Safe Sustainable Transportation Systems

4700 Keele Street

Toronto, ON M3J 1P3

March 21, 2016

Dr. Sabbir Saiyed, P.Eng.

Manager, Transportation System Planning
Transportation Division
Public Networks | Region of Peel
Tel: 905-791-7800 ext. 4532
sabbir.saiyed@peelregion.ca

Re: Final Report: SP 47 Transportation Impact Study; Region of Peel

Dear Dr. Sabbir Saiyed,

Thank you for choosing Safe Sustainable Transportation Systems (SSTS) established at the Lassonde
School of Engineering. It is with great pleasure to present to you the Secondary Plan 47
Transportation Impact Study Report.

With an aim of prioritizing SSTS’s objectives for this project and accounting for our ecological
policies; we have provided you with a high level network analysis that distributes and assigns the
expected traffic growth, and two potential street design alternatives for an intersection within the
study area.

We hope this report proves useful to you. Please refer to the table of contents for all other
specifications. We look forward to hearing positively from you for future collaborations with SSTS.

Sincerely,

Betty Seifu Darika Sharma Siddharth Surendra Maheen Sani

 SECONDARY PLAN 47
Transportation Impact Study

By
LASSONDE SCHOOL OF ENGINEERING
BETTY SEIFU
DARIKA SHARMA
SIDDHARTH SURENDRA
MAHEEN SANI

Submitted to
DR. SABBIR SAIYED, P.ENG.
MANAGER, TRANSPORATION SYSTEM PLANNING
REGION OF PEEL

Supervised by
DR. PETER PARK, P.ENG.
ASSOSCIATE PROFESSSOR
YORK UNIVERSITY

Lassonde School of Engineering 4700 Keele Street 416-570-5006

York University Toronto, ON M3J 1P3 seifu.betty@gmail.com
Executive Summary

Secondary Plan 47 (SP 47) is a proposal studying the development of a complete community with
residential, employment, commercial and institutional land uses in the Region of Peel/City of
Brampton area by the year 2021. SP 47 is currently investigating new safe, efficient and sustainable
means of transportation to accommodate the growth in population. Regional Road 50, commonly
known as Highway 50, currently contains high traffic volumes. Traffic conditions of this study area
will only continue to grow, as the SP 47 development is expecting an increases of 9300 people by
2021 and 22 300 people by 2031. Safe Sustainable Transportation Systems (SSTS) has generated a
high level analysis road network to accommodate the growing population. In addition, SSTS has
developed two street design alternatives for the major intersection of Highway 50, Major Mackenzie
Drive, and Coleraine Drive. SSTS has identified all transportation-related concerns with respect to
vehicular movement, with a particular focus on non-motorized modes of transportation. This
report contains all recommendations to providing a safe and efficient system that complies with the
proposed developments of SP 47.

To produce the high level network analysis, SSTS followed a systematic approach that is explained in
this report. Upon computing the average trips generated for each land use designation of the SP 47
region, SSTS distributed and assigned traffic to the surrounding road networks. Furthermore, this
report provides two street design alternatives that encourage means of sustainable transportation.
SSTS conducted an in-depth analysis of the existing condition of the intersection at study, and put
into consideration the expected growth in traffic conditions from this development. SSTS
investigated infrastructure options (e.g., crosswalks, transit accessibility) and the impact in terms of
accommodating non-motorized means of transportation. A potential estimate for the construction
cost and environmental impact of both alternatives is enclosed. This report includes the street
design drawings produced on AutoCAD, with additional information regarding SSTS
recommendations.
Table of Contents

1.0 INTRODUCTION 1
1.1. Background 1
1.2. Problem Statement 2
1.3. Objective 2
1.4. Scope 2

2.0 TRAFFIC IMPACT STUDY 3

2.1. Investigation of Study Area 3
2.2. Population and Employment Projection 5
2.3. Trip Generation 6
2.4. Annual Average Daily Traffic (AADT) 7
2.5. Traffic Assignment 7

3.0 STREET DESIGN 10

3.1. Existing Street Design 10
3.2. Design Alternative 1 11
3.3. Design Alternative 2 12
3.4. Construction Costs 13
3.5. Environmental Impact 14

4.0 RECOMMENDATIONS 15

5.0 CONCLUSIONS 15

6.0 SIGNATURES 16

7.0 REFERENCES 17

APPENDIX A: Computing Peak Hour Traffic Volume (PHTV) 18

APPENDIX B: Traffic Assignment 22

List of Tables
Table 1 – Scope of the traffic impact study and street design 2
Table 2 – Peak hour traffic and PHTV values of designated areas in SP 47 6
Table 3 – AADT values for designated areas in SP 47 7
Table 4 – Distribution of AADT to functional classes of road network in SP 47 7
Table 5 – Environmental impact of design alternatives 16
Table A1 - Population forecasts generated with the development of SP 47 19
Table A2 - Employment forecasts generated with the development of SP 47 19
Table A3 - Equations generated for land designations from Trip Generation Manual 19
Table A4 - Number of Employees for specific lands in SP – 47, generated from table 3 20
Table A5 - Area of each land designation in SP – 47 21
Table B1 - Road networks in SP 47 as per functional classes 24
Table B2 - Percentage of Traffic Volume per roads networks in SP 24
Table B3 - Calculated Traffic Volumes from Table B2 24

List of Figures
Figure 1 – Map displaying the designated land uses of SP 47 7
Figure 2 – Population forecast of SP 47 8
Figure 3 – Employment forecast of SP 47 8
Figure 4 – Network analysis diagram showing traffic distribution for major 12
road networks in the study area
Figure 5 – Aerial imagery of existing street design of major intersection 13
Figure 6 – Design alternative 1 14
Figure 7 – Design alternative 2 15
Figure A1 - Labour force by industry for the City of Brampton 20
Figure B1- Functional classes of road networks in SP 47 23
1. Introduction
1.1. Background
In 2007, the Region of Peel, the City of Caledon and the City of Brampton initiated Secondary Plan
47 (SP 47) – a proposal to define the land use designations and policy frameworks to develop a
community by the year 2021. The area under study is approximately 12 km²; bounded by Mayfield
Road to the north, Highway 50 to the east, Castlemore Road to the south, and Gore Road to the
west. Currently, the land is used for industrial and residential purposes; however there remains a
large region of vacant space. SP 47 aims to develop residential, retail, institutional and commercial
infrastructure. Major policy objectives of the City of Brampton and Peel Region are:
 Achieve a healthy, walkable and sustainable community
 Accommodate 26 000 people and 20 500 new jobs; about 5000 people and jobs per km²
 Implement a minimum of 600 executive residential housing units
 Implement improvisations to major roadways and minor streets to accommodate
projected traffic growths
The Region of Peel and City of Brampton have, furthermore, proposed an arterial road that aligns
with the existing road networks. This arterial road, known as Arterial A2, extends from Highway 50
to Mayfield Road, between Clarkway Drive and Coleraine Drive. The proposed Arterial A2 requires
further analysis to determine network alternatives that take into account traffic flows in the specified
intersection locations.
An intersection of interest that is within the vicinity of the proposed Arterial A2 consists of
Highway 50, Major Mackenzie Drive, and Coleraine Drive. Major Mackenzie Drive intersects with
Highway 50, which then leads into Coleraine Drive. From street-level imagery, it can be seen that
Highway 50 is composed of four lanes with an additional center left-turning lane. Traffic on Major
Mackenzie Drive and Coleraine Drive has a total of two lanes in operation. Furthermore, there is
no indication of infrastructure that accommodates pedestrians and cyclists at this intersection.
Conclusively, the current street design does not promote the effective mobility of traffic.

1
1.2. Problem Statement
The challenges that Secondary Plan 47 (SP 47) faces include:
(1) Distributing traffic increasing volumes on existing road networks;
(2) Investigating the lack of connectivity and mobility at the intersection of Highway 50, Major
Mackenzie Drive, and Coleraine Road;
(3) Integrating pedestrian and cyclist traffic into the street design of the intersection described in
problem statement (2).

1.3. Objective
The SP 47 Transportation Impact Study consists of multiple objectives that need to be met in order
to measure the success of this operation. SSTS has aimed to:
1. Assess of the projected traffic volumes, as per the growth anticipated due to SP 47, to the
specific land use designations.
2. Produce a high level network analysis diagram presenting the distribution the future traffic
volumes.
3. Develop street designs to improve the vehicular traffic flow at the intersection of Highway 50,
Major Mackenzie Drive, and Coleraine Drive.
4. Determine a safe and efficient method of integrating non-motorized traffic into the general
traffic flow at the intersection mentioned above.

1.4. Scope
Traffic Impact Study
The scope of this project includes:
 Monitoring traffic growth and
distribution in area of study
 Assigning traffic volumes on
existing major road networks and
the proposed Arterial A2;
collaborating with increasing
population due to building of
complete community in Area 47
The scope of this project does not include:
 Analyzing minor road networks
within specific land use designations
of the study area
 Designing additional road networks
Table 1 – Scope of the traffic impact study and street design
Street Design
 Optimizing the use of the given area to improve
motorized traffic flow at the intersection of
Highway 50, Major Mackenzie Drive, and Coleraine
Drive
 Integrating non-motorized traffic into the street
design of the intersection defined above
 Maximizing sustainability of the design by
encouraging transportation methods such as public
transit, carpooling, etc.
 Construction process

2
2. Traffic Impact Study
2.1. Investigation of Study Area
The following map was produced by SSTS to indicate the land use designations for the study area.
Ultimately, the information provided by this map is used to produce the high level network analysis
diagram.
Secondary Plan 47 is introduced to meet the following criteria:
 Development of a residential area that consists of 5700 residential units, including the
aforementioned required minimum of 600 executive residential units. The proposed area
focuses on creating a complete housing community, including schools and neighborhood parks.
The residential area is specifically divided into low density, low/medium density, and executive
shown in Figure 1.
 Land use designation for employment that contain three subsections: office node,
logistic/warehouse/transportation, and business park. As shown in Figure 1, employment land
use is expected to occupy nearly half of the proposed study area.
 Commercial land use that is distributed in five distinct locations across the study area – two
neighborhood retail centers, two convenience retail markets, one large district retail center.
 Implementation of institutions, such as schools and places of worship, with a focus on planning
for close accessibility to residents. The growth in the number of students and employees per
school is subject from the growth in population due to SP 47.
 Reserving the existing valleyland, such as the Gore Road Tributary, Clarkway Tributary, and
Rainbow Creek. SP 47 proposal comprises of community parks adjacent to the residential
development.

3
 Figure 1 – Map displaying the designated land uses of SP-47
Legend47
Subsection of Area Color
Residential Low Density
Low/Medium Density
Executive
Office Node
Employment Logistics/Warehouse/Transportati
on
Business Parts
Commercial
Open Space
Schools
Institutional Places of Worship
4
2.2. Population and Employment Projection
The models above depict population and employment projections from year 2006 to 2031 (refer to
Appendix A for source of raw data). The significant leap from 2011 onwards is in accordance to the
commencement of SP 47. As employment, residential, commercial, and institutional sectors are
implemented to the study area; a growth in population can be anticipated. Figure 2 indicates two
major sections of growth – year 2021 and 2031. The 2021 population forecasts are used to
determine the peak hour traffic volumes (PHTV), predominantly for the residential area of the
SP 47 development. This is further explained in section 2.3.
Similarly, in Figure 3, employment shows a significant growth from the year 2011 to 2021. The rate
of increase in employment begins to decelerate from the year 2021, as the SP 47 development
becomes established to a greater extent. The employment forecast in 2021 is applied for calculating
the PHTV for employment, commercial and institutional land use designations in the study area.
Again, this is further explained in section 2.3.

Population Forecast of
Secondary Plan 47
30000
Estimated
25000 Population
for 2031
Population

20000 [Y VALUE]

15000
10000
Estimated
5000 Population
for 2021
0 [Y VALUE]
2004 2010 2016 2022 2028 2034
Year

Figure 2 – Population forecast of SP 47

Employment Forecast of
Secondary Plan 47
25000 Estimated
Number of
Number of Employees

20000 Employees in
2031
[Y VALUE]
15000
Estimated
Number of
10000
Employees in
2021
5000 [Y VALUE]

0
2004 2010 2016 2022 2028 2034
Year
5
Figure 3 – Employment forecast of SP 47
2.3. Trip Generation
The following table corresponds to the colors indicated in the legend of Figure 1.
Area Subsection of Area AM Peak PM Peak Peak Hour
Hour Traffic Hour Traffic Traffic
Volume
(PHTV)
Residential Low Density 170 6520 6520
Low/Medium Density 130 1690 1690
Executive - 440 440
Employment Office Node 380 340 360
Logistic/Warehouse/ 820 940 880
Transportation
Business Park 2370 2000 2180
Commercial 860 (per retail 670 (per retail 760 (per retail
center) center) center)
Open Space - -
Institutional Schools 760 460 610
(per school) (per school) (per school)
Place of Worship 80 60 70
Table 2 – Peak hour traffic and PHTV values of designated areas in SP 47

Refer to Appendix A for the computations of information stated in the table above. Conclusions
drawn from this data include:
 In order to design for the maximum traffic generation, the PM peak hour is used for
computations. Executive residential calculations required the aforementioned number of
housing units designated to this area of 600. This factor was required for the PM peak hour
traffic equation. Because the AM peak hour traffic is similar to the PM peak hour traffic, the
PHTV used the PM peak hour traffic volume.
 The areas of the employment subsections in SP 47 are seen in Table 1. Office node is
significantly smaller than the business park from Figure 1, whilst the area of business park is
smaller than that occupied by logistic/warehouse/transportation. The varying areas see a similar
trend in number of employees, and thus the PHTV.
 Commercial areas see a moderate traffic impact, as this area is subjected to both employees and
residents. The average of the AM and PM peak hour traffic yields PHTV.
 Institutional areas expect moderate traffic during peak hours. Places of worship are subject to
very low traffic during weekdays, and PHTV is the average of AM and PM peak hour traffic.

6
2.4. Annual Average Daily Traffic (AADT)
The following table corresponds to the colors indicated in the legend of Figure 1.
Area Subsection of Area Annual Average
Daily Traffic
(AADT)
Residential Low Density 81 500
Low/Medium Density 21 100
Executive 5 530
Employment Office Node 4 500
Logistic/Warehouse/ 10 960
Transportation
Business Park 27 300
Commercial 9 560
(per retail center)
Open Space -
Institutional Schools 7630
(per school)
Place of Worship 880
Table 3 – AADT values for designated areas in SP 47
To compute the AADT, a K factor of 8% was selected based on statistics stated in the Roadway
Design Manual. Refer to Appendix B for the AADT calculation. From this data, it can be seen that
the region of high volumes of traffic is low density residential areas. Referring to Figure 1, this
pertains to a large area of the SP 47 development. Consequently, the network analysis diagram,
shown in section 2.4, will contain high daily traffic volumes on the road networks within this
subsection of area
2.5. Traffic Assignment
The following table corresponds to the colors indicated in the legend of Figure 1.
Area Subsection of Major Major Minor Collector Local
Area Arterial Arterial Arterial
(6 Lanes) (4 Lanes)
Residential Low Density 27 710 21 190 14 670 12 230 5 700
Low/Medium 7 170 5 490 3 800 3 160 1480
Density
Executive 1 880 1 440 1 000 830 390
Employment Office Node 1 530 1 170 810 675 315
Logistic/ 3 730 2 850 1 970 1 640 770
Warehouse/
Transportation
Business Park 9 280 7 100 4 910 4 100 1 910
Commercial 3 250 2 490 1720 1430 670
Open Space 1 080 830 570 480 220
Institutional Schools 2 590 1 980 1 370 1 140 530
Place of 300 230 160 130 60
Worship
Table 4 – Distribution of AADT to functional classes of road network in SP 47

7
Refer to Appendix B to for the computation of the distribution of traffic across the functional
classes of the road network. The AADT estimates for each road signifies traffic in both directions.

Figure 5 – Traffic distribution for major road networks in the study area
Legend
Average Annual Daily Traffic (AADT) in Both Directions Color
480-1980
1980-3480
3480-4980
4980-6480
6480-10 980
10 980-19 480
8
Figure 5 illustrates the traffic distribution across the road network, calculated from AADT in table 3
for the year 2021. Refer to Appendix B for the systematic approach that was taken to display this
data. The analysis shows:

 The proposed Arterials A2, Highway 50 and divisions of Countryside Drive and Clarkway Drive
have the heaviest traffic volume. These areas are a border to residential, employment and
institutional areas, with minimal exposure to open space. Because these regions carry the highest
population, it is reasonable to assume that it experiences large traffic volumes.
 Castlemore Road and a significant fraction of Mayfield Road and Gore Road are subject to
medium traffic volumes. As indicated in Figure 1, these roads are boundaries to executive
residential, open space, and commercial areas. Each of these areas experience relatively lower
traffic volumes, as per Table 3.
 Local and collector roads experience the least traffic volumes, as indicated in Table 3.

9
3. Street Design
SSTS primary objective for the intersection Highway 50, Major Mackenzie Drive, and Coleraine
Drive was to develop a transportation system that adheres to the needs of motorists and non-
motorists vehicles. This model considers the needs of pedestrians, cyclists and transit-users, and
aims to encourage sustainable transportation means. By 2021, this intersection will be at the core of
the employment area of the development. From the transportation impact study of section 2, there
are expected heavy traffic congestions within this intersection. SSTS, therefore, has produced
alternate designs which focus on amendments made to the existing roads.
3.1. Existing Street Design
The following map depicts the current street design of the intersection focused on:

Figure 6 –Existing street design of major intersection

Based on the aerial imagery provided by Google Maps, it can be seen that
 Major Mackenzie and Coleraine Drive lack sidewalks. This is a safety hazard for pedestrians
travelling in this region.
 There are a lack of bus stops and bus islands that deter the utilization of transit systems.
 Highway 50 has a speed limit of 70km/h, and Coleraine Drive and Major Mackenzie Drive have
a speed limit of approximately 50 to 60km/h.

10
3.2. Design Alternative 1
Highway 50, Major Mackenzie Drive, and Coleraine Drive Alternative 1 includes two important
changes: implementation of sidewalks and bus stops. The current street design on the major
intersection does not include pedestrian sidewalks nor does it provide any access to transit services.
SSTS designed an alternative with an ideal of a safe and sustainable intersection. This design
provides a more efficient method of travelling and encourages workers in the employment district to
favor on public transit. The number of lanes on both streets remains the same with an addition of
sidewalks, however the width of the lanes may decrease. The sidewalks designed for Highway 50 are
much wider than the sidewalks designed for Coleraine Drive and Major Mackenzie Drive. This is
because the speed limits differ from Highway 50, and Coleraine Drive and Major Mackenzie Drive.
Furthermore, Highway 50 has relatively higher volumes of traffic. The width of the sidewalks is
designed to ensure safety for pedestrians. Therefore, it is crucial that there is a marginal increase in
the width of the sidewalks located on Highway 50.
The addition of bus shelters provides an efficient method of travel for all employees in this area.
The bus routes are targeted to commuters with no personal automobile. The increase in the use of
transit systems will adhere to the sustainability polies of SSTS and inspire environmental-friendly
means of transportation. By allowing more employees to travel to by means of public transit, this
design will see of beneficial use to SP 47.
Refer to Appendix C for a different view of Design Alternative 1.

Figure 7 – Design alternative 1

11
3.3. Design Alternative 2
Alternative 2 includes similar changes to Design Alternative 1, however there is an addition of high-
occupancy vehicle (HOV) lanes on Highway 50. This addition promotes carpooling, another form
of sustainable means of transportation. HOV lanes on Highway 50 reduce the two incoming and
two outgoing lanes into one incoming and one outgoing lane during AM and PM peak hours. The
HOV lane provides access to vehicles carrying 3 or more people, inclusive of buses, during the peak
hours of 7:00-9:00am, and 4:00-6:00pm. This strategy may increase the traffic based on vehicular
movement at this particular intersection but will, simultaneously, encourage employees to carpool or
use the transit system. The effectiveness of this alternative is based on the success measures. The
traffic congestion is likely to increase; nevertheless the number of people travelling per vehicle is
expected to rise. Similar to Design Alternative 1, this is a sustainable design for SP 47.
Refer to Appendix C for a different view of Design Alternative 2.

Figure 8 – Design alternative 2

12
3.4. Construction Costs
Nature of Cost ($) Details Assumptions
Construction
Blue Mountains, Ontario spent
34,000 dollars for sidewalk
1.5m wide sidewalk on both maintenance in 2012. However,
roads for incoming and this was taken into account for
Concrete 47.96/m2 outgoing traffic on Highway the entire town. SSTS made the
Sidewalk 50, Major Mckenzie and assumption that the intersection
Coleraine Drive. of interest and the nearby
vicinity would project a cost of
5,000 dollars yearly for
maintenance.
$ 25,000 - A total of 8 new bus shelters The cost of maintaining a bus
$ 30,000 will be installed near the shelter yearly is 1000 dollars.
Bus Shelter /shelter intersection along Highway 50, This was taken into account due
Major McKenzie and to SSTS's long term projection
Coleraine Drive. into 2021 and onwards
In 2002, Canada spent 20
million dollars on the
Asphalt = construction of HOV lanes.
2
7.66/m This involved the addition of
An existing lane (incoming and new roads hence played a large
Tack Coat = outgoing) on Highway 50 will role in the total cost.
2
HOV lanes 0.66/m be substituted as an HOV
lane. The cost of maintaining HOV
The cost for lanes were taken into account by
HOV lane: integrating the cost of the
$ 50,000 asphalt and tack coat per square
/1.1km meter. SSTS did not assess the
frequency of maintenance.

Design Alternative Construction Cost ($) Maintenance Cost ($)

Concrete Sidewalk : 47.96 / m2
1 Bus shelter: 25,000 - 30,000 /shelter
Concrete Sidewalk : 47.96 / m2
2 Bus Shelter: 25,000 - 30,000 /shelter
HOV lanes: 50,000 /1.1km
Concrete Sidewalk: 5,000 /year
Bus shelter: 1,000 /year
Concrete Sidewalk: 5,000 /year
Bus shelter: 1,000 /year
Asphalt = 7.66 / m2
Tack Coat = 0.66 / m2
3.5. Environmental Impact
SP 47 involves the urbanization of a vast area; bordering three cities. The importance of measuring
the ecological footprint therefore, amplifies. While initially, the study area consisted of mainly open
space and valleylands, the potential improvements made by SP 47 give preferentiality to societal
impact. The designs recommended should meet the following criteria:
 Reduce negative effects to air quality
 Support the objective of building a sustainable, eco-friendly transportation system
 Minimize impact on existing natural and cultural environment
SSTS has posed two alternative designs; each dutifully conforming to its principles.
Design Alternative 1 Design Alternative 2
Air quality  Planned to implement sidewalks in  Implementing sidewalks, therefore
the current street design contributing similar to Alternative 1
 Encouraging walking, cycling, and
reducing air-borne chemicals from
motorized vehicles by using this
design
Eco-friendly  Planned to install bus lanes and  Assigned bus lanes and stops, and
designs stops, promising reduced use of HOV lanes
personal automobiles  Increasing the use of buses and
 Implementing an increase in the use carpooling
of buses, reducing negative impact
on air pollution

As per the above assessment, SSTS has based its designs with maximum consideration of
environmental policies.

14
4. Recommendations
The street design alternatives were took into consideration a very important geometrical constraint
that was present on Highway 50, Coleraine Drive and Major Mackenzie Drive. Design Alternative 2
options included the addition HOV lanes, sidewalks, bus stops, whilst keeping the existing number
of lanes constant. After careful analysis of the environmental impact and cost of construction, SSTS
concluded that Design Alternative 2 is not the most effective strategy due to the constraint of the
road dimensions and alignment. The addition of HOV lane on Highway 50 would increase the
traffic congestion during AM and PM peak hours because there would only be a total of two lanes in
both directions for travelers not eligible to take the HOV lane. Therefore, SSTS recommends the
use of Design Alternative 1 for this major intersection.

5. Conclusions
The high level network analysis diagram was able to illustrate important trends of traffic volumes.
SSTS concluded that the proposed Arterial A2 should expect higher than normal daily traffic
traveling in both directions. SP 47 should prepare for methods to facilitate such traffic, particularly
during AM and PM peak hours. In summary, the complete network diagram shows a relatively
average distribution of traffic, in which executive residential and open space areas should expect
lower density traffic volume, and employment land uses should anticipate higher density traffic
volumes.

SSTS suggests that the current street design can be improved by the addition of sidewalks and bus
stops both in both northbound-southbound and eastbound-wesbound directions of the major
intersection Highway 50, Coleraine Drive, and Major Mackenzie Drive. The addition of these two
components in the existing street design will provide a more sustainable environment by
encouraging the use of transit services. After considerable analysis, SSTS has concluded that the
integration of cyclist traffic, as stated in the objective, is not feasible. It poses a safety hazard with
such high speed limits on Highway 50. Furthermore, this addition would reduce the width of the
existing lanes. Without the reconfiguration of the geometry of this intersection, cyclist traffic is not
a practical alternative. In conclusion, SSTS encourages the SP 47 development to consider the
addition of sidewalks for pedestrian travel and integrating

15
2. Signatures

Transportation Impact Study of Secondary Plan 47

Safe Sustainable Transportation System (SSTS)

Betty Seifu Date

Project Manager

Darika Sharma Date

Senior Engineer

Siddharth Surendra Date

Junior Engineer

Maheen Sani Date

Administration Engineer

16
6. References
“Flexibility in Highway Design.” U.S. Department of Transportation. 19 Sept. 2012. Web. 21 Mar.
2016.
<https://www1.toronto.ca/City%20Of%20Toronto/Transportation%20Services/Road%20Classifi
cation%20System/Files/pdf/2012/rc_document.pdf>.

"Roadway Design Manual: Traffic Characteristics." Roadway Design Manual: Traffic Characteristics. Oct.
2014. Web. 21 Mar. 2016.

"Recommendation Report: Industrial Secondary Plan (Area 47)." City of Brampton. 16 June 2014. Web.
21 Mar. 2016.
<www.brampton.ca/EN/City-Hall/meetings-agendas/PDD Committee
2010/20140616pdd_F5.pdf>.

“Road Classification System.” City of Toronto. August 2013. Web. 21 Mar. 2016.
<https://www1.toronto.ca/City%20Of%20Toronto/Transportation%20Services/Road%20Classifi
cation%20System/Files/pdf/2012/rc_document.pdf>

Trip Generation Manual. Washington, DC: Institute of Transportation Engineers, 2012. Print.

Costs Per Meter. Barrie. PDF. Date accessed: 3rd April 2016

Russwurm,, Reg. “Staff Report: Engineering and Public Works. Blue Mountains” 15 May 2012. PDF.
Date accessed: 3rd April 2016

Mississauga.ca - MiWay - Transit Shelter Sponsorship for Businesses. Date accessed: 3rd April 2016
<http://www.mississauga.ca/portal/miway/shelterprogram>

Transport Canada. 26th Aug 2008. Date accessed: 3rd April 2016
<http://data.tc.gc.ca/archive/eng/programs/environment-utsp-hovlanescanada-886.htm>

17
 APPENDIX A
Peak Hour Traffic Volume (PHTV)

18
The following table was provided by the client, Dr. Sabbir Saiyed, which projected the population
and employment for the Secondary Plan 47 (SP47) and its surrounding area.

Population Forecasts
2006 2011 2021 2031
SP47 0 210 9300 26 300
Brampton 452 620 510 020 645 740 737 890
Caledon 57 050 75 000 88 000 113 000
Vaughan 248 810 294 230 360 380 416 570
Table A1: Population forecasts generated with the development of SP
47
Employment Forecasts
2006 2011 2021 2031
SP47 360 400 17 000 20 500
Brampton 155 800 181 930 273 590 318 860
Caledon 25 340 27 960 37 970 48 620
Vaughan 162 160 203 590 248 860 266 070
Table A2: Employment forecasts generated with the development of
SP 47
To compute the AM and PM peak hour traffic, the equations and graphs were derived from the Trip
Generation Manual, 9th Edition. Assumptions were made regarding which area or subsection of area
was correlated to those found in the map provided from the Request for Proposal (RFP). The
colors of the area or subsection of area are directly linked to the map in Figure 1 from Section 2.1.
Area Subsection of x T = AM Peak x T = PM Peak
Area Variable Hour Traffic Variable Hour Traffic
Residential Low Density No. of Ln(T)= No. of T = 0.7x+9.74
dwelling units 0.86ln(x)-0.36
persons
Low/Medium No. of Ln(T)= No. of Ln(T)=
Density dwelling units 0.78ln(x)-0.09 0.81ln(x)+0.03
persons
Executive No. of N/A No. of T=0.78x-25.38
dwelling units persons
Employment Office Node No. of Ln(T)= No. of T= 0.37x+60.08
employees 0.86ln(x)+0.24
employees
Logistic/ No. of T = 0.37x+56.94 No. of T = 0.43x+50.56
Warehouse/ employees employees
Transportation
Business Park No. of Ln (T) = No. of Ln(T) = 0.81ln(x)+
employees 0.86ln(x)+0.27 0.54
employees
Commercial 1000 sq. feet Based on graph No. of Based on graph
gross floor area on page 1654 employees on page 1654
Open Space 1000 sq. feet Based on graph 1000 sq. feet Based on graph
gross floor area on page 1654 gross floor area on page 1654
Institutional Schools No. of T = 7.65x–118.67 1000 sq. feet Based on graph
employees gross floor area on page 983
Place of 1000 sq. feet Based on graph 1000 sq. feet T = 0.34x+5.24
Worship gross floor area on page 1088 gross floor area
Table A3: Equations generated for land designations from Trip Generation Manual

19
The dependent variable for the equations provided in the Trip Generation Manual, 9th Edition,
require:
 Number of dwelling units
 Number of persons
 Number of employees
 1000 sq. feet gross floor area
The number of dwelling units and number of persons were provided by several SP47 proposals. To
determine the distribution of the number of employees across each area of the map, several
assumptions were needed to be made. The following data from Statistics Canada regarding the
labour force by industry in the City of Brampton was used.

Figure A1: Labour force by industry for the City of Brampton

Based on the 2021 employment projection, the following conclusions were drawn from this data.
Area Subsection of Area Labour Number of
Force by Employees
Industry (out of 17 000)
(%)
Residential Low Density
Low/Medium
Density
Executive
Employment Office Node 4.43 753
Logistic/Warehouse/ 12.1 2057
Transportation
Business Park 36 6120
Commercial
Open Space
Institutional Schools 4.73 804
Place of Worship
Table A4: Number of Employees for specific lands in SP – 47, generated from table
3 20
To determine the dependent variable for commercial, open space, schools, and places of worship
land uses, the area of the region was required. AutoCAD was used to calculate this to scale. The
results are as follows.
Area Subsection of Area Area (ft2)

Residential Low Density

Low/Medium
Density
Executive
Employment Office Node
Logistic/Warehouse/
Transportation
Business Park
Commercial 12 420
Open Space 5102.7
Institutional Schools 388.4

Place of Worship 150 065.0

Table A5: Area of each land designation in SP – 47
Inputting the dependent variables produce the AM and PM peak hour traffic. To determine the
peak hour traffic volume (PHTV), the average of the AM and PM peak hour traffic was computed.

The following is a sample calculation of the PHTV in both directions for the subsection of area
designated for office nodes.
Number of employees = 753
To calculate the AM Peak Hour Traffic,
ln(T)=0.86ln(x)+0.24
ln(T)=0.86ln(753)+0.24
T=380

To calculate the PM Peak Hour Traffic,

T=0.37x+60.08
T=0.37(753)+60.08
T=340

To calculate the PHTV,

PHTV=[(AM Peak Hour Traffic)+(PM Peak Hour Traffic)]/2
PHTV=(380+340)/2
PHTV=360

21
 APPENDIX B
Traffic Assignment

22
Computing Annual Average Daily Traffic
Traffic characteristics lead a vital role in selecting features of the road way. Annual average daily
traffic (AADT) is one such characteristic. AADT is the ratio of the peak hour traffic volume to a
K factor that is dependent on the study area.
PHTV
AADT =
K Factor
According to the Roadway Design Manual, for typical main rural highways, K factors generally range
from 12 to 18 percent. For urban facilities, K factors are typically somewhat lower, ranging from 8
to 12 percent. It is safe to assume that SP 47 plan is aiming for an urbanized district – with the
growing numbers in employment, residential and institutional sectors. Therefore, 8 percent was
used as the K factor. The table in section 2.4 shows the results of the AADT.

The following is a sample calculation of the AADT in both directions for the subsection of area
designated for office nodes.
From Appendix A, PHTV=360
360
AADT=0.08=4500

Distributing the Annual Average Daily Traffic on Road Networks

The road network map was divided into four functional classes.

Figure B1: Functional classes of road networks in SP 47

23
 Functional Classes Road Name
Major Arterial (6 lanes) Highway 50, The Gore Road, Castlemore Road, and Arterial A2
Major Arterial (4 lanes) Coleraine Drive and Mayfield Road
Minor Arterial (2 and 4 lanes) Countryside Drive and Clarkway Road
Collector Road Clarkway Drive
Table B1: Road networks in SP 47 as per functional classes
Based on the City of Toronto Road Classification System, major arterials consist of the highest
traffic volumes, followed by minor arterials, collector roads, and local streets, respectively. The U.S.
Department of Transportation provided SSTS with a comparison of the percent of total travel to the
functional system. From this data, SSTS assigned the traffic to the functional classes of the SP 47
road network as follows

Functional Classes Percentage of Traffic Volume (%)

Major Arterial (6 lanes) 34
Major Arterial (4 lanes) 26
Minor Arterial (2 and 4 lanes) 18
Collector Road 15
Local 7
Table B2: Percentage of Traffic Volume per roads networks in SP
47
The results of the AADT as per the functional system is shown in table 4 from section 2.5.

The following is a sample calculation for the distribution of traffic in both directions of each
functional class for the subsection of area designated for office nodes.
Functional Classes Traffic Volume for Office nodes
Major Arterial (6 lanes) 4500(0.34)=1530
Major Arterial (4 lanes) 4500(0.26)=1170
Minor Arterial (2 and 4 lanes) 4500(0.18)=810
Collector Road 4500(0.15)=675
Local 4500(0.07)=315
Table B3: Calculated traffic volume from Table B2

24