent Heavy Veh, % 0 0 0 0 0 0 0 5 0 0 2 0Cap, veh/h 65 20 89 100 15 66 708 2744 66 908 2605 255Arrive On Green 0.08 0.08 0.08 0.08 0.00 0.08 1.00 1.00 1.00 0.80 0.80 0.80Sat Flow, veh/h 279 241 1071 608 181 789 846 3435 82 1054 3262 320Grp Volume(v), veh/h 52 0 0 6 0 0 54 167 174 5 287 294Grp Sat Flow(s),veh/h/ln 1591 0 0 1578 0 0 846 1721 1797 1054 1773 1809Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.0 0.1 4.3 4.3Cycle Q Clear(g_c), s 3.2 0.0 0.0 0.4 0.0 0.0 4.7 0.0 0.0 0.1 4.3 4.3Prop In Lane 0.29 0.67 0.50 0.50 1.00 0.05 1.00 0.18Lane Grp Cap(c), veh/h 174 0 0 180 0 0 708 1375 1435 908 1416 1445V/C Ratio(X) 0.30 0.00 0.00 0.03 0.00 0.00 0.08 0.12 0.12 0.01 0.20 0.20Avail Cap(c_a), veh/h 432 0 0 426 0 0 708 1375 1435 908 1416 1445HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00Uniform Delay (d), s/veh 47.7 0.0 0.0 46.4 0.0 0.0 0.1 0.0 0.0 2.2 2.7 2.7Incr Delay (d2), s/veh 0.9 0.0 0.0 0.1 0.0 0.0 0.2 0.2 0.2 0.0 0.3 0.3Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0%ile BackOfQ(50%),veh/ln 1.5 0.0 0.0 0.2 0.0 0.0 0.1 0.1 0.1 0.0 2.2 2.3LnGrp Delay(d),s/veh 48.7 0.0 0.0 46.5 0.0 0.0 0.3 0.2 0.2 2.3 3.0 3.0LnGrp LOS D D A A A A A AApproach Vol, veh/h 52 6 395 586Approach Delay, s/veh 48.7 46.5 0.2 3.0Approach LOS D D A A



Timing Report, Sorted By Phase 2025 Future Background PM2: Glen Erin Drive & Shelter Bay Road/Private Access





HCM 2010 TWSC 2025 Future Background PM3: Glen Erin Drive & Private Access/Site Access


IntersectionInt Delay, s/veh 1



Approach EB WB NB SBHCM Control Delay, s 15.8 13.8 0.4 0.3HCM LOS C B

Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBRCapacity (veh/h) 985 - - 357 434 1163 - -HCM Lane V/C Ratio 0.02 - - 0.07 0.058 0.017 - -HCM Control Delay (s) 8.7 - - 15.8 13.8 8.1 - -HCM Lane LOS A - - C B A - -HCM 95th %tile Q(veh) 0.1 - - 0.2 0.2 0.1 - -

Queuing and Blocking Report 2025 Future Background PM



Movement EB EB EB WB WB WB NB NB NB SB SB SBDirections Served L T TR L T TR L T TR L T TRMaximum Queue (m) 42.2 54.5 51.1 61.4 71.9 76.4 44.5 56.0 59.5 25.9 62.3 68.5Average Queue (m) 19.8 27.4 21.1 29.8 42.5 37.5 21.5 28.5 25.6 9.3 32.3 35.895th Queue (m) 36.5 49.5 43.1 53.4 67.6 65.3 37.3 46.7 49.7 21.1 51.5 56.8Link Distance (m) 217.2 217.2 220.2 220.2 115.2 115.2 90.0 90.0Upstream Blk Time (%) 0Queuing Penalty (veh) 0Storage Bay Dist (m) 60.0 65.0 95.0 50.0Storage Blk Time (%) 0 0 1 1Queuing Penalty (veh) 0 2 2 0


Movement EB WB NB NB NB SB SB SBDirections Served LTR LTR L T TR L T TRMaximum Queue (m) 23.0 10.4 16.2 22.6 23.1 9.1 38.8 41.2Average Queue (m) 9.6 1.7 5.2 3.4 4.5 0.6 8.3 7.695th Queue (m) 20.8 7.5 14.0 13.3 16.0 4.4 26.4 26.2Link Distance (m) 125.3 69.1 102.6 102.6 172.0 172.0Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (m) 40.0 35.0Storage Blk Time (%) 0 0Queuing Penalty (veh) 0 0


Movement EB WB NB NB SBDirections Served LTR LTR L T LMaximum Queue (m) 12.9 12.9 10.2 3.2 9.2Average Queue (m) 4.8 4.7 2.4 0.1 1.695th Queue (m) 12.4 12.7 9.0 2.2 7.1Link Distance (m) 85.1 81.7 90.0Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (m) 15.0 35.0Storage Blk Time (%) 0 0Queuing Penalty (veh) 0 0


HCM 2010 Signalized Intersection Summary 2025 Total Traffic AM1: Glen Erin Drive & Aquitaine Avenue =


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 114 902 61 105 323 49 46 278 281 66 212 116Future Volume (veh/h) 114 902 61 105 323 49 46 278 281 66 212 116Number 5 2 12 1 6 16 3 8 18 7 4 14Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0Ped-Bike Adj(A_pbT) 0.99 0.99 1.00 0.99 0.99 0.98 0.99 0.98Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj Sat Flow, veh/h/ln 1632 1859 1640 1738 1758 1640 1706 1836 1640 1824 1764 1640Adj Flow Rate, veh/h 124 980 66 114 351 53 50 302 305 72 230 126Adj No. of Lanes 1 2 0 1 2 0 1 2 0 1 2 0Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Percent Heavy Veh, % 14 2 5 7 9 2 9 4 3 2 7 9Cap, veh/h 494 1869 126 259 1621 242 299 529 465 175 640 337Arrive On Green 0.56 0.56 0.56 0.56 0.56 0.56 0.30 0.30 0.30 0.61 0.61 0.61Sat Flow, veh/h 852 3357 226 501 2910 435 926 1744 1533 789 2110 1110Grp Volume(v), veh/h 124 516 530 114 200 204 50 302 305 72 181 175Grp Sat Flow(s),veh/h/ln 852 1766 1817 501 1670 1676 926 1744 1533 789 1676 1544Q Serve(g_s), s 8.6 18.3 18.3 18.5 6.0 6.1 4.3 14.6 17.3 8.3 5.4 5.8Cycle Q Clear(g_c), s 14.7 18.3 18.3 36.7 6.0 6.1 10.1 14.6 17.3 25.6 5.4 5.8Prop In Lane 1.00 0.12 1.00 0.26 1.00 1.00 1.00 0.72Lane Grp Cap(c), veh/h 494 984 1012 259 930 933 299 529 465 175 508 468V/C Ratio(X) 0.25 0.52 0.52 0.44 0.22 0.22 0.17 0.57 0.66 0.41 0.36 0.37Avail Cap(c_a), veh/h 494 984 1012 259 930 933 417 750 659 275 721 664HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Uniform Delay (d), s/veh 14.9 13.9 13.9 25.4 11.2 11.2 30.1 29.4 30.3 26.6 14.8 14.9Incr Delay (d2), s/veh 1.2 2.0 1.9 5.3 0.5 0.5 0.3 1.0 1.6 1.6 0.4 0.5Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0%ile BackOfQ(50%),veh/ln 2.2 9.4 9.7 2.9 2.9 3.0 1.1 7.2 7.5 1.9 2.5 2.5LnGrp Delay(d),s/veh 16.1 15.9 15.8 30.7 11.7 11.7 30.4 30.3 31.9 28.1 15.2 15.3LnGrp LOS B B B C B B C C C C B BApproach Vol, veh/h 1170 518 657 428Approach Delay, s/veh 15.9 15.9 31.1 17.4Approach LOS B B C B



Timing Report, Sorted By Phase 2025 Total Traffic AM1: Glen Erin Drive & Aquitaine Avenue =





HCM 2010 Signalized Intersection Summary 2025 Total Traffic AM2: Glen Erin Drive & Shelter Bay Road/Private Access =


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 37 0 63 13 4 6 82 451 13 2 282 25Future Volume (veh/h) 37 0 63 13 4 6 82 451 13 2 282 25Number 7 4 14 3 8 18 5 2 12 1 6 16Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0Ped-Bike Adj(A_pbT) 0.92 0.92 0.94 0.92 0.99 0.98 0.99 0.98Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj Sat Flow, veh/h/ln 1860 1791 1640 1860 1900 1640 1788 1829 1640 1860 1774 1640Adj Flow Rate, veh/h 40 0 68 14 4 7 89 490 14 2 307 27Adj No. of Lanes 0 1 0 0 1 0 1 2 0 1 2 0Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Percent Heavy Veh, % 8 0 5 0 0 0 4 4 0 0 6 20Cap, veh/h 137 19 181 215 65 87 688 2271 65 653 2062 180Arrive On Green 0.21 0.00 0.21 0.21 0.21 0.21 1.00 1.00 1.00 0.66 0.66 0.66Sat Flow, veh/h 414 90 857 750 308 412 992 3448 98 882 3131 273Grp Volume(v), veh/h 108 0 0 25 0 0 89 247 257 2 164 170Grp Sat Flow(s),veh/h/ln 1361 0 0 1470 0 0 992 1737 1809 882 1685 1720Q Serve(g_s), s 3.1 0.0 0.0 0.0 0.0 0.0 0.6 0.0 0.0 0.1 3.7 3.7Cycle Q Clear(g_c), s 6.4 0.0 0.0 1.1 0.0 0.0 4.3 0.0 0.0 0.1 3.7 3.7Prop In Lane 0.37 0.63 0.56 0.28 1.00 0.05 1.00 0.16Lane Grp Cap(c), veh/h 337 0 0 367 0 0 688 1144 1191 653 1109 1132V/C Ratio(X) 0.32 0.00 0.00 0.07 0.00 0.00 0.13 0.22 0.22 0.00 0.15 0.15Avail Cap(c_a), veh/h 422 0 0 456 0 0 688 1144 1191 653 1109 1132HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00Uniform Delay (d), s/veh 33.5 0.0 0.0 31.5 0.0 0.0 0.1 0.0 0.0 5.8 6.5 6.5Incr Delay (d2), s/veh 0.5 0.0 0.0 0.1 0.0 0.0 0.4 0.4 0.4 0.0 0.3 0.3Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0%ile BackOfQ(50%),veh/ln 2.6 0.0 0.0 0.6 0.0 0.0 0.2 0.1 0.1 0.0 1.8 1.8LnGrp Delay(d),s/veh 34.1 0.0 0.0 31.6 0.0 0.0 0.5 0.4 0.4 5.9 6.7 6.8LnGrp LOS C C A A A A A AApproach Vol, veh/h 108 25 593 336Approach Delay, s/veh 34.1 31.6 0.4 6.7Approach LOS C C A A



Timing Report, Sorted By Phase 2025 Total Traffic AM2: Glen Erin Drive & Shelter Bay Road/Private Access =





HCM 2010 TWSC 2025 Total Traffic AM3: Glen Erin Drive & Private Access/Site Access =





Approach EB WB NB SBHCM Control Delay, s 13.8 16.3 0.1 0.3HCM LOS B C

Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBRCapacity (veh/h) 1193 - - 453 415 1024 - -HCM Lane V/C Ratio 0.006 - - 0.098 0.236 0.014 - -HCM Control Delay (s) 8 - - 13.8 16.3 8.6 - -HCM Lane LOS A - - B C A - -HCM 95th %tile Q(veh) 0 - - 0.3 0.9 0 - -

Queuing and Blocking Report 2025 Total Traffic AM



Movement EB EB EB WB WB WB NB NB NB SB SB SBDirections Served L T TR L T TR L T TR L T TRMaximum Queue (m) 60.7 90.8 83.0 68.2 65.8 43.6 29.5 65.9 85.8 31.2 44.5 53.2Average Queue (m) 20.2 52.3 43.1 26.0 24.8 15.2 11.3 34.1 36.0 12.3 18.5 21.695th Queue (m) 41.6 78.3 71.2 53.4 47.8 32.7 24.8 56.2 64.6 25.0 34.2 38.7Link Distance (m) 217.2 217.2 220.2 220.2 115.2 115.2 90.0 90.0Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (m) 60.0 65.0 95.0 50.0Storage Blk Time (%) 0 3 2 0 0Queuing Penalty (veh) 0 4 3 0 0


Movement EB WB NB NB NB SB SB SBDirections Served LTR LTR L T TR L T TRMaximum Queue (m) 38.3 13.1 25.4 32.9 30.2 5.3 39.2 33.4Average Queue (m) 16.7 4.1 8.3 12.6 13.1 0.2 14.5 10.995th Queue (m) 32.2 11.9 20.0 27.2 27.2 2.6 31.2 25.7Link Distance (m) 125.3 69.1 102.6 102.6 172.0 172.0Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (m) 40.0 35.0Storage Blk Time (%) 0 1Queuing Penalty (veh) 0 0


Movement EB WB NB SBDirections Served LTR LTR L LMaximum Queue (m) 15.8 21.9 9.2 11.8Average Queue (m) 7.4 10.8 0.7 1.895th Queue (m) 13.9 18.4 4.8 8.2Link Distance (m) 85.1 81.7Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (m) 15.0 35.0Storage Blk Time (%) 0Queuing Penalty (veh) 0


HCM 2010 Signalized Intersection Summary 2025 Total Traffic PM1: Glen Erin Drive & Aquitaine Avenue


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 100 378 93 221 732 69 103 269 146 46 350 162Future Volume (veh/h) 100 378 93 221 732 69 103 269 146 46 350 162Number 5 2 12 1 6 16 3 8 18 7 4 14Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 0.99 0.98 0.99 0.98Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj Sat Flow, veh/h/ln 1706 1803 1640 1860 1846 1640 1788 1887 1640 1860 1859 1640Adj Flow Rate, veh/h 109 411 101 240 796 75 112 292 159 50 380 176Adj No. of Lanes 1 2 0 1 2 0 1 2 0 1 2 0Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Percent Heavy Veh, % 9 6 3 0 3 2 4 0 2 0 0 7Cap, veh/h 324 1587 386 512 1885 178 217 653 345 233 680 310Arrive On Green 0.58 0.58 0.58 0.58 0.58 0.58 0.29 0.29 0.29 0.58 0.58 0.58Sat Flow, veh/h 579 2727 664 880 3238 305 808 2247 1187 925 2339 1066Grp Volume(v), veh/h 109 257 255 240 431 440 112 231 220 50 285 271Grp Sat Flow(s),veh/h/ln 579 1712 1678 880 1754 1789 808 1792 1642 925 1766 1639Q Serve(g_s), s 14.1 8.1 8.3 20.3 15.0 15.0 14.4 11.6 12.1 4.3 11.0 11.4Cycle Q Clear(g_c), s 29.1 8.1 8.3 28.6 15.0 15.0 25.7 11.6 12.1 16.3 11.0 11.4Prop In Lane 1.00 0.40 1.00 0.17 1.00 0.72 1.00 0.65Lane Grp Cap(c), veh/h 324 997 977 512 1021 1041 217 521 477 233 513 476V/C Ratio(X) 0.34 0.26 0.26 0.47 0.42 0.42 0.52 0.44 0.46 0.21 0.56 0.57Avail Cap(c_a), veh/h 324 997 977 512 1021 1041 335 782 716 368 771 715HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Uniform Delay (d), s/veh 20.8 11.3 11.3 18.4 12.7 12.7 42.2 31.8 32.0 24.1 18.6 18.7Incr Delay (d2), s/veh 2.8 0.6 0.7 3.1 1.3 1.3 1.9 0.6 0.7 0.5 0.9 1.1Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0%ile BackOfQ(50%),veh/ln 2.5 4.0 4.0 5.4 7.5 7.7 3.3 5.8 5.6 1.1 5.4 5.1LnGrp Delay(d),s/veh 23.6 11.9 12.0 21.4 14.0 14.0 44.1 32.4 32.7 24.5 19.6 19.8LnGrp LOS C B B C B B D C C C B BApproach Vol, veh/h 621 1111 563 606Approach Delay, s/veh 14.0 15.6 34.8 20.1Approach LOS B B C C



Timing Report, Sorted By Phase 2025 Total Traffic PM1: Glen Erin Drive & Aquitaine Avenue





HCM 2010 Signalized Intersection Summary 2025 Total Traffic PM2: Glen Erin Drive & Shelter Bay Road/Private Access


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 14 2 32 3 0 3 50 321 7 5 509 48Future Volume (veh/h) 14 2 32 3 0 3 50 321 7 5 509 48Number 7 4 14 3 8 18 5 2 12 1 6 16Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0Ped-Bike Adj(A_pbT) 0.98 0.98 0.99 0.98 1.00 1.00 1.00 1.00Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj Sat Flow, veh/h/ln 1900 1900 1900 1900 1900 1900 1900 1811 1900 1900 1866 1900Adj Flow Rate, veh/h 15 2 35 3 0 3 54 349 8 5 553 52Adj No. of Lanes 0 1 0 0 1 0 1 2 0 1 2 0Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Percent Heavy Veh, % 0 0 0 0 0 0 0 5 0 0 2 0Cap, veh/h 65 20 89 100 15 66 692 2747 63 895 2616 245Arrive On Green 0.08 0.08 0.08 0.08 0.00 0.08 1.00 1.00 1.00 0.80 0.80 0.80Sat Flow, veh/h 279 241 1071 608 181 789 827 3439 79 1039 3276 307Grp Volume(v), veh/h 52 0 0 6 0 0 54 174 183 5 299 306Grp Sat Flow(s),veh/h/ln 1591 0 0 1578 0 0 827 1721 1797 1039 1773 1811Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.0 0.1 4.5 4.5Cycle Q Clear(g_c), s 3.2 0.0 0.0 0.4 0.0 0.0 4.9 0.0 0.0 0.1 4.5 4.5Prop In Lane 0.29 0.67 0.50 0.50 1.00 0.04 1.00 0.17Lane Grp Cap(c), veh/h 174 0 0 180 0 0 692 1374 1435 895 1416 1446V/C Ratio(X) 0.30 0.00 0.00 0.03 0.00 0.00 0.08 0.13 0.13 0.01 0.21 0.21Avail Cap(c_a), veh/h 432 0 0 426 0 0 692 1374 1435 895 1416 1446HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00Uniform Delay (d), s/veh 47.7 0.0 0.0 46.4 0.0 0.0 0.1 0.0 0.0 2.2 2.7 2.7Incr Delay (d2), s/veh 0.9 0.0 0.0 0.1 0.0 0.0 0.2 0.2 0.2 0.0 0.3 0.3Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0%ile BackOfQ(50%),veh/ln 1.5 0.0 0.0 0.2 0.0 0.0 0.1 0.1 0.1 0.0 2.3 2.3LnGrp Delay(d),s/veh 48.7 0.0 0.0 46.5 0.0 0.0 0.3 0.2 0.2 2.3 3.0 3.0LnGrp LOS D D A A A A A AApproach Vol, veh/h 52 6 411 610Approach Delay, s/veh 48.7 46.5 0.2 3.0Approach LOS D D A A



Timing Report, Sorted By Phase 2025 Total Traffic PM2: Glen Erin Drive & Shelter Bay Road/Private Access





HCM 2010 TWSC 2025 Total Traffic PM3: Glen Erin Drive & Private Access/Site Access





Approach EB WB NB SBHCM Control Delay, s 16.9 15.5 0.4 0.6HCM LOS C C

Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBRCapacity (veh/h) 985 - - 327 399 1140 - -HCM Lane V/C Ratio 0.02 - - 0.076 0.142 0.038 - -HCM Control Delay (s) 8.7 - - 16.9 15.5 8.3 - -HCM Lane LOS A - - C C A - -HCM 95th %tile Q(veh) 0.1 - - 0.2 0.5 0.1 - -

Queuing and Blocking Report 2025 Total Traffic PM



Movement EB EB EB WB WB WB NB NB NB SB SB SBDirections Served L T TR L T TR L T TR L T TRMaximum Queue (m) 44.3 51.6 49.8 75.4 76.0 69.9 55.4 51.2 65.8 27.7 61.9 75.1Average Queue (m) 19.3 26.8 20.0 32.3 42.3 37.1 24.0 29.5 28.7 10.9 30.4 34.895th Queue (m) 35.7 45.8 40.1 57.1 68.7 64.1 45.0 47.4 55.4 22.6 50.8 59.7Link Distance (m) 217.2 217.2 220.2 220.2 115.2 115.2 90.0 90.0Upstream Blk Time (%) 0Queuing Penalty (veh) 0Storage Bay Dist (m) 60.0 65.0 95.0 50.0Storage Blk Time (%) 0 0 1 1 1Queuing Penalty (veh) 0 0 4 3 0


Movement EB WB NB NB NB SB SB SBDirections Served LTR LTR L T TR L T TRMaximum Queue (m) 25.8 9.2 17.2 21.4 25.2 9.1 34.0 36.2Average Queue (m) 9.7 1.8 5.9 3.2 5.1 0.5 9.1 8.795th Queue (m) 20.2 7.6 14.5 13.2 17.1 3.9 25.9 27.2Link Distance (m) 125.3 69.1 102.6 102.6 172.0 172.0Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (m) 40.0 35.0Storage Blk Time (%) 0Queuing Penalty (veh) 0


Movement EB WB NB NB NB SB SBDirections Served LTR LTR L T TR L TRMaximum Queue (m) 10.7 17.7 10.3 3.2 1.3 15.4 3.1Average Queue (m) 5.8 8.8 2.4 0.1 0.0 3.0 0.295th Queue (m) 13.0 16.4 9.1 2.2 0.9 11.0 2.6Link Distance (m) 85.1 81.7 90.0 90.0 102.6Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (m) 15.0 35.0Storage Blk Time (%) 0 0Queuing Penalty (veh) 0 0


HCM 2010 Signalized Intersection Summary 2025 Total Traffic AM - Sensitivity1: Glen Erin Drive & Aquitaine Avenue


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 114 902 61 105 323 49 46 278 281 66 212 116Future Volume (veh/h) 114 902 61 105 323 49 46 278 281 66 212 116Number 5 2 12 1 6 16 3 8 18 7 4 14Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0Ped-Bike Adj(A_pbT) 0.99 0.98 1.00 0.98 0.98 0.97 0.99 0.97Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj Sat Flow, veh/h/ln 1632 1863 1562 1738 1743 1608 1706 1827 1592 1824 1776 1505Adj Flow Rate, veh/h 124 980 66 114 351 53 50 302 305 72 230 126Adj No. of Lanes 1 1 1 1 1 1 1 1 1 1 1 1Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Percent Heavy Veh, % 14 2 5 7 9 2 9 4 3 2 7 9Cap, veh/h 479 1087 762 133 1017 785 254 505 362 176 491 342Arrive On Green 0.58 0.58 0.58 0.58 0.58 0.58 0.28 0.28 0.28 0.55 0.55 0.55Sat Flow, veh/h 850 1863 1306 501 1743 1344 919 1827 1309 785 1776 1237Grp Volume(v), veh/h 124 980 66 114 351 53 50 302 305 72 230 126Grp Sat Flow(s),veh/h/ln 850 1863 1306 501 1743 1344 919 1827 1309 785 1776 1237Q Serve(g_s), s 8.9 46.2 2.2 12.1 10.5 1.7 4.6 14.3 22.0 8.2 7.8 5.7Cycle Q Clear(g_c), s 19.4 46.2 2.2 58.4 10.5 1.7 12.4 14.3 22.0 22.6 7.8 5.7Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Lane Grp Cap(c), veh/h 479 1087 762 133 1017 785 254 505 362 176 491 342V/C Ratio(X) 0.26 0.90 0.09 0.86 0.35 0.07 0.20 0.60 0.84 0.41 0.47 0.37Avail Cap(c_a), veh/h 479 1087 762 133 1017 785 276 548 393 195 533 371HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Uniform Delay (d), s/veh 15.9 18.3 9.1 46.8 10.9 9.0 34.0 31.4 34.1 27.7 17.9 17.5Incr Delay (d2), s/veh 1.3 11.9 0.2 47.1 0.9 0.2 0.4 1.6 14.4 1.5 0.7 0.7Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0%ile BackOfQ(50%),veh/ln 2.2 27.0 0.8 4.9 5.2 0.7 1.2 7.4 9.4 1.8 3.8 2.0LnGrp Delay(d),s/veh 17.2 30.2 9.4 93.9 11.8 9.2 34.4 32.9 48.5 29.2 18.6 18.1LnGrp LOS B C A F B A C C D C B BApproach Vol, veh/h 1170 518 657 428Approach Delay, s/veh 27.7 29.6 40.3 20.3Approach LOS C C D C


Intersection SummaryHCM 2010 Ctrl Delay 29.9HCM 2010 LOS C

Timing Report, Sorted By Phase 2025 Total Traffic AM - Sensitivity1: Glen Erin Drive & Aquitaine Avenue





HCM 2010 Signalized Intersection Summary 2025 Total Traffic AM - Sensitivity2: Glen Erin Drive & Shelter Bay Road/Private Access


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 37 0 63 13 4 6 82 451 13 2 282 25Future Volume (veh/h) 37 0 63 13 4 6 82 451 13 2 282 25Number 7 4 14 3 8 18 5 2 12 1 6 16Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0Ped-Bike Adj(A_pbT) 0.87 0.86 0.89 0.86 1.00 0.98 0.99 0.98Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj Sat Flow, veh/h/ln 1860 1791 1640 1860 1900 1640 1788 1829 1640 1860 1774 1640Adj Flow Rate, veh/h 40 0 68 14 4 7 89 490 14 2 307 27Adj No. of Lanes 0 1 0 0 1 0 1 1 0 1 1 0Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Percent Heavy Veh, % 8 0 5 0 0 0 4 4 0 0 6 20Cap, veh/h 132 18 172 208 63 83 646 1163 33 652 1055 93Arrive On Green 0.21 0.00 0.21 0.21 0.21 0.21 1.00 1.00 1.00 0.66 0.66 0.66Sat Flow, veh/h 390 86 809 715 296 393 996 1768 51 882 1605 141Grp Volume(v), veh/h 108 0 0 25 0 0 89 0 504 2 0 334Grp Sat Flow(s),veh/h/ln 1285 0 0 1404 0 0 996 0 1819 882 0 1746Q Serve(g_s), s 3.5 0.0 0.0 0.0 0.0 0.0 1.3 0.0 0.0 0.1 0.0 8.1Cycle Q Clear(g_c), s 6.8 0.0 0.0 1.2 0.0 0.0 9.4 0.0 0.0 0.1 0.0 8.1Prop In Lane 0.37 0.63 0.56 0.28 1.00 0.03 1.00 0.08Lane Grp Cap(c), veh/h 322 0 0 354 0 0 646 0 1196 652 0 1148V/C Ratio(X) 0.34 0.00 0.00 0.07 0.00 0.00 0.14 0.00 0.42 0.00 0.00 0.29Avail Cap(c_a), veh/h 401 0 0 438 0 0 646 0 1196 652 0 1148HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00Uniform Delay (d), s/veh 33.6 0.0 0.0 31.5 0.0 0.0 0.6 0.0 0.0 5.9 0.0 7.2Incr Delay (d2), s/veh 0.6 0.0 0.0 0.1 0.0 0.0 0.4 0.0 1.1 0.0 0.0 0.6Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0%ile BackOfQ(50%),veh/ln 2.6 0.0 0.0 0.6 0.0 0.0 0.4 0.0 0.4 0.0 0.0 4.1LnGrp Delay(d),s/veh 34.2 0.0 0.0 31.6 0.0 0.0 1.0 0.0 1.1 5.9 0.0 7.9LnGrp LOS C C A A A AApproach Vol, veh/h 108 25 593 336Approach Delay, s/veh 34.2 31.6 1.1 7.9Approach LOS C C A A



Timing Report, Sorted By Phase 2025 Total Traffic AM - Sensitivity2: Glen Erin Drive & Shelter Bay Road/Private Access





HCM 2010 TWSC 2025 Total Traffic AM - Sensitivity3: Glen Erin Drive & Private Access/Site Access






Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBRCapacity (veh/h) 1197 - - 319 327 1028 - -HCM Lane V/C Ratio 0.006 - - 0.14 0.299 0.014 - -HCM Control Delay (s) 8 - - 18.1 20.6 8.6 - -HCM Lane LOS A - - C C A - -HCM 95th %tile Q(veh) 0 - - 0.5 1.2 0 - -

Queuing and Blocking Report 2025 Total Traffic AM - Sensitivity



Movement EB EB EB WB WB WB NB NB NB SB SB SBDirections Served L T R L T R L T R L T RMaximum Queue (m) 104.8 229.1 37.5 125.0 235.1 37.5 61.8 116.3 37.5 70.7 87.3 37.5Average Queue (m) 46.0 168.2 8.8 109.1 169.5 6.3 13.9 72.4 34.2 36.5 41.2 14.595th Queue (m) 113.9 266.6 31.9 151.9 297.0 24.9 43.7 122.6 45.2 72.8 84.7 35.0Link Distance (m) 217.0 220.0 115.0 89.8Upstream Blk Time (%) 18 53 0 4 0 5Queuing Penalty (veh) 0 0 0 0 0 20Storage Bay Dist (m) 60.0 30.0 65.0 30.0 95.0 30.0 50.0 30.0Storage Blk Time (%) 38 0 90 6 0 23 24 23 9 0Queuing Penalty (veh) 66 0 333 10 0 74 78 77 16 1


Movement EB WB NB NB SB SBDirections Served LTR LTR L TR L TRMaximum Queue (m) 38.5 18.1 27.0 61.2 5.2 62.6Average Queue (m) 16.5 4.9 9.6 26.3 0.2 24.795th Queue (m) 30.9 13.9 21.0 51.5 2.2 50.0Link Distance (m) 128.9 72.7 102.6 172.0Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (m) 40.0 35.0Storage Blk Time (%) 3 3Queuing Penalty (veh) 2 0


Movement EB WB NB SB SBDirections Served LTR LTR L L TRMaximum Queue (m) 22.9 46.1 9.2 10.3 45.2Average Queue (m) 8.7 14.7 0.7 1.4 6.795th Queue (m) 19.8 34.8 4.8 6.8 43.3Link Distance (m) 88.7 85.3 102.6Upstream Blk Time (%) 0 1Queuing Penalty (veh) 0 5Storage Bay Dist (m) 15.0 35.0Storage Blk Time (%) 0 4Queuing Penalty (veh) 0 1


HCM 2010 Signalized Intersection Summary 2025 Total Traffic PM - Sensitivity1: Glen Erin Drive & Aquitaine Avenue


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 100 378 93 221 732 69 103 269 146 46 350 162Future Volume (veh/h) 100 378 93 221 732 69 103 269 146 46 350 162Number 5 2 12 1 6 16 3 8 18 7 4 14Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0Ped-Bike Adj(A_pbT) 1.00 0.98 0.99 0.98 0.99 0.96 0.99 0.96Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj Sat Flow, veh/h/ln 1706 1792 1592 1860 1845 1608 1788 1900 1608 1860 1900 1533Adj Flow Rate, veh/h 109 411 101 240 796 75 112 292 159 50 380 176Adj No. of Lanes 1 1 1 1 1 1 1 1 1 1 1 1Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Percent Heavy Veh, % 9 6 3 0 3 2 4 0 2 0 0 7Cap, veh/h 200 1009 750 446 1038 757 213 589 407 235 589 388Arrive On Green 0.56 0.56 0.56 0.56 0.56 0.56 0.31 0.31 0.31 0.62 0.62 0.62Sat Flow, veh/h 580 1792 1332 879 1845 1345 805 1900 1314 921 1900 1252Grp Volume(v), veh/h 109 411 101 240 796 75 112 292 159 50 380 176Grp Sat Flow(s),veh/h/ln 580 1792 1332 879 1845 1345 805 1900 1314 921 1900 1252Q Serve(g_s), s 19.6 14.3 3.9 23.4 36.5 2.8 14.5 13.8 10.5 4.2 13.9 8.2Cycle Q Clear(g_c), s 56.1 14.3 3.9 37.7 36.5 2.8 28.5 13.8 10.5 18.0 13.9 8.2Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Lane Grp Cap(c), veh/h 200 1009 750 446 1038 757 213 589 407 235 589 388V/C Ratio(X) 0.55 0.41 0.13 0.54 0.77 0.10 0.53 0.50 0.39 0.21 0.65 0.45Avail Cap(c_a), veh/h 200 1009 750 446 1038 757 315 829 573 352 829 546HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Uniform Delay (d), s/veh 40.0 13.6 11.4 24.3 18.5 11.1 42.6 31.0 29.8 22.7 17.1 16.0Incr Delay (d2), s/veh 10.3 1.2 0.4 4.6 5.4 0.3 2.0 0.6 0.6 0.4 1.2 0.8Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0%ile BackOfQ(50%),veh/ln 3.7 7.4 1.5 6.2 19.9 1.1 3.4 7.3 3.9 1.1 7.4 2.8LnGrp Delay(d),s/veh 50.4 14.9 11.7 28.9 23.9 11.4 44.7 31.6 30.4 23.2 18.3 16.8LnGrp LOS D B B C C B D C C C B BApproach Vol, veh/h 621 1111 563 606Approach Delay, s/veh 20.6 24.1 33.9 18.3Approach LOS C C C B


Intersection SummaryHCM 2010 Ctrl Delay 24.0HCM 2010 LOS C

Timing Report, Sorted By Phase 2025 Total Traffic PM - Sensitivity1: Glen Erin Drive & Aquitaine Avenue





HCM 2010 Signalized Intersection Summary 2025 Total Traffic PM - Sensitivity2: Glen Erin Drive & Shelter Bay Road/Private Access


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsTraffic Volume (veh/h) 14 2 32 3 0 3 50 321 7 5 509 48Future Volume (veh/h) 14 2 32 3 0 3 50 321 7 5 509 48Number 7 4 14 3 8 18 5 2 12 1 6 16Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0Ped-Bike Adj(A_pbT) 0.97 0.97 0.98 0.97 1.00 1.00 1.00 1.00Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj Sat Flow, veh/h/ln 1900 1900 1900 1900 1900 1900 1900 1811 1900 1900 1866 1900Adj Flow Rate, veh/h 15 2 35 3 0 3 54 349 8 5 553 52Adj No. of Lanes 0 1 0 0 1 0 1 1 0 1 1 0Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92Percent Heavy Veh, % 0 0 0 0 0 0 0 5 0 0 2 0Cap, veh/h 65 20 88 99 15 65 645 1409 32 895 1341 126Arrive On Green 0.08 0.08 0.08 0.08 0.00 0.08 1.00 1.00 1.00 0.80 0.80 0.80Sat Flow, veh/h 276 239 1060 603 180 783 828 1764 40 1039 1680 158Grp Volume(v), veh/h 52 0 0 6 0 0 54 0 357 5 0 605Grp Sat Flow(s),veh/h/ln 1574 0 0 1566 0 0 828 0 1804 1039 0 1838Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 1.0 0.0 0.0 0.1 0.0 10.9Cycle Q Clear(g_c), s 3.3 0.0 0.0 0.4 0.0 0.0 11.8 0.0 0.0 0.1 0.0 10.9Prop In Lane 0.29 0.67 0.50 0.50 1.00 0.02 1.00 0.09Lane Grp Cap(c), veh/h 173 0 0 179 0 0 645 0 1441 895 0 1468V/C Ratio(X) 0.30 0.00 0.00 0.03 0.00 0.00 0.08 0.00 0.25 0.01 0.00 0.41Avail Cap(c_a), veh/h 427 0 0 422 0 0 645 0 1441 895 0 1468HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00Uniform Delay (d), s/veh 47.7 0.0 0.0 46.4 0.0 0.0 0.7 0.0 0.0 2.2 0.0 3.3Incr Delay (d2), s/veh 1.0 0.0 0.0 0.1 0.0 0.0 0.3 0.0 0.4 0.0 0.0 0.9Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0%ile BackOfQ(50%),veh/ln 1.5 0.0 0.0 0.2 0.0 0.0 0.2 0.0 0.2 0.0 0.0 5.7LnGrp Delay(d),s/veh 48.7 0.0 0.0 46.5 0.0 0.0 1.0 0.0 0.4 2.3 0.0 4.2LnGrp LOS D D A A A AApproach Vol, veh/h 52 6 411 610Approach Delay, s/veh 48.7 46.5 0.5 4.2Approach LOS D D A A



Timing Report, Sorted By Phase 2025 Total Traffic PM - Sensitivity2: Glen Erin Drive & Shelter Bay Road/Private Access





HCM 2010 TWSC 2025 Total Traffic PM - Sensitivity3: Glen Erin Drive & Private Access/Site Access


IntersectionInt Delay, s/veh 2




Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBRCapacity (veh/h) 989 - - 251 285 1144 - -HCM Lane V/C Ratio 0.02 - - 0.1 0.198 0.038 - -HCM Control Delay (s) 8.7 - - 20.9 20.7 8.3 - -HCM Lane LOS A - - C C A - -HCM 95th %tile Q(veh) 0.1 - - 0.3 0.7 0.1 - -

Queuing and Blocking Report 2025 Total Traffic PM - Sensitivity



Movement EB EB EB WB WB WB NB NB NB SB SB SBDirections Served L T R L T R L T R L T RMaximum Queue (m) 95.7 196.2 37.5 124.9 229.2 37.5 70.2 90.5 37.5 36.8 90.9 37.5Average Queue (m) 58.8 79.0 13.4 67.3 137.0 10.3 25.2 42.9 19.8 11.1 51.2 24.195th Queue (m) 107.9 174.7 36.6 133.9 240.8 33.8 51.5 78.2 42.2 26.0 89.1 43.9Link Distance (m) 217.0 220.0 115.0 89.8Upstream Blk Time (%) 7 9 0 0 1Queuing Penalty (veh) 0 0 0 0 6Storage Bay Dist (m) 60.0 30.0 65.0 30.0 95.0 30.0 50.0 30.0Storage Blk Time (%) 38 15 0 8 37 0 15 0 21 3Queuing Penalty (veh) 181 30 0 63 108 0 37 1 44 13


Movement EB WB NB NB SB SBDirections Served LTR LTR L TR L TRMaximum Queue (m) 27.0 11.8 18.1 29.3 5.5 90.7Average Queue (m) 10.3 2.2 6.5 4.7 0.4 20.095th Queue (m) 21.5 8.8 14.9 17.7 3.5 58.9Link Distance (m) 128.9 72.7 102.6 172.0Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (m) 40.0 35.0Storage Blk Time (%) 0 3Queuing Penalty (veh) 0 0


Movement EB WB NB NB SB SBDirections Served LTR LTR L TR L TRMaximum Queue (m) 15.7 16.4 10.2 4.5 15.9 49.7Average Queue (m) 5.5 8.4 2.8 0.1 3.5 3.695th Queue (m) 13.3 16.0 9.7 2.4 11.5 24.6Link Distance (m) 88.7 85.3 89.8 102.6Upstream Blk Time (%) 0Queuing Penalty (veh) 0Storage Bay Dist (m) 15.0 35.0Storage Blk Time (%) 0 0 0Queuing Penalty (veh) 0 0 0






APPENDIX F

2700 Aquitaine Avenue TIS Excerpts





APPENDIX G

Warrant Analysis Sheets

Input Data Sheet

What are the intersecting roadways? Glen Erin Drive and Access

What is the direction of the Main Road street? When was the data collected? 2025 Total Traffic

Justification 1 - 4: Volume Warrants

a.- Number of lanes on the Main Road?

b.- Number of lanes on the Minor Road?

c.- How many approaches?

d.- What is the operating environment? AND Speed < 70 km/hr

e.- What is the eight hour vehicle volume at the intersection? (Please fill in table below)

LT TH RT LT TH RT LT TH RT LT TH RT

6 206 14 8 0 8 13 212 6 17 0 18 76 205 14 8 0 8 13 210 6 17 0 18 76 205 14 8 0 8 13 210 6 17 0 18 76 205 14 8 0 8 13 210 6 17 0 18 76 205 14 8 0 8 13 210 6 17 0 18 76 205 14 8 0 8 13 210 6 17 0 18 76 205 14 8 0 8 13 210 6 17 0 18 76 205 14 8 0 8 13 210 6 17 0 18 7

50 1,638 110 66 0 62 106 1,680 48 138 0 146 56

Justification 5: Collision Experience

* Include only collisions that are susceptable to correction through the installation of traffic signal control

Justification 6: Pedestrian Volume

a.-

Assisted Unassisted Assisted Unassisted Assisted Unassisted Assisted Unassisted

0

2,000

b.-


0 0 0 0 0 0 0 0

10 10 1 6 2 4 0 0

0

12

Please fill in table below summarizing total pedestrians crossing major roadway at the intersection or in proximity to the intersection (zones). Please reference Section 4.8 of the Manual for further explanation and graphical representation.

Population >= 10,000

Total 8 hour pedestrian volume

Zone 4 (if needed)Total

Net 8 Hour Pedestrian Volume at Crossing

Net 8 Hour Vehicular Volume on Street Being Crossed

23% 34%

Total 8 hour pedestrians delayed greater than 10 seconds

Factored volume of total pedestrians

Zone 3 (if needed)


Factored 8 hour pedestrian volume

% Assigned to crossing rate

Zone 1 Zone 2

Please fill in table below summarizing delay to pedestrians crossing major roadway at the intersection or in proximity to the intersection (zones). Please reference Section 4.8 of the Manual for further explanation and graphical representation.

Factored volume of delayed pedestrians

% Assigned to Crossing Rate

Net 8 Hour Volume of Total Pedestrians

Net 8 Hour Volume of Delayed Pedestrians

23% 34% 30% 100%

0

30 8 8 0

0 0 0

30% 100%

Total

0 0 0 0

Zone 1 Zone 2 Zone 3 (if needed) Zone 4 (if needed)

8:00

Minor Westbound Approach Pedestrians Crossing Main

RoadHour Ending

7:00

Main Northbound Approach Main Southbound ApproachMinor Eastbound Approach

18:00Total

9:0012:0013:00

17:0016:00

25-36

Number of Collisions*

000

Preceding Months

1-1213-24

Glen Erin Drive and Access

North-South

2 or more

4

Urban

GO TO Justification:

Analysis Sheet Results Sheet

2 or more

Proposed Collision

2025 Total Traffic

Input Data Jusification 1a and 1b - 2025 TOTAL (Glen Erin & Access) 9/30/2021

Analysis Sheet

Intersection: Glen Erin Drive and Access Count Date: 2025 Total Traffic

Flow Condition

FREE FLOW RESTR.

FLOW

FREE FLOW RESTR.

FLOW

FALSE FALSE FALSE TRUE

480 720 600 900 508 505 505 505 505 505 505 505

120 170 120 170 51 52 52 52 52 52 52 52

Both 1A and 1B 100% Fullfilled each of 8 hours Yes FALSE No TRUE

Lesser of 1A or 1B at least 80% fulfilled each of 8 hours Yes FALSE No TRUE

Flow Condition

FREE FLOW RESTR.

FLOW

FREE FLOW RESTR.

FLOW

FALSE FALSE FALSE TRUE

480 720 600 900 457 454 454 454 454 454 454 454

50 75 50 75 32 33 33 33 33 33 33 33



Justification 1

FALSE TRUE YES FALSE NO TRUE

Justification 2

FALSE TRUE

1 Lanes 2 or More Lanes

Guidance Approach Lanes

7:00 8:00 9:00

5656 56 56 56

Total Across

56 449

17:00

1ACOMPLIANCE %

1BCOMPLIANCE % 30 30

Restricted Flow

Signal Justification 1:

30

Justification 4

35

36

36

3612:00

Restricted Flow

17:00 18:00

50

7 %

Hour Ending

43 43

Average % Compliance

7 %

7 %

12:00 13:00

30

NOT JUSTIFIED

Justification 3: Combination

Justification Satisfied 80% or More

Overall %Compliance

7 %454

454

454

457

481

7 %

Y (warrant threshold)

479

Justification 2: Delay to Cross Traffic

Hour Ending

JustificationPercentage Warrant

Justification 1: Minimum Vehicle Volumes

Percentage Warrant

30 30

56


Minimun Vehicular Volume

2A

2B

COMPLIANCE %

COMPLIANCE % 43 43

JustificationHeaviest Minor

Approach

Two Justifications Satisfied 80% or More

Justification 4: Four Hour Volume

Delay Cross Traffic

Total Volume of Both Approaches (Main)Time Period

7:00

8:00

9:00

X Y (actual)

481

481

16:00

16:00

50 50

30 30

Required Value

56

Section Percent

7:00 8:00 9:00 12:00 13:00

56

242 30

18:00

Restricted Flow Urban Conditions


Combination Justification 1 and 2

Justification

50 50


1 lanes 2 or More lanes

51 50 50

Total Across

Section Percent

404 50

43 43 43 43 346 43

GO TO Justification:Input Sheet Results Sheet

YES

YES

NO

NO

Proposed Collision

YES

Analysis Sheet Jusification 1a and 1b - 2025 TOTAL (Glen Erin & Access) 9/30/2021

Results Sheet

Intersection: Glen Erin Drive and Access Count Date: 2025 Total Traffic

YES NO

A Total Volume 56 %

B Crossing Volume 30 %

A Main Road 50 %

B Crossing Road 43 %

A Justificaton 1 30 %

B Justification 2 43 %

4. 4-Hr Volume 7 % FALSE TRUE

A Volume

B Delay

TRUE

Signal Justified?

3. Combination

2. Delay to Cross Traffic

FALSE TRUE

FALSE TRUE

FALSE TRUE

Summary Results

1. Minimum Vehicular Volume

ComplianceJustification

5. Collision Experience

TRUE

0 %

FALSE

6. Pedestrians

FALSE

Justification not met


GO TO Justification:Input Sheet Analysis Sheet Proposed Collision

Results Sheet Jusification 1a and 1b - 2025 TOTAL (Glen Erin & Access) 9/30/2021

Input Data Sheet

What are the intersecting roadways? Glen Erin Drive and Access

What is the direction of the Main Road street? When was the data collected? 2025 Total Traffic - Sensitivity

Justification 1 - 4: Volume Warrants

a.- Number of lanes on the Main Road?

b.- Number of lanes on the Minor Road?

c.- How many approaches?

d.- What is the operating environment? AND Speed < 70 km/hr

e.- What is the eight hour vehicle volume at the intersection? (Please fill in table below)

LT TH RT LT TH RT LT TH RT LT TH RT

6 206 14 8 0 8 13 212 6 17 0 18 76 205 14 8 0 8 13 210 6 17 0 18 76 205 14 8 0 8 13 210 6 17 0 18 76 205 14 8 0 8 13 210 6 17 0 18 76 205 14 8 0 8 13 210 6 17 0 18 76 205 14 8 0 8 13 210 6 17 0 18 76 205 14 8 0 8 13 210 6 17 0 18 76 205 14 8 0 8 13 210 6 17 0 18 7

50 1,638 110 66 0 62 106 1,680 48 138 0 146 56

Justification 5: Collision Experience

* Include only collisions that are susceptable to correction through the installation of traffic signal control

Justification 6: Pedestrian Volume

a.-


0

2,000

b.-


0 0 0 0 0 0 0 0

10 10 1 6 2 4 0 0

0

12

Please fill in table below summarizing total pedestrians crossing major roadway at the intersection or in proximity to the intersection (zones). Please reference Section 4.8 of the Manual for further explanation and graphical representation.

Population >= 10,000


Zone 4 (if needed)Total

Net 8 Hour Pedestrian Volume at Crossing

Net 8 Hour Vehicular Volume on Street Being Crossed

23% 34%

Total 8 hour pedestrians delayed greater than 10 seconds

Factored volume of total pedestrians

Zone 3 (if needed)


Factored 8 hour pedestrian volume

% Assigned to crossing rate

Zone 1 Zone 2

Please fill in table below summarizing delay to pedestrians crossing major roadway at the intersection or in proximity to the intersection (zones). Please reference Section 4.8 of the Manual for further explanation and graphical representation.

Factored volume of delayed pedestrians

% Assigned to Crossing Rate

Net 8 Hour Volume of Total Pedestrians

Net 8 Hour Volume of Delayed Pedestrians

23% 34% 30% 100%

0

30 8 8 0

0 0 0

30% 100%

Total

0 0 0 0

Zone 1 Zone 2 Zone 3 (if needed) Zone 4 (if needed)

8:00

Minor Westbound Approach Pedestrians Crossing Main

RoadHour Ending

7:00

Main Northbound Approach Main Southbound ApproachMinor Eastbound Approach

18:00Total

9:0012:0013:00

17:0016:00

25-36

Number of Collisions*

000

Preceding Months

1-1213-24

Glen Erin Drive and Access

North-South

1

4

Urban

GO TO Justification:

Analysis Sheet Results Sheet

1

Proposed Collision

2025 Total Traffic - Sensitivity

Input Data Jusification 1a and 1b - 2025 TOTAL (Glen Erin & Access) 9/30/2021

Analysis Sheet

Intersection: Glen Erin Drive and Access Count Date: 2025 Total Traffic - Sensitivity

Flow Condition

FREE FLOW RESTR.

FLOW

FREE FLOW RESTR.

FLOW

FALSE TRUE FALSE FALSE

480 720 600 900 508 505 505 505 505 505 505 505

120 170 120 170 51 52 52 52 52 52 52 52



Flow Condition

FREE FLOW RESTR.

FLOW

FREE FLOW RESTR.

FLOW

FALSE TRUE FALSE FALSE

480 720 600 900 457 454 454 454 454 454 454 454

50 75 50 75 32 33 33 33 33 33 33 33



Justification 1

FALSE TRUE YES FALSE NO TRUE

Justification 2

FALSE TRUE

1 Lanes 2 or More Lanes


7:00 8:00 9:00

7071 70 70 70

Total Across

70 562

17:00

1ACOMPLIANCE %

1BCOMPLIANCE % 30 30

Restricted Flow


30

Justification 4

35

36

36

3612:00

Restricted Flow

17:00 18:00

63

13 %

Hour Ending

43 43

Average % Compliance

12 %

13 %

12:00 13:00

30

NOT JUSTIFIED

Justification 3: Combination

Justification Satisfied 80% or More

Overall %Compliance

13 %454

454

454

457

283

13 %

Y (warrant threshold)

281

Justification 2: Delay to Cross Traffic

Hour Ending

JustificationPercentage Warrant

Justification 1: Minimum Vehicle Volumes

Percentage Warrant

30 30

70


Minimun Vehicular Volume

2A

2B

COMPLIANCE %

COMPLIANCE % 43 43

JustificationHeaviest Minor

Approach

Two Justifications Satisfied 80% or More

Justification 4: Four Hour Volume

Delay Cross Traffic

Total Volume of Both Approaches (Main)Time Period

7:00

8:00

9:00

X Y (actual)

283

283

16:00

16:00

63 63

30 30

Required Value

70

Section Percent

7:00 8:00 9:00 12:00 13:00

70

242 30

18:00



Combination Justification 1 and 2

Justification

63 63


1 lanes 2 or More lanes

63 63 63

Total Across

Section Percent

504 63

43 43 43 43 346 43

GO TO Justification:Input Sheet Results Sheet

YES

YES

NO

NO

Proposed Collision

YES

Analysis Sheet Jusification 1a and 1b - 2025 TOTAL (Glen Erin & Access) 9/30/2021

Results Sheet

Intersection: Glen Erin Drive and Access Count Date: 2025 Total Traffic - Sensitivity

YES NO

A Total Volume 70 %

B Crossing Volume 30 %

A Main Road 63 %

B Crossing Road 43 %

A Justificaton 1 30 %

B Justification 2 43 %

4. 4-Hr Volume 13 % FALSE TRUE

A Volume

B Delay

TRUE

Signal Justified?

3. Combination

2. Delay to Cross Traffic

FALSE TRUE

FALSE TRUE

FALSE TRUE

Summary Results

1. Minimum Vehicular Volume

ComplianceJustification

5. Collision Experience

TRUE

0 %

FALSE

6. Pedestrians

FALSE



GO TO Justification:Input Sheet Analysis Sheet Proposed Collision

Results Sheet Jusification 1a and 1b - 2025 TOTAL (Glen Erin & Access) 9/30/2021





APPENDIX H

Vehicle Turning and Pavement Marking & Signage Plans

The HarbourEdge Building

40 Huron Street, Suite 301

Collingwood, ON L9Y 4R3

705 446-3510 T

705 446-3520 F

www.cfcrozier.ca

[email protected]

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G L E N E R I N D R I V E

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CONCRETE

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CURB

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CURB

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CONCRETE

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CONCRETE CURB

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CONCRETE

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CURB

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CONCRETE PAD

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HYDRO

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CHAMBER

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BUS

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SHELTER

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CONCRETE

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PAD

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CONCRETE CURB

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CONCRETE CURB

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CURB

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CURB

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CURB

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CURB

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ASPHALT DRIVEWAY

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ASPHALT DRIVEWAY

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WALKWAY

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CURB CUT

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CURB CUT

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CONCRETE

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SIDEWALK

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Aerial Fire Truck

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Custom

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Aerial Fire Truck

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Custom

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Aerial Fire Truck

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Custom

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(c) 2021 Transoft Solutions, Inc. All rights reserved.

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Aerial Fire Truck

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Custom

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Project No.

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Dwg.

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Scale

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N.T.S

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1886-5590

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P.A.

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AERIAL FIRE TRUCK TURNING MOVEMENT

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6719 GLEN ERIN DRIVE CITY OF MISSISSAUGA

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NOTE: THIS FIGURE IS SCHEMATIC ONLY AND IS NOT TO BE SCALED.

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FIG 01

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%%UAERIAL FIRE TRUNK

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SCALE: N.T.S.

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VEHICLE STATISTICS: OVERALL VEHICLE LENGTH: ......... 11.89 m ......... 11.89 m 11.89 m m m OVERALL VEHICLE WIDTH: ............ 2.49 m ............ 2.49 m 2.49 m m m OVERALL VEHICLE HEIGHT: .......... 2.29 m .......... 2.29 m 2.29 m m m MIN. BODY/GROUND CLEARANCE: 0.23 m 0.23 m m m VEHICLE TRACK WIDTH: ............... 2.49 m ............... 2.49 m 2.49 m m m LOCK-TO-LOCK TIME: ................. 5.00 sec ................. 5.00 sec 5.00 sec sec sec MAX. WHEEL ANGLE: .................... 45.00 WHEEL ANGLE: .................... 45.00 .................... 45.00 45.00°




705 446-3510 T

705 446-3520 F

www.cfcrozier.ca

[email protected]

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CONCRETE PAD

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HYDRO

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CHAMBER

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BUS

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SHELTER

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CONCRETE

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PAD

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CONCRETE CURB

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CONCRETE CURB

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CURB

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CURB

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CURB

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CURB

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ASPHALT DRIVEWAY

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ASPHALT DRIVEWAY

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WALKWAY

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CURB CUT

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CURB CUT

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CONCRETE

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SIDEWALK

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Region of Peel Front-end Waste Collector

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Custom

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Custom

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Custom

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Custom

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Project No.

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Dwg.

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Scale

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N.T.S

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1886-5590

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P.A.

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WASTE COLLECTION TRUCK TURNING PLAN

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FIG 02

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%%UREGION OF PEEL FRONT-END WASTE COLLECTOR

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SCALE: N.T.S.

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VEHICLE STATISTICS: OVERALL VEHICLE LENGTH: ......... 9.85 m ......... 9.85 m 9.85 m m m OVERALL VEHICLE WIDTH: ............ 2.77 m ............ 2.77 m 2.77 m m m OVERALL VEHICLE HEIGHT: .......... 3.25 m .......... 3.25 m 3.25 m m m MIN. BODY/GROUND CLEARANCE: 0.34 m 0.34 m m m VEHICLE TRACK WIDTH: ............... 2.77 m ............... 2.77 m 2.77 m m m LOCK-TO-LOCK TIME: ................. 6.00 sec ................. 6.00 sec 6.00 sec sec sec CURB TO CURB TURNING RADIUS: 13.00 m13.00 m mm

3 cu ydbin

3 cu ydbin

3 cu ydbin

3 cu ydbin

3 cu ydbin

3 cu ydbin

3 cu ydbin

3 cu ydbin

3 cu ydbin

3 cu ydbin

2800 High Point Drive

Suite 100

Milton, ON L9T 6P4

905-875-0026 T

905-875-4915 F

www.cfcrozier.ca

KEY PLANSCALE: N.T.S.

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CONCRETE

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CURB

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CONCRETE

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CONCRETE CURB

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CONCRETE

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CURB

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CONCRETE PAD

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AIR SHAFT

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HYDRO

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CHAMBER

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1 STOREY

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BRICK

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HYDRO

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BUILDING

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STEP

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DOWN

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B

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B

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B

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B

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B

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B

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No. 6719

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13 STOREY

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BRICK

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BUILDING

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13

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Ra-1

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1

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Curb

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Sidewalk

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]

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[

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[

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[

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P.B.

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PAVEMENT MARKING AND SIGNAGE PLAN

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Scale

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1:250

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1338-4905

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SITE LOCATION

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P.A.

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P.A.

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PROPERTY LINE

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T301

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P

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N. MOCAN

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100061476

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P

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A. PATEL

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100035721

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DRAFT ISSUE

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Stamp

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N

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TRUE

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PAVEMENT MARKINGS LEGEND

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NOTES: 1. USE 1 TO DENOTE PAVEMENT MARKING, PAINT 2. USE 1 TO DENOTE PAVEMENT MARKING, DURABLE

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1 SOLID YELLOW, 10cm

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] [ LIMITS OF MARKINGS

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13 SOLID WHITE, 30cm

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NOTES: 1. ALL WORK SHALL BE DONE IN ACCORDANCE WITH ONTARIO TRAFFIC ALL WORK SHALL BE DONE IN ACCORDANCE WITH ONTARIO TRAFFIC MANUAL BOOK 5 (REGULATORY SIGNS) AND BOOK 11 (PAVEMENT, HAZARD & DELINEATION MARKINGS). 2. THIS PLAN IS INTENDED TO SHOW PAVEMENT MARKING AND SIGNAGE THIS PLAN IS INTENDED TO SHOW PAVEMENT MARKING AND SIGNAGE DETAILS ONLY.

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%%ULEGEND

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PROPOSED TRAFFIC SIGN

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P.B.

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Ra-1

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60 x 60

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6.1

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5

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STOP SIGN

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SIZE

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BOOK

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SECTION

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SIGN

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SIGN NUMBER

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GLEN ERIN DRIVE





FIGURES




705 446-3510 T

705 446-3520 F

www.cfcrozier.ca

[email protected]

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Project No.

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Dwg.

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Design

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1886-5590

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P.A.

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FIG. 01 0101

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SITE LOCATION

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SITE LOCATION




705 446-3510 T

705 446-3520 F

www.cfcrozier.ca

[email protected]

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AQUITAINE AVE

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SHELTER BAY ROAD

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GLEN ERIN

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Project No.

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FIG. 03 0303

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2020 EXISTING TRAFFIC VOLUMES

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LEGEND:

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WEEKDAY AM(PM) TRIP DISTRIBUTION

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AM(PM)

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4(0)

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13(3)

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6(3)

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260(457)

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2(5)

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(7)13

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(2)0

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(14)37

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(32)63

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PRIVATE ACCESS

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(321)457

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(18)7

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(18)7

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0(0)

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20(11)

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21(12)

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(0)0

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(11)20

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309(489)

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6(18)

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6(18)

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AQUITAINE AVE

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SITE ACCESS

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PRIVATE ACCESS




705 446-3510 T

705 446-3520 F

www.cfcrozier.ca

[email protected]

AutoCAD SHX Text

Project No.

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Design

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Drawn

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N.T.S

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1886-5590

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P.A.

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FIG. 04 0404

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BACKGROUND DEVELOPMENT TRIPS (2700 AQUITAINE AVENUE)

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LEGEND:

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AM(PM)

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0(0)

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2(7)

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SHELTER BAY ROAD

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GLEN ERIN

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PRIVATE ACCESS

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0(0)

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AQUITAINE AVE

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SITE ACCESS

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PRIVATE ACCESS




705 446-3510 T

705 446-3520 F

www.cfcrozier.ca

[email protected]

AutoCAD SHX Text

Project No.

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Dwg.

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Design

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N.T.S

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1886-5590

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FIG. 05 0505

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2025 FUTURE BACKGROUND VOLUMES

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AM(PM)

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4(0)

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2(5)

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(254)273

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(103)46

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(146)281

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323(732)

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105(221)

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47(64)

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(378)902

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(98)113

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(14)37

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(32)63

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SHELTER BAY ROAD

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GLEN ERIN

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PRIVATE ACCESS

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(342)483

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(18)7

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(18)7

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0(0)

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(11)20

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327(521)

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6(18)

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6(18)

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AQUITAINE AVE

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SITE ACCESS

AutoCAD SHX Text

PRIVATE ACCESS




705 446-3510 T

705 446-3520 F

www.cfcrozier.ca

[email protected]

AutoCAD SHX Text

Project No.

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Dwg.

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Design

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FIG. 06 0606

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0%(0%)

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0%%%(0%%%)

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AQUITAINE AVE

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SITE ACCESS

AutoCAD SHX Text

PRIVATE ACCESS




705 446-3510 T

705 446-3520 F

www.cfcrozier.ca

[email protected]

AutoCAD SHX Text

Project No.

AutoCAD SHX Text

Dwg.

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Design

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Check

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Drawn

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Check

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1886-5590

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FIG. 07 0707

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TRIP ASSIGNMENT

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LEGEND:

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7(22)

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(15)5

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7(22)

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0(0)

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AQUITAINE AVE

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SITE ACCESS

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PRIVATE ACCESS




705 446-3510 T

705 446-3520 F

www.cfcrozier.ca

[email protected]

AutoCAD SHX Text

Project No.

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Dwg.

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Design

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Check

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N.T.S

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1886-5590

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P.A.

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FIG. 08 0808

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2025 TOTAL TRAFFIC VOLUMES

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LEGEND:

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AM(PM)

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4(0)

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13(3)

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282(509)

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2(5)

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25(48)

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(269)278

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(103)46

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(146)281

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323(732)

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105(221)

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49(69)

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(378)902

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(100)114

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(93)61

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66(46)

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(32)63

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SHELTER BAY ROAD

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GLEN ERIN

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PRIVATE ACCESS

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(342)483

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(18)7

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0(0)

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SITE ACCESS

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PRIVATE ACCESS

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