Appendix D Transportation Report - City of Oshawa

Appendix D
Transportation Report

Prepared for the City of Oshawa with planningAlliance
Part II Plan for the Kedron Planning Area and Concept Plans for the
North Kedron Industrial Area + East Windfields Industrial Area
Transportation, Traffic and Transit Assessment Report
Transportation, Traffic, and Transit Assessment Report
April 2010

Prepared for the City of Oshawa with The Planning Alliance
Kedron Planning Area
Secondary Block Plan
Transportation, Traffic, and Transit Assessment Report
Table of Content
1. Introduction .................................................................................................................................... 1
2. Land Use Plans ............................................................................................................................... 2
3. Current Traffic Conditions ............................................................................................................. 7
4. Future Background Traffic Flows .................................................................................................. 7
5. Projected Site Traffic ................................................................................................................... 12
6. Total Traffic and Levels of Service .............................................................................................. 18
7. Transit Assessment ....................................................................................................................... 24
7.1 Transit Cost ........................................................................................................................... 32
8. Additional Considerations ............................................................................................................ 32
9. Conclusions and Recommendations ............................................................................................. 38
Poulos & Chung Ltd.
08.217 Kedron Traffic Report 14April2010.docx

Prepared for the City of Oshawa with planningAlliance
Part II Plan for the Kedron Planning Area and Concept Plans for the North
Kedron Industrial Area + East Windfields Industrial Area
Transportation, Traffic and Transit Assessment Report
1.0 Introduction
A Part II Plan for the Kedron Planning Area and Concept Plans for the North Kedron Industrial
Area and East Windfields (collectively referred to as ‘Kedron’ in this report) have been
completed by planningAlliance. Poulos & Chung Limited as a member of the planning team
assisted in the preparation of the plans and completed this supporting traffic, transportation and
transit assessment report. The planning area is located in northern Oshawa and loosely bordered
by Winchester Road, Townline Road, Conlin Road, and the Oshawa Creek valley. This report
includes a summary of current conditions, a detailed analysis of the 2021 horizon year, and a
general assessment of the 2031 conditions. In addition to the road network, general transit
planning and a review of the site’s cycling and pedestrian network were also addressed. The
background transportation assessment that was part of the Phase 1 report is included in appendix
A at the end of this report.
The preparation of this assessment report is based upon several key information inputs and
analytical procedure steps. These include:
• Obtaining from Durham Region EMME II forecast traffic flows on the boundary
roads for horizon year 2021. Adjustments to base information were done to reflect
forecast background traffic flows without any Kedron development (which refers to
the Kedron Planning Area and the Concept plans for the North Kedron Industrial
Area and East Windfields). The planned Kedron development traffic flows were then
added back onto the forecast 2021 background traffic flows;
• The 2031 forecast analysis was completed by using a growth factor to account for
forecast 2031 background traffic flows and traffic flows resulting from the OPA 128
lands;
• The transit modal split associated with the Kedron lands was estimated to be in the 5 -
7 percent range;
• The future area transit network and service levels is based upon the Durham Region
Transit Connecting Communities Report;
Poulos & Chung Ltd.
08.217 Kedron Traffic Report 14April2010.docx
1

• The use of the “Synchro” software program to assess and evaluate all critical Master
Plan intersections.
The information provided above and the analysis steps undertaken follow the typical
methodology used in the completion of Environmental Assessment Study for roads and roadway
networks. The methodology included an assessment of road and plan options for the Kedron
Planning Area. The evaluation process permitted the formation of a preferred roadway structure
and network plan providing sufficient connectivity and capacity for all key modes of
transportation.
2.0 Land Use Plans
Three different land use and road network options were prepared in Phase 2 of the study. These
three plans are presented in Figures 1 through 3. The road network is very similar across all three
options. A preliminary traffic analysis was conducted on these options to determine the most
favourable option from a roadway performance perspective. The analysis and evaluation of
these options showed little difference among the options from a transportation perspective.
The preliminary analysis concluded that the collector roads shown in the options in the Part II
Plan area that run parallel to Harmony Road should be extended south to Conlin Road. These
extensions were recommended to alleviate the forecast high traffic flows on Harmony Road and
to better distribute and balance vehicle flow demands to and from all parts of the planning area.
The preliminary analysis also concluded that the North Kedron Industrial Areas should be
serviced by additional collector roads. A final conclusion of the preliminary analysis was that the
intersections along Townline road should be spaced to accommodate a potential Highway 407
interchange.
These analysis recommendations were incorporated in the design of the preferred plan which is
presented in Figure 4. The analysis presented in this report is based on this preferred plan.
The evaluation of these three preliminary options and the development of the preferred plan
followed the methodology and analysis steps of a typical Environmental Assessment (EA) Study.
As part of the EA study process a series of public meetings were conducted. A second part of the
EA study process was a review by the planning team of the three options according to the
evaluation matrices presented in the main report of the Part II Plan for the Kedron Planning Area
and the Concept Plans for the North Kedron Industrial Area + East Windfields Industrial Area.
Poulos & Chung Ltd.
08.217 Kedron Traffic Report 14April2010.docx
2

Kedron
Traffic Assessment
08.217 Base LU 03/29/10
Image modified from the Planning Alliance (2009).
Land Use Options - Option 1
Figure 1
3

Kedron
Traffic Assessment
08.217 Base LU 03/29/10
Image modified from the Planning Alliance (2009).
Land Use Options - Option 2
Figure 2
4

Kedron
Traffic Assessment
08.217 Base LU 03/29/10
Image modified from the Planning Alliance (2009).
Land Use Options - Option 3
Figure 3
5

Kedron
Traffic Assessment
08.217 Base LU 03/29/10
Image modified from the Planning Alliance (2010).
Land Use Options - Preferred Plan
Figure 4
6

During the initial formation of optional land use plans Poulos & Chung conducted an overview
assessment of arterial / collector road intersection locations. Using available as built plans and
vehicle stopping and tuning movement decision making criteria, each potential major
intersection location along the existing boundary roads was examined. The analysis conducted
indicated that all proposed intersection locations can achieve acceptable vehicle sight lines and
appropriate vehicle decision making criteria. Some intersections could require minor shaving of
the existing centre line conditions. The detailed design of roads including precise geometric
details will be determined during the development application process.
3.0 Current Traffic Conditions
Figure 5 shows the current road network in the area. The figure also displays the current
intersection lane configurations, traffic control devices and levels of service. All intersections are
currently performing satisfactorily with the exception of the intersection of Harmony Road /
Winchester road. This intersection is nearing the limit of acceptable levels of service.
4.0 Future Background Traffic Flows
Several critical analysis steps were conducted to formulate forecast background traffic flows in
horizon year 2021. The basis of the forecast traffic flows was the EMME II outputs provide by
Durham Region for horizon year 2021. These outputs had to be adjusted because the assumed
population and employment used by the model had to be extracted out to get the base forecast
background traffic flows without any proposed Kedron development. These analysis steps are
summarized in the following paragraphs.
A screenline analysis was used to verify:
• The model forecast outputs against a growth factor applied to existing traffic flows;
• The complete balancing of total background vehicle demands due to not only
adjusting the Kedron traffic planning zones but also the influence of the Proposed
Highway 407 East Technically Preferred Route on background traffic flow patterns.
Figure 6 shows the approximate locations of the screenlines used for the analysis. Screenlines A,
B, C, and F were used to examine the (existing and forecast background) traffic entering and
exiting the site via the boundary roads. Screenlines D and E were used to examine the traffic
entering and exiting the site using the Proposed Highway 407 East Technically Preferred Route.
Figures 7 and 8 show the inbound and outbound traffic flows respectively. The analysis is
presented in the tables in three parts.
Poulos & Chung Ltd.
08.217 Kedron Traffic Report 14April2010.docx
7

N
80 km/h
Grandview St. N.
50 km/h
50 km/h
80 km/h 80 km/h
50 km/h
60 km/h
Winchester Rd. E.
Consession Rd. 7
LOS: A
LOS: D
80 km/h
80 km/h
Harmony Rd. N.
Townline Rd. N.
LOS: B
LOS: C
50 km/h
Ritson Rd. N.
50 km/h 50 km/h
50 km/h
70 km/h
Conlin Rd. E.
60 km/h
Kedron
Traffic Assessment
Current Traffic Conditions
Figure 5
LOS: B Intersection Level of Service
Stop Sign
Legend
Traffic Light
Speed Limit
08.217 Base AB 03/29/10
80 km/h
8

308
Kedron
Traffic Assessment
7
644
158
4
6
25
654
527 549
31
12
37
458
38
18
13
1
12
8
15
73 14
16
37
565
636
173
495
632
308
9
447
231
387
231
28
17
585
36
237
478
58
2
635
479
665
635
233
171
233
270
569
492
620
60
373
1017
814
764
729
739
492
505
640
330
218
491
436
719
714
974
554
816
469
341
346
509
341
415
57
616
432
280
329
101
344
961
613
111
808
637
478
262
702
681
360
526
806
717
559
967
277
933
1073
598
452
164
263
640
784
845
886
585
701
2
1030
878
774
83
1266
1223 1182
512
570
1204
845
240
941
997
249
358
454
825
933
1073
501
831
640
25
281
117
9
9
9
23
535
455
9
18
32
644
160
78
13
12
37
25
16
387
244
671
171
391
288
4
594
389
1139
517
517
1139
1131
2182
479
635
1346
2435
947
578
997
517
1139
1131
2182
1131
2182
517
1139
1346
2435
455
589
6
541
233
213
1008
687
1346
2435
225
107
107
225
163
113
430
1346
2435
44
24
3
3
03
5
149
12
20
85
180
1242
1
221
942
837
148
117
154
986
123
349
917
295
195
226
397
981
303
183
263
917
828
1058
743
853
53
171
72
227
367
1223
858
832
1416
427 469
418
512
395
589 562
395
ncester Rd
912
506
504490
299
710
677
654
714
974
149
262 261
435
886
1026
903
hickson Rd N
Simcoe St
Taunton Rd E
213
1163
795
380
127
556
584
433
100
1321
190
308
822
320
53
277
461
481
d.
7
417
N
ard Rd.
Ritson Rd N
Harmony Rd
Enfield Rd.
3
3
A
C
2021 PM Peak Hour Auto Link Volume
Conlin Rd.
F
D
E
B
No. of Lanes - One Way
1 Lane
1116
59
2 Lanes
3 Lanes
9
4
2
102
8
913
924
495
1
08.217 Base K 01/22/10
Legend:
Study Area Boundary
Screenline
Note to Scale
Note: Data from Durham Region EMME2 output
Screenline Analysis
Figure 6
9

Kedron
Traffic Assessment
Inbound
Direction 2006 Field Counts
EMME II Validation Kedron Zone Model Adjustments Rationalization of Flows Due to Hwy 407
EMME II
2006
2021 (with 407
Extension)
Estimated
Kedrons Traffic
from EMME2
2021 (with 407
Extension/ Excluded
Kedrons Traffic)
Increase
Traffic Due
to 407
2006 Field Count
increased by 0.5%
Compounded Annaul
rate
Total Future
background
traffic in the
Analysis
Screenline A Winchester Rd. E 674 701 635 111 524 -150 726 576
Colin Rd. E 400 267 452 230 222 431 431
Hwy 407 E 0 2435 0 2435 2435 2435
Screenline B Winchester Rd. W 58 7 12 52 -40 80 63 143
Colin Rd. W 98 110 171 57 114 106 106
Hwy 407 E 1139 1139 517 0 517
Screenline C Ritson Rd. S 47 12 16 56 -40 51 51
Harmony Rd. S 38 14 12 51 -39 200 41 241
Grandview St N S 45 97 158 158 48 48
Screenline D Ritson Rd. S 215 249 569 359 210 232 232
Harmony Rd. S 321 333 447 245 202 200 346 546
Screenline E Ritson Rd. S 215 309 569 657 -88 232 232
Harmony Rd. S 321 378 947 412 535 200 346 546
Screenline F Ritson Rd. N 355 198 479 392 87 383 383
Harmony Rd. N 356 260 677 236 441 200 384 584
Grandview St N N 73 155 344 344 79 79
Total 3216 3090 9062 6204 7148
Net Increase (2006 to 2021) incl . Kedrons 5972
Annual Increase from 2006 to 2021) incl . Kedrons 7%
Net Increase (2006 to 2021) Excl. Kedrons 3114 3932
Annual Increase from 2006 to 2021) Excl. Kedrons 5% 5%
Screenline Analysis - Inbound
Figure 7
08.217 Base X 01/22/10
10

Kedron
Traffic Assessment
Outbound
Direction 2006 Field Counts
EMME II Validation Kedron Zone Model Adjustments Rationalization of Flows Due to Hwy 407
EMME II
2006
2021 (with 407
Extension)
Estimated
Kedrons Traffic
from EMME2
2021 (with 407
Extension/ Excluded
Kedrons Traffic)
Increase
Traffic Due
to 407
2006 Field Count
increased by 0.5%
Compounded Annaul
rate
Total Future
background
traffic in the
Analysis
Screenline A Winchester Rd. W 292 441 479 159 320 -150 315 165
Colin Rd. W 252 76 262 445 -183 272 272
Hwy 407 W 0 1346 0 1346 1246 1246
Screenline B Winchester Rd. E 139 26 37 56 -19 80 150 230
Colin Rd. E 213 255 233 178 55 230 230
Hwy 407 W 511 511 1139 0 1139
Screenline C Ritson Rd. N 69 9 18 55 -37 74 74
Harmony Rd. N 50 15 25 65 -40 200 54 254
Grandview St N N 147 283 455 455 158 158
Screenline D Ritson Rd. N 136 182 270 145 125 147 147
Harmony Rd. N 245 352 594 207 387 200 264 464
Screenline E Ritson Rd. N 136 193 270 291 -21 147 147
Harmony Rd. N 245 366 665 507 158 200 264 464
Screenline F Ritson Rd. S 458 272 703 701 2 494 494
Harmony Rd. S 403 306 961 497 464 200 434 634
Grandview St N N 155 200 218 218 167 167
Total 2940 2976 7047 3741 6283
Net Increase (2006 to 2021) incl . Kedrons 3957
Annual Increase from 2006 to 2021) incl . Kedrons 6%
Net Increase (2006 to 2021) Excl. Kedrons 651 3343
Annual Increase from 2006 to 2021) Excl. Kedrons 1% 5%
Screenline Analysis - Outbound
Figure 8
08.217 Base X 01/22/10
11

The first part of each table shows a comparison between the model outputs and actual traffic
counts, validating the EMME2 model calibration process. It can be seen that the model outputs
for year 2006 very accurately compare to the existing traffic flows. The second part of each table
estimates what portion of the projected traffic is external (i.e. non-Kedron site traffic). This was
determined by subtracting out the Kedron traffic flows contained in the model. The third part of
each table uses the 2006 traffic counts (multiplied by 0.5% per year, compounded) to forecast
2021 traffic flows incorporating all adjustments. The adjustments include the estimated change
in traffic flows on background traffic flow patterns due to the completion of the Proposed
Highway 407 East Technically Preferred Route. Figure 9 shows the changes in background
traffic volumes due to the completion of the Proposed Highway 407 East Technically Preferred
Route. These numbers represent the change in 2021 background traffic volumes from what they
would be if the Proposed Highway 407 East Technically Preferred Route is not built.
These total background traffic flow projections were used as the basis upon which Kedron
generated traffic was added to. The addition of Kedron traffic also included the North Kedron
Industrial Area and East Windfields (within the 2021 horizon year urban boundary).
5.0 Projected Site Traffic
The computation of site trips was based on the standard 3-step method of:
1) Trip Generation
2) Trip Distribution
3) Trip Assignment
Site trip generation was based on the land use information provided by planningAlliance for the
preferred plan (within the 2021 urban boundary). This land use information included items such
as land use type, unit densities, number of schools, population, and employment numbers. The
trip generation rates for each land use type were determined using rates from the Institute of
Transportation Engineers (ITE). The applicable land use types and their associated vehicle trip
generation rates are presented in Figure 10.
Figure 11 shows the trip reduction factors that were applied for the analysis. To account for
Traffic Demand Management (TDM) measures, all residential trips were reduced by 7% and all
employment trips were reduced by 5%. Both school trips and mixed use commercial trips were
reduced by 50% to account for the residential pass-by trips. Residential trips were also reduced
by an additional 15% to account for internal site trips (representing a live-work scenario). The
internal trips were then subtracted from the employment trips (again due to a live-work or live
within community scenario). The internal trips were dispersed among the employment zones
relative to the amount of trips generated by each zone. This means that if a zone generated 20%
of the employment trips then 20% of the internal trips were subtracted from the total
Poulos & Chung Ltd.
08.217 Kedron Traffic Report 14April2010.docx
12

200
200 (200)
200 (200)
350 (200)
200 (350)
0 (80)
-150 (-150)
N
517
Townline Rd. N.
Harmony Rd. N.
Ritson Rd. N.
Kedron
Traffic Assessment
Winchester Rd. E.
Conlin Rd. E.
Grandview St.N.
-150 (-150)
0 (10)
200 (340)
Background Traffic Reassignment
due to Highway 407
Figure 9
-150 (-150)
Legend:
XX (YY): AM (PM) Peak Hour Volumes
Highway 407
80 (80)
-150 (-150)
0 (10)
80 (90)
1139
80 (80)
0 (80)
340 (200)
90 (80)
10 (0)
08.217 Base L 01/22/10
1346
2435
10 (0)
13

Kedron
Traffic Assessment
Trip Generation Rates (veh/unit.)
Weekday Weekday Daily Weekday
Land use Units ITE Code AM Peak Hour PM Peak Hour Peak Hour
In Out Total In Out Total In Out Total
Low Density Residential Units 210 0.19 0.56 0.75 0.65 0.36 1.01 4.79 4.79 9.57
Medium Density Residential Units 230 0.08 0.36 0.44 0.33 0.19 0.52 2.91 2.91 5.81
High Density Residential (7th ed) Units 232 0.06 0.28 0.34 0.24 0.14 0.38 2.09 2.09 4.18
Mixed Use - Medium Residential Units 230 0.08 0.36 0.44 0.33 0.19 0.52 2.91 2.91 5.81
Mixed Used -High Residential Units 232 0.06 0.28 0.34 0.24 0.14 0.38 2.09 2.09 4.18
Retail Commercial in Mixed Uses Area 820 0.76 0.48 1.24 0.86 0.85 1.71 6.20 6.20 12.4
Specialty Retail Centre Area 814 0.76 0.48 1.24 1.19 1.52 2.71 22.16 22.16 44.32
General Office (Prestige) Emp 710 0.42 0.06 0.48 0.08 0.38 0.46 1.66 1.66 3.32
Industrial Park (General) Emp 130 0.40 0.07 0.47 0.09 0.37 0.46 1.67 1.67 3.34
Warehouses(Select) Emp 150 0.37 0.14 0.51 0.21 0.38 0.59 1.95 1.95 3.89
Elementary School Students 520 0.25 0.20 0.45 0.07 0.08 0.15 0.65 0.65 1.29
High School Students 530 0.29 0.13 0.42 0.06 0.07 0.13 0.86 0.86 1.71
Community Centre Area 495 0.99 0.63 1.62 0.54 0.91 1.45 0.00 0.00 0.00
Total Trips
Generated using
ITE rates
Total Trips
Generated after
TDM measures
AM Trips 14234 10692
PM Trips 13401 10733
Trip Generation Rates
Figure 10
08.217 Base N 03/19/10
14

Kedron
Traffic Assessment
Weekday Weekday Daily Weekday
AM Peak Hour PM Peak Hour All Day
In Out Total In Out Total In Out Total
Preferred Plan (Raw Numberrs) 7072 7162 14234 6657 6745 13401 61533 61533 123065
Residential 1489 4930 6418 4974 2917 7890 39164 39164 78328
7% Transit, TDM -104 -345 -449 -348 -204 -552 -2741 -2741 -5483
Net Residential Trips 1384 4585 5969 4626 2712 7338 36422 36422 72845
Mixed Use Commercial Trips 155 98 253 201 225 426 2507 2507 5014
50% from Residential -77 -49 -126 -100 -113 -213 -1254 -1254 -2507
Net CommercialTrips 77 49 126 100 113 213 1254 1254 2507
School 2266 1496 3762 587 631 1218 6303 6303 12606
50% Trips - Drop-off Trips 50% -1133 -748 -1881 -294 -315 -609 -3152 -3152 -6303
Net School Trips 1133 748 1881 294 315 609 3152 3152 6303
Employment 3163 638 3801 895 2972 3867 13558 13558 27117
5% Transit, TDM 5% -158 -32 -190 -45 -149 -193 -678 -678 -1356
15% of trip from Adjacent Residential 15% -688 -208 -895 -407 -694 -1101 -5463 -5463 -10927
Net Employment Trips 2475 430 2905 488 2278 2766 8095 8095 16190
Total (ITE Rates) 7072 7162 14234 6657 6745 13401 61533 61533 123065
Reduction -2160 -1382 -3542 -1194 -1475 -2669 -13288 -13288 -26576
Net total 4912 5780 10692 5463 5270 10733 48245 48245 96489
Reduction in percentage 31% 19% 25% 18% 22% 20% 22% 22% 22%
08.217 Base Z 03/25/10
Total Trips Generated with Reduction
Factors
Figure 11
15

employment trips for that zone. Figure 12 shows the final number of trips generated by each
zone after the application of the reduction factors.
After the number of trips generated was determined, a proper trip distribution was formulated.
The Transportation Tomorrow Survey (TTS) was used to determine the distribution of the trips.
The TTS is a joint program with the Ministry of Transportation and municipalities in the GTHA
and is run by the Data Management Group at the University of Toronto. Its responsibility is to
compile and make available travel and transportation information throughout Southern Ontario.
Due to the fact that there is currently little development in the Kedron area, central Oshawa was
used to model the trip distribution. The area being referred to as central Oshawa is bordered by
the Whitby-Oshawa border to the west, Rossland road to the south, the Oshawa-Clarington
border to the east, and Conlin road to the north. Figure 13 shows the results of the TTS data for
both traffic entering (left table) and exiting (right table) the site during the AM peak hour. At the
bottom of both tables is a detailed breakdown of where the trips within Oshawa originate or
terminate. Figures 14 and 15 illustrate graphically the vehicle trip distribution pattern for traffic
exiting and entering the site respectively. The PM trip distribution was determined by reversing
the AM trip distribution.
Using the trip distributions, trip assignments were completed for each zone for each type of trip
(residential, employment, and internal). The trip assignments were then superimposed and site
trip volumes were created. The resulting total volumes for site trips are presented in Figure 16.
6.0 Total Traffic and Levels of Service
Figure 17 shows the total traffic flow volumes in horizon year 2021. These numbers are the
result of superimposing the Kedron forecast total traffic flows based on the Preferred Plan onto
the total forecast 2021 background traffic flows.
This total vehicle demand flow was considered to be a vehicle design flow demand from which
the pavement, right-of-way and ultimately the classification of each major site road could be
determined. Using the vehicle demand flows, several critical roadway network and operating
features could be concluded. These include:
• Figure 18 shows the roadway designations and recommended number of lanes by
direction for each major community road. The designations are based upon being able
to provide sufficient vehicle capacity to satisfactorily serve the projected total vehicle
design demand. These are considered mid-block conditions and do not contain the
lane configuration requirements at intersection locations. The spacing of primary
intersections is also shown;
Poulos & Chung Ltd.
08.217 Kedron Traffic Report 14April2010.docx
16

N
Grandview Rd. N.
Townline Rd. N.
Kedron
Traffic Assessment
Winchester Rd. E.
Conlin Rd. E.
08.217 Base M 03/26/10
Trip Generation by Block
Figure 12
Ritson Rd. N.
Wilson Rd. N.
Harmony Rd. N.
Hwy 407
Zone 17
AM: 661
PM: 677
Zone 1
AM: 442
PM: 560
Zone 16
AM: 0
PM: 0
Zone 14
AM: 326
PM: 383
Zone 12
AM: 516
PM: 503
Zone 13
AM: 994
PM: 1050
Zone 2
AM: 1003
PM: 847
Zone 4
AM: 452
PM: 549
Zone 6
AM: 299
PM: 349
Zone 7
AM: 348
PM: 323
Zone 3
AM: 894
PM: 1066
Zone 5
AM: 1028
PM: 1118
Zone 9
AM: 960
PM: 840
Values shown are number of trips generated by each zone during
peak hours taking into account trip reduction factors.
Zone 15
AM: 447
PM: 404
Zone 8
AM: 605
PM: 658
Zone 10
AM: 574
PM: 501
Zone 11
AM: 861
PM: 969
17

Kedron
Traffic Assessment
2006 TTS Trip Distribution (AM Peak Hour)
Central Oshawa to PD Region
Toronto 9.2%
Downtown (PD1, PD2) 3%
North York + York (PD 3-5,10-12) 3%
East York (PD6) 0%
Scarborough ( Pd 13-16) 3%
Etobikoe (7-9) 0%
Durham 86.0%
Brok+Uxbridge+Scugog 1%
Pickering 3%
Ajax 3%
Whitby 10%
Oshawa 68%
Clarington 2%
York Region 3.2%
East Gwillimbury
Georgina 0%
Newmarket 0%
Aurora 1%
Richmond Hill 0%
Whitchurch-Sto 0%
Markham 2%
King 0%
Vaughan 1%
Simcoe County 0.1%
Barrie 0%
Rest of Simcoe 0%
Peel 0% 0.2%
Halton 0% 0.2%
Cambridge/Kichener/Waterloo 0% 0.0%
Peterbrgh/Northmbrlnd/Halibrtn 1% 1.0%
Total 100% 100%
Oshawa AM Peak Hour Internal Trips (Accounting for 68%)
North (of 407) 0.9%
South of 407 / North of Tauton ( East) 3.4%
South of 407 / North of Tauton ( west) 4.2%
South of Tauton / North of Hwy 2(East) 27.7%
South of Tauton / North of Hwy 2(East) 22.2%
South of Hwy 2 9.7%
Total Outbound Trips 68.0%
08.217 Base AA 03/28/10
2006 TTS Trip Distribution (AM Peak Hour)
PD to Central Oshawa Region
Toronto 3.9%
Downtown (PD1, PD2) 0%
North York + York (PD 3-5,10-12) 1%
East York (PD6) 1%
Scarborough ( Pd 13-16) 2%
Etobikoe (7-9) 0%
Durham 91.4%
Brok+Uxbridge+Scugog 2%
Pickering 4%
Ajax 3%
Whitby 11%
Oshawa 61%
Clarington 10%
York Region 2.0%
East Gwillimbury
Georgina 0%
Newmarket 0%
Aurora 0%
Richmond Hill 0%
Whitchurch-Sto 0%
Markham 1%
King 0%
Vaughan 0%
Simcoe County 0.2%
Barrie 0%
Rest of Simcoe 0%
Peel 1% 0.8%
Halton 0% 0.0%
Cambridge/Kichener/Waterloo 0% 0.1%
Peterbrgh/Northmbrlnd/Halibrtn 1% 1.2%
Total 100% 100%
Oshawa AM Peak Hour Internal Trips (Accounting for 61%)
North (of 407) 0.8%
South of 407 / North of Tauton ( East) 3.0%
South of 407 / North of Tauton ( west) 3.8%
South of Tauton / North of Hwy 2(East) 24.9%
South of Tauton / North of Hwy 2(East) 19.9%
South of Hwy 2 8.6%
Total Outbound Trips 61.0%
Trip Distribution - TTS Data
Figure 13
18

N
Kedron
Traffic Assessment
1% (Uxbridge & Scugog)
9% (Toronto)
3% (Pickering)
3% (Ajax)
3% (York Region)
Site
10% (Whitby)
68% (Oshawa)
Legend:
XX %: Percentage of Site Traffic with Respective Destination
08.217 Base V 03/09/10
1% (Peterborough)
2% (Clarington)
Trip Distribution - Kedron to other Sites
Figure 14
19

N
Kedron
Traffic Assessment
2% (Uxbridge & Scugog)
4% (Toronto)
4% (Pickering)
3% (Ajax)
2% (York Region)
1% (Peel)
Site
11% (Whitby)
62% (Oshawa)
Legend:
XX %: Percentage of Site Traffic with Respective Origin
08.217 Base V 03/09/10
1% (Peterborough)
10% (Clarington)
Trip Distribution - Other Sites to Kedron
Figure 15
20

N
15 (10)
Kedron
Traffic Assessment
08.217 Base O 03/26/10
(512) 271
199 (180)
161 (125)
(220) 149
162 (468)
(209) 375
174 (386)
(126) 143
Legend:
XX (YY): AM (PM) Peak Hour Volumes
174 (294)
540 (537)
(353) 556
(255) 139
(142) 167
30 (49)
(46) 24
(141) 134
(30) 48
110 (144)
170 (229)
(211) 206 (298) 190
255 (254)
(291) 239
348 (505)
(307) 389
222 (306)
96 (113)
144 (342)
(325) 221
(45) 114
397 (598)
(227) 523
323 (853)
(429) 1111
(252) 522
(283) 517
(71) 150
530 (583)
426 (576)
165 (101)
125 (91)
(81) 88 (115) 117
135 (230)
(172) 230
337 (220)
(260) 161
260 (184)
223 (170)
(132) 146
715 (753)
(556) 709
170 (154)
424 (1021)
(718) 1068
190 (185)
(953) 828
786 (779)
748 (685)
(800) 742 (574) 562
730 (559)
(411) 348
758 (1001)
(855) 895
521 (578)
(627) 625
(427) 351
360 (301)
(276) 230
163 (123)
(478) 533
(263) 143
292 (199)
(195) 139
90 (81)
268 (239)
(80) 119
Grandview Rd. N.
Townline Rd. N.
2021 Site Traffic Flows
Figure 16
(146) 155
17 (109)
196 (167)
Harmony Rd. N.
913 (791)
(673) 586
630 (594)
(459) 515
166 (158)
(105) 116
Ritson Rd. N.
(599) 426
Wilson Rd. N.
(619) 453
Hwy 407
Winchester Rd. E.
Conlin Rd. E.
21

N
Grandview Rd. N.
Townline Rd. N.
Harmony Rd. N.
73 (61)
Ritson Rd. N.
Wilson Rd. N.
Kedron
Traffic Assessment
Hwy 407
Winchester Rd. E.
(1074) 433
Conlin Rd. E.
08.217 Base O 03/26/10
650 (282)
554 (211)
(307) 194
311 (698)
(355) 582
174 (386)
(126) 143
Legend:
XX (YY): AM (PM) Peak Hour Volumes
660 (501)
642 (1008)
(655) 1052
(672) 233
(369) 280
238 (190)
(188) 233
113 (229)
(141) 134
(30) 48
110 (144)
170 (229)
(211) 206 (298) 190
255 (254)
348 (505)
701 (1397)
(891) 1618
(291) 239
(307) 389
222 (306)
96 (113)
144 (342)
(325) 221
(45) 114
397 (598)
(227) 523
(398) 729
(283) 517
(71) 150
758 (896)
426 (576)
165 (101)
125 (91)
(81) 88 (115) 117
135 (230)
337 (220)
829 (1638)
(1175) 1590
(172) 230
260 (184)
223 (170)
(132) 146
715 (753)
(556) 709
170 (154)
(260) 161
190 (185)
1141 (1104)
(919) 836
630 (594)
(459) 515
(1382) 1038
1176 (956)
1074 (876)
(1069) 864 (793) 779
990 (684)
(695) 446
1163 (1617)
(1437) 1441
(872) 732
(749) 439
679 (439)
(644) 315
412 (228)
(478) 533
(341) 313
292 (199)
(195) 139
90 (81)
(80) 119
(146) 155
713 (775)
559 (371)
2021 Total Traffic Flows
Figure 17
17 (109)
196 (167)
166 (153)
(105) 116
(980) 843
(619) 453
22

N
(2) Lanes
(1) Lane
Ritson Rd. N.
Wilson Rd. N.
Harmony Rd. N.
Grandview Rd. N.
Townline Rd. N.
Kedron
Traffic Assessment
Hwy 407
Winchester Rd. E.
Conlin Rd. E.
08.217 Base Q 03/25/10
Proposed IC
(1) Lane
800 500 300 650 1000
(1) Lane
}
}
}
}
}
} }
}
}
}
800
(2) Lanes (Parking off-peak)
(2) Lanes
(1) Lanes
(2) Lanes
(1) Lanes
(1) Lanes
1000
800
800
1500
(1) Lane
}
} }
500
800 500 400 500 300 800
700
800
}
}}
}
}
}
Legend:
Type A Arterial
Type B Arterial
Type C Arterial
Collector Road
(#) No. of lanes in each direction
800 Distance between Intersections (metres)
(2) Lanes (1) Lane
Road Network Classification and
Intersection Spacing
Figure 18
23

• Figure 19 shows the recommended intersection configurations. Also shown are the
intersections where traffic signals should be installed to provide the most efficient
intersection operating conditions. All other intersections could be controlled by stop
sign traffic control devices with the primary direction of flow having precedence;
• The roadway configuration presented in Figures 18 and 19 was analyzed using
Synchro software by Trafficware corp. Figure 20 shows the worst overall intersection
levels of service (LOS) and volume over capacity (V/C) ratios computed by Synchro.
Since the values in figure 20 are still acceptable for vehicle operation, it can be stated
that the recommended roadway layout is sufficient for the total traffic demands of the
site;
• Figures 21 and 22 are detailed output from the Synchro analysis. Figure 21 shows the
V/C ratios for individual intersection lanes during the roadway p. m. peak hour.
Figure 22 shows the turning movement counts for individual intersections during the
roadway p. m. peak hour. Again individual intersection lane approaches operate at
acceptable conditions.
In addition to horizon year 2021, the potential conditions for the year 2031 were also analyzed.
The analysis for horizon year 2031 is based upon a compound growth factor. The growth factor
selected was verified in the Section 4 analysis. The analysis used a simple growth factor of 1%
per year, not compounded. This translates to a 10% increase in traffic over 10 years (2021 to
2031). The growth factor accounts for the development of Durham ROPA 128. The total vehicle
flow demand volumes for the 2031 condition are presented in Figure 23. The notable or very
poor LOS and V/C ratios for the 2031 condition are presented in Figure 24. From Figure 24 it is
evident that the proposed road network identified for 2021 is still sufficient for the 2031
condition since all values are within acceptable limits. At no point in this report have conditions
beyond the year 2031 been considered.
The analysis indicates that the classified road network and traffic control devices formulated for
the Kedron Planning Area can provide satisfactory levels of service and operating conditions to
serve the anticipated vehicle travel demands.
7.0 Transit Assessment
Poulos & Chung have proposed potential transit routes for the Kedron and East Windfields areas
as shown in Figure 25. These routes incorporate the guidelines set for Durham Region Transit in
the ‘Connecting Communities Report’ prepared by Entra Consultants (November 2005) where
possible. The routes along Townline, Harmony and Conlin are part of the base grid of routes laid
out in the Entra report. The route along Winchester is an addition to the base grid proposed by
Poulos & Chung. The figure also shows two local routes that could service the Kedron area.
These routes would likely be extensions of existing routes south of the Kedron area, extending
into the Taunton Part II Plan area.
Poulos & Chung Ltd.
08.217 Kedron Traffic Report 14April2010.docx
24

N
Grandview Rd. N.
Townline Rd. N.
Kedron
Traffic Assessment
Winchester Rd. E.
Conlin Rd. E.
08.217 Base R 03/29/10
Legend:
Traffic Signal Required
Intersection Configurations and
Traffic Control Devices
Figure 19
Ritson Rd. N.
Wilson Rd. N.
Harmony Rd. N.
Hwy 407
Note: Some intersection configurations have been omitted for clarity.
25

N
Grandview Rd. N.
Townline Rd. N.
Kedron
Traffic Assessment
Winchester Rd. E.
Conlin Rd. E.
08.217 Base AB 03/29/10
LOS: C
V/C: 0.83
LOS: B (C)
V/C: 0.82 (0.88)
Legend:
LOS (HCM Intersection Level of Service): AM (PM)
V/C (HCM Intersection Volume-to-Capacity Ratio): AM (PM)
LOS: (B)
V/C: (0.81)
2021 Levels of Service and V/c ratios
for AM/PM Peak Hours
Figure 20
Ritson Rd. N.
Wilson Rd. N.
Harmony Rd. N.
Hwy 407
26

0.08
0.00
0.31
0.08
Townline Rd.
0.23
0.12
0.33
0.33
0.05
0.22
0.22
0.05
0.07
to Capacity Ratios 4/5
Kedron
Traffic Assessment
N
Townline Rd.
0.00
0.05
0.07
Winchester Rd. E.
Winchester Rd. E.
Winchester Rd. E.
0.43
0.54
0.37
0.68
0.32
0.22
0.03
Winchester Rd. E.
0.73
0.00
0.23
0.12
Winchester Rd. E.
0.26
0.16
0.33
0.65
0.29
0.15
0.06
0.00
0.20
0.07
0.19
0.01
0.17
0.16
0.44
0.01
0.22
0.26
0.40
0.01
0.05
0.13
0.06
0.50
0.11
0.02
0.59
0.51
0.21
0.21
Harmony Rd.
0.06
0.01
0.16
0.04
0.14
0.04
0.12
0.02
0.13
0.01
Ritson Rd.
Townline Rd.
Street A
0.61
0.42
Grandview Rd. 0.04
0.02 Grandview
0.41
0.79
0.07
0.05
Street A
0.18
0.68
0.19
0.20
Harmony Rd.
0.38
0.45
Wilson Rd. 0.11
0.05 Wilson
Street A
0.05
0.15
0.15
0.44
0.21
0.21
0.06
0.21
0.15
0.19
0.23
0.21
0.02
0.27
0.32
0.43
0.19
0.20
0.14
0.27
0.24
0.17
Ritson Rd.
27
0.11
0.30
0.99
0.10
0.56
0.14
0.14
0.04
0.07
0.14
0.21
0.27
0.27
0.06
0.22
0.35
0.35
0.35
0.02
0.09
0.04
0.02
0.16
0.00
0.08
0.05
0.14
0.02
0.21
0.03
0.08
0.00
0.25
0.40
0.13
0.20
0.20
0.06
0.09
0.36
0.36
0.63
0.42
0.18
0.07
0.13
0.19
0.18
0.18
0.01
0.20
0.20
0.06
0.32
0.50
0.17
Harmony Rd.
Ritson Rd.
0.33
0.42
0.27
Conlin Rd.
0.23
0.03
0.03
0.22
0.16
0.44
0.23
Conlin Rd.
Conlin Rd.
0.14
0.47
0.84
0.57
0.92
0.23
0.45
0.10
0.11
0.18
0.23
Conlin
0.44
0.20
Conlin Rd.
0.17
0.93
0.31
0.50
0.77
0.35
0.42
0.41
0.35
0.12
0.60
0.11
0.38
0.48
0.32
0.37
0.33
0.46
0.49
0.99
0.63
0.23
0.84
0.74
0.33
0.72
0.56
0.29
0.38
0.37
0.32
0.54
0.59
0.83
Volume to Capacity Ratios
(PM Peak Hour)
Figure 21
Legend:
X.XX: PM Peak Hour Volume to Capacity Ratio for lane.
Note: This figure is output from Synchro software.
inal Plan - PM Peak Hour Baseline S:\Yr 2008\08.217 Kedron\Synchro\march- revisions\08.217 PM- Mar2010
name%
08.217 Base AC 04/01/10

46
0
1
0
52
26
121
Townline Rd.
112
84
0
31
121
2
65
120
28
17
25
46
s 4/5/20
Kedron
Traffic Assessment
N
Townline Rd.
0
Winchester Rd. E.
Winchester Rd. E.
Winchester Rd. E.
247
129
125
131
715
162
8
229
0
0
0
0
175
15
Winchester Rd. E.
493
3
160
51
Winchester Rd. E.
231
43
19
38
5
30
0
0
0
142
46
27
341
307
124
327
221
87
39
209
98
134
6
251
117
7
28
288
10
227
70
58
12
539
523
137
6
Harmony Rd.
43
9
0
111
26
77
25
101
0
11
91
5
Ritson Rd.
Townline Rd.
8
Street A
Grandview Rd. 18
12 Grandview
Street A
101
124
280
108
1201
88
17
120
91
Harmony Rd.
Wilson Rd. 38
27 Wilson
339
21
86
19
275
54
0
262
44
0
109
182
71
9
89
47
Street A
35
109
55
644
144
31
74
220
28
218
61
38
699
155
63
102
125
224
74
11
142
70
180
33
12
118
81
330
68
89
129
9
Ritson Rd.
28
81
0
16
69
85
568
12
51
52
117
76
1525
36
26
44
21
506
31
12
0
20
876
0
20
85
25
49
2
151
105
116
9
0
80
28
96
88
0
0
0
65
383
108
8
79
45
48
30
204
8
146
856
174
21
61
90
9
89
6
0
109
6
102
39
6
17
409
33
18
53
11
0
783
136
Harmony Rd.
Ritson Rd.
Conlin Rd.
25
193
10
Conlin Rd.
106
299
34
85
492
176
Conlin Rd.
12
359
20
147
72
479
133
164
1291
162
Conlin
66
709
58
101
26
806
43
27
444
123
Conlin Rd.
78
838
41
115
779
210
143
176
21
73
354
217
26
397
54
186
542
22
164
531
219
996
222
143
565
164
106
687
69
487
63
124
911
34
137
799
44
286
921
175
Turning Movement Counts
(PM Peak Hour)
Figure 22
Legend:
XX: PM Peak Hour Volumes
Note: This figure is output from Synchro software.
inal Plan 08.217 - PM Base Peak AC 04/01/10 Hour Baseline S:\Yr 2008\08.217 Kedron\Synchro\march- revisions\08.217 PM- Mar2010.s
name%

N
81 (67)
Kedron
Traffic Assessment
(1181) 476
08.217 Base O 03/26/10
715 (310)
610 (233)
(214) 338
342 (768)
(390) 640
192 (425)
(138) 157
Legend:
XX (YY): AM (PM) Peak Hour Volumes
726 (551)
706 (1108)
(721) 1157
(739) 256
(405) 308
262 (209)
(207) 256
125 (252)
(155) 148
(33) 53
121 (158)
187 (252)
(232) 227 (328) 209
280 (279)
(320) 263
382 (556)
(337) 427
244 (336)
106 (124)
158 (376)
(358) 243
(50) 126
436 (658)
(250) 575
771 (1537)
(981) 1780
(438) 802
(311) 568
(78) 165
833 (986)
468 (633)
181 (111)
138 (100)
(90) 97 (127) 129
148 (253)
(189) 253
371 (242)
(286) 177
286 (202)
245 (187)
(145) 160
787 (828)
(612) 780
187 (170)
912 (1801)
(1293) 1750
209 (204)
(1521) 1142
1283 (1052)
1181 (963)
(1176) 951 (872) 856
1089 (753)
(765) 490
1280 (1779)
(1581) 1586
784 (853)
(960) 805
(824) 483
747 (483)
(708) 346
453 (251)
(525) 586
(375) 344
321 (219)
(215) 152
99 (89)
615 (408)
(88) 131
Grandview Rd. N.
Townline Rd. N.
2031 Total Traffic Flows
Figure 23
19 (120)
216 (183)
(161) 170
Harmony Rd. N.
1255 (1214)
(1011) 919
693 (654)
(505) 566
182 (174)
(115) 128
Ritson Rd. N.
(1078) 927
Wilson Rd. N.
(681) 499
Hwy 407
Winchester Rd. E.
Conlin Rd. E.
29

N
Grandview Rd. N.
Townline Rd. N.
Kedron
Traffic Assessment
Winchester Rd. E.
Conlin Rd. E.
08.217 Base AB 03/29/10
LOS: C
V/C: 0.90
LOS: C (C)
V/C: 0.97 (0.93)
Legend:
LOS (HCM Intersection Level of Service): AM (PM)
V/C (HCM Intersection Volume-to-Capacity Ratio): AM (PM)
LOS: C
V/C: 0.90
LOS: C (C)
V/C: 0.93 (0.93)
2031 Levels of Service and V/c ratios
for AM/PM Peak Hour
Figure 24
Ritson Rd. N.
Wilson Rd. N.
Harmony Rd. N.
Hwy 407
30

Kedron
Traffic Assessment
OSHAWA
MunicipalBoundary
CLARINGTON
PROPOSED 407 EAST
TECHNICALLY PREFERRED ROUTE
PROPOSED
I.C.
WINCHESTER RD E
GreenbeltPlanArea
Windfields
PartIIPlan
Np
SamacSecondaryPlan
S
S
TauntonPartIIPlan
Cp
POTENTIAL
I.C.
Np
CONLIN RD E
RITSON RD N
WILSON RD N
HARMONY RD N
GRANDVIEW ST N
TOWNLINE RD N
Legend:
Base Grid Transit Route (specified in Entra Report)
Base Grid Transit Route (recommended by Poulos & Chung)
Local Transit Route (recommended by Poulos & Chung)
Potential Transit Routing
Figure 25
08.217 Base AE 03/26/10
31

7.1 Transit Cost
As part of this report a rudimentary cost estimate for transit to serve the Kedron area was
completed. Figure 26 shows an estimated cost breakdown. The 2005 Entra report specifies
operating hours and service frequencies for the different route types, dependant upon the time
and day. These specifications were taken into account when computing the annual cost of
running transit. The estimated annual cost of running transit in the Kedron area is $2,260,730.00.
The annual costs estimate is based on the following assumptions:
• The local routes operate during the same hours as the base grid routes.
• That the Kedron Part II Plan area is responsible for 20% of the costs associated with
running these routes. This represents the fact that these routes will be serving other areas
in Oshawa and Durham Region besides Kedron.
The computation of the capital costs (which includes equipment costs) used general cost
estimates provided by Durham Region supplemented by general information available in the
Greater Toronto Area. The estimated capital cost of implementing transit in the Kedron area is
$6,414,550.00. The capital costs estimate uses the following assumptions:
• There will be a bus stop located every 400 metres (general value used by DRT).
• That the Kedron site is responsible for 20% of the costs associated with the construction
of the new Oshawa bus garage.
• That the Kedron site is responsible for 20% of the cost of new vehicles required to
service the area.
The above transit capital and operating cost estimates require verification by Durham Region
Transit.
8.0 Additional Considerations
Bicycling
The bike network presented in the land use plan is congruent with the city’s proposed bike and
trail network. Figure 27 shows a section of Oshawa’s cycle plan with the Kedron Part II Plan and
North Kedron Concept Plan and East Windfields Concept Plans overlaid. From the figure it can
be seen that the city’s plan flows into the site plan without interruption. The plan continues all
proposed north-south paths and provides sufficient connection westward to the regional cycling
Poulos & Chung Ltd.
08.217 Kedron Traffic Report 14April2010.docx
32

Kedron
Traffic Assessment
Annual Costs
Route Type
Time Period
Hours Per
Day
Buses Per Hour
(both Directions)
Cost per Bus
per Hour
Number of Days
per Week Cost
Number of
Routes
Total per
week Total per year
%ofRoutecost
borne by Kedron
Total per year
for Kedron
Base Grid M-F (all day) 18 4 92.58 5 $ 33,328.80
Sat (all day) 18 2 92.58 1 $ 3,332.88
Sun (all day) 16 2 92.58 1 $ 2,962.56
Weekly Total $ 39,624.24 4 $ 158,496.96 $ 8,241,841.92 20% $ 1,648,368.38
Local Routes M-F (peak) 7 4 92.58 5 $ 12,961.20
M-F (offpeak) 11 2 92.58 5 $ 10,183.80
Sat (all day) 18 2 92.58 1 $ 3,332.88
Sun (all day) 16 2 92.58 1 $ 2,962.56
Weekly Total $ 29,440.44 2 $ 58,880.88 $ 3,061,805.76 20% $ 612,361.15
Grand Total (per Year) $ 2,260,729.54
Capital Costs Equipment Costs
Total length of routes in planning area (m) 20000 Peak Hour Bus Requirements
Spacing of bus Stops (m) 400 Base Grid 16
Cost per bus stop $ 1,200.00
Local Routes 8
Total Cost $ 60,000.00
Spare Buses 2
Total Buses required 26
Additional Costs Cost per Bus $ 460,000.00
10%-15% of new garage $ 3,962,550.00
% Kedron responsible for 20%
Total $ 4,022,550.00
Total $ 2,392,000.00
Grand Total (Capital and Equipment costs) $ 6,414,550.00
Transit Cost Estimate
Figure 26
08.217 Base AH 03/29/10
33

Kedron
Transportation Assessment
N
08.217 Base CP 03/31/10
Note: Image has been modified from City of Oshawa,
Corporate Services Department (2010).
34
Proposed Oshawa Trail Network
Figure 27

spine along Simcoe Road that travels north towards Port Perry. Figure 28 shows Kedron’s
location in the regional cycling plan.
Highway 407
The development’s utilization of the Proposed Highway 407 East Technically Preferred Route is
presented in Figure 29. The figure shows the estimated amount of traffic utilizing the proposed
interchanges at Simcoe Road and Harmony Road due to the development in the plan area by
horizon year 2021.
It is evident that the total site traffic flow demands can easily be accommodated by the on and off
ramps contained within the two Proposed Highway 407 East Technically Preferred Route
interchanges.
However, to protect for the complete flexibility of access to and from the Proposed Highway 407
East Technically Preferred Route the road network in the preferred plan protects for an
interchange opportunity with Highway 407 at Townline Road.
The Type C Arterial Road which exits Kedron and intersects with Townline Road is situated
over 500 meters south of the Highway 407 centre line. Such spacing permits flexibility in the
long term to permit an interchange opportunity if needs, demands and directions of traffic flows
alter or change.
Poulos & Chung Ltd.
08.217 Kedron Traffic Report 14April2010.docx
35

Kedron
Traffic Assessment
08.217 Base W 01/22/10
Legend:
Site Area
Regional Cycle Plan Study
Figure 28
36

N
Simcoe St.
Ritson Rd.
Harmony Rd.
Townline Rd.
Kedron
Traffic Assessment
0 (0)
Hwy 407
0 (0)
0 (0)
139 (184)
08.217 Base S 03/18/10
0 (0)
0 (0)
183 (160)
0 (0)
Legend:
XX (YY) : AM Peak (PM Peak)
0 (0)
0 (0)
0 (0)
599 (713)
Site
0 (0)
165 (177)
724 (621)
178 (173)
2021 Peak Hour 407 Ramp Traffic
due to Site Development
Figure 29
37

9.0 Conclusions and Recommendations
Completion of this analysis reveals that the proposed road network in the preferred plan is
sufficient to meet the future traffic demands of the Kedron Part II Plana area, the North Kedron
Industrial Area and the East Windfields Industrial Area. The development of ROPA 128, the
Proposed Highway 407 East Technically Preferred Route, and the growth in background traffic
were all taken into consideration during the analysis. All intersections are expected to perform at
acceptable levels of service.
In addition, the site is capable of integrating itself with the Region’s transit plans as well as the
City’s cycle plan. A more detailed analysis of transit capital and operating costs will be required
at later stages of the development process.
Poulos & Chung Ltd.
08.217 Kedron Traffic Report 14April2010.docx
38

Appendix A – Phase 1 Traffic Assessment Status Report

Kedron Traffic Assessment Status Report
September 2009

1. Introduction
Technical analysis of available information has commenced for the study area planning. The
Region of Durham utilizing their Travel Demand Forecasting Model (EMME II) has provided
outputs to assist in creating a base of information. These outputs are based on the 2008
Consolidation of the Regional Official Plan (incorporating Amendment 114) and the 2008
Development Charge Background Study Update.
Schedule C from the Regional Official Plan 128 was used as base information to illustrate the
Study Area and visually comprehend the existing and proposed transportation network. In
addition the Region of Durham Transportation Master Plan was consulted to gain an appreciation
of travel demand characteristics, patterns and directions. In addition the Plan provides clear
direction for implementing travel demand management measures and efforts to shift travel
demand from the automobile to transit and other sustainable modes.
This technical appendix summarizes the elements of the existing and proposed transportation
system that are critical to the Study Area.
It also presents the technical analysis completed to date. This includes:
• Existing roadway lane configurations and traffic controls;
• Existing intersection turning movement count information;
• EMME II area traffic zones including population and employment statistics;
• EMME II outputs for existing conditions and forecast traffic flows for horizon years
2012 and 2021.
This information is the basis upon which transportation efforts can be used to evaluate land use
and roadway options for the Study Area.
Through this effort it is intended to:
• Identify the optimal transportation system (roads, transit, pedestrian and bicycle) to
serve all travel demands within the Study Area;
• Identify the optimal transportation system serving travel demands not only to and
from but also accommodating those demands that travel through the study area.
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2. Study Area
The study Area is located in the north east area of the City of Oshawa, and is bounded by Conlin
Road East to the south, the Oshawa Creek and Ritson Road North to the west, the proposed
Highway 407 Technically Preferred Route to the north and Townline Road North to the east.
The location of the study area is shown in Figure 1.
Existing area roads are illustrated along with the proposed Highway 407 East Technically
Preferred Route.
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Kedron
Transportation Assessment
N
Winchester Rd.
Conlin Rd.
Taunton Rd.
Rossland Rd.
Thickson Rd.
Thornton Rd.
Stevenson Rd.
Simcoe St.
Riston Rd.
Harmony Rd.
Townline Rd.
Dundas St.
Wentworth St.
Wentworth St.
Legend
Study Boundary
Proposed 407 Alignment
General Study Area
Figure 1
08.217 Base D 06/09/09

3. Road Network
The existing road network consists of a series of Regional Roads and local concession roads.
The Regional roads provide arterial functions and services not only for Oshawa but other areas
of the Region. These roads typically with one lane in each direction of travel incorporate
appropriate geometric standards to accommodate relatively high volumes of traffic at reasonably
high vehicle speeds. The local concession roads also typically have one lane in each direction of
travel. However, these roads are designed to accommodate a lower traffic flow at lower vehicle
speeds.
The primary roads (Regional Roads) serving the study area are scheduled over time to be
improved. These improvements will ensure that future automobile, truck and transit demands can
be satisfactorily met.
Figure 2 illustrates from the Transportation Master Plan Study the planned improvements to the
roadway network identified in Schedule C of Regional Official Plan 128.
The study area boundary is illustrated on top of the base planned road information. Of primary
importance to the study area are those roads which provide a boundary road function, traverse
through the study area or are in the immediate vicinity of the site. It is understood that not all of
the “Primary Roads” serving the study area are Regional Roads, and designation of an arterial
road in the Region’s Official Plan does not imply that it is or will be under Regional jurisdiction.
These roads include:
• The east-west roads of Winchester Road and Conlin Road which are approximately
on the northern and southern boundaries of the study are designated as Type B arterial
roads;
• The north-south roads of Simcoe Street, Ritson Road and Townline Road are
designated as Type B arterial roads. Simcoe Street, although to the west of the site
and Ritson Road provide direct connects to Downtown Oshawa;
• The north-south roads of Wilson Road and Grandview Street are designated as Type
C arterial roads;
• The north-south roads of Harmony Road and Courtice Road / Enfield Road are
designated as Type A arterial roads. Harmony Road which essentially bisects the
study area, is planned with an interchange at Highway 407. Also, within the
immediate vicinity of the interchange a transit terminal is planned with the Highway
407 rapid transit way. Courtice Road with its planned direct connection with Enfiield
Road also has a planned interchange with Highway 407. Both Harmony Road and
Enfield Road / Courtice Road are expected to provide valuable accessibility to
Highway 407;
08.217 Kedron Phase 1 background report­version sent out with phase 2 report.docx Page 5

• Immediately to the south of the Study Area is Taunton Road. It is designated as a
Type A Arterial road and provides a direct connection to north-east Toronto and
southern York Region.
These Regional roads will be critical to provide direct access to the study area as well as
connecting the Study Area to all parts of the Region of Durham and the Province of Ontario.
The Study Area will formulate enhancements to the Type C arterial road network. This network
will consist of new road elements and connections to and / or enhancements of existing local
roads serving the local area.
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BR OC K R D
HARMON Y R D
Kedron
Traffic Assessment
FREEWAY AND ARTERIAL
ROAD NETWORK
NOTES:
Urban Area based on Regional Official Plan.
This figure forms part of the Durham Transportation
Master Plan and must be read in conjunction with
the text.
This map is intended as a framework for planning
and design. Consequently, all projects are subject
to further detailed study in accordance with the
Environmental Assessment Act.
Existing
Freeway
Type A Arterial Road
Type B Arterial Road
Type C Arterial Road
Interchanges
Proposed
X
Existing Interchanges To Be Removed
Railway
Hamlet
Urban Area (generalized)
N
BRAWLEY RD
HOWDEN RD
30
C.PR . . Havelock
Future
Federal Airport
COLUMBUS RD
Study Area
3
HIGHWAY 407
HIGHWAY 7
WINCHESTER RD
3
27
37
FINCH AVE
1
C H URCH S T
E D
WESTN YR
C.P.R. Belleville
SALEM RD
41
TAUNTON RD
AUDLEY RD
LAKE RIDGE RD
23
31 36
CORONATION
RD
4
HIGHWAY 2
12
HIGHWAY
BR O C K S T
ANDERSO N ST
D
T HI CK O N R 26
ROSSLAND RD
CONLIN
Oshawa
Airport
RD
ST EVENS O N 28
RD
SIMCOE ST
RIT S O N RD
TOWNLINE RD
2 16
33
55
COURTICE RD
34
T R ULLS RD
LT NA RD
A O
WHITE S RD
38
DIXIE RD
29
24
HIGHWAY 401
X
BAYLY ST
22
C.N.R. Kingston
VICTORIA ST
53
X
X
BLOOR
ST
22
LAKE ONTARIO
Oshawa
Harbour
L:\projects\Transportation_Master_Plan\TMP_MXD_2003\RecommendedPlan\13_FreewayArterial_2.cdr
08.217 Base I 06/09/09
Drawing has been modified to show latest Hwy 407
alignment through study area.
Image modified from Durham Region, 2003.
Existing and Proposed Road Network
Figure 2

4. Transit Network
Durham Transit is expected to play an ever increasing important role to serve the typical travel
demands of the Study Area. Transit is expected to accommodate over twenty-five percent of the
typical peak hours and daily demand of travel. This is the upper range of transit modal split that
will be examined for the Study Area. In discussions with Regional and Town staff, a lower
transit modal split number will be selected and also assessed. This will provide an optimal range
of transit service potential on the major and minor transit spines. The upper range was selected
because the Transportation Master Plan has targeted a shift of approximately fifteen (15) percent
from automobile travel in the weekday roadway peak hours to transit. Estimating that the
existing transit modal split levels are within six to nine percent implies that the target 2021
modal split should be in the range of twenty-five percent.
Figure 3 illustrates the existing transit services in the immediate vicinity of the Study Area.
It is evident that progressive additions and modifications can be made to transit as staged
development within the Study Area commences.
Figure 4 illustrates the planned major transit improvements to occur in the Region of Durham.
These improvements are centered on key transit spines which will contain enhanced transit
vehicle frequencies of service and transit priority measures.
The Study Area is identified to illustrate which of these transit spines will directly serve
anticipated travel demands. The key transit spines in the immediate vicinity of the study area
include:
• In the north-south direction of travel Simcoe Street, Harmony Road and Townline
Road;
• In the east-west direction Taunton Road and Conlin Road.
These transit spines in combination with the Highway 407 rapid transit corridor provide a
network of transit services linking and connecting to all primary regional and inter-regional
attractors and generators.
The Study Area will respect these transit spines and make every effort to provide direct and
efficient extensions / connections to them.
The Region is completing a Long Term Transit Strategy for the Region of Durham. It is
anticipated the Study will be complete in 2010 and will identify future rapid transit corridors and
transit services priorities. As a result it is expected that Schedule C – Map C3 of the 2008
consolidation of the Regional Official Plan will be revised.
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5. Pedestrian and Cyclist Network
The Region of Durham and the City of Oshawa both have identified planned and proposed
networks for pedestrians and bicyclists. These plans will form the basis for identifying
extensions and connections, to / from and within the Study Area. The Study Area network will
use the same standards, forms and functions as adopted in the Region of Durham and City of
Oshawa plans.
6. Boundary Road Conditions
An important addition to the roadway network is Highway 407. The technically preferred
alignment is shown in Figure 5. The proposed interchanges at Simcoe Street, Harmony Road and
Enfield Road are shown.
Available traffic flow information has been reviewed. Existing intersection turning movement
count information and the existing roadway lane configurations and controls have been
summarized and presented in Figures 6 and 7.
The “Synchro” software program was used to analyze the intersections. Upon request the
analysis will be provided in electronic format. The analysis indicates that the existing vehicle
demands on the Study Area roads are being accommodated at very good levels of service.
The existing road formation provides a sound base upon which network improvements and
additions can be brought forth to serve future travel demands.
08.217 Kedron Phase 1 background report­version sent out with phase 2 report.docx Page 9

N
Kedron
Traffic Assessment
Study area continues past map border
Study Area
08.217 Base F 06/09/09
Image modified from Durham Region Transit, 2009
Current Area Transit
Figure 3

2
CITY OF OSHAWA
Transportation Centres
Municipal Boundaries
Urban Area
Note: Dashed lines represent Transit
Priority corridors on future roads.
Study Area
N
IJ
3
Kedron
Transportation Assessment
50
48
N
TRANSIT PRIORITY
NETWORK
Lake
Simcoe
23
23
48
23
TOWNSHIP OF BROCK
12
12
15
7
NOTES:
Urban area based on Regional Official Plan.
This figure forms part of the Durham Transportation
Master Plan and must be read in conjunction with
the text.
This map is intended as a framework for planning and
design. Consequently, all projects are subject to further
detailed study in accordance with the Environmental
Assessment Act. Enlargement Detail
Major Transit Corridors
Minor Transit Corridors
! Highway 407 Transit Corridor
Highway 401 Bus Rapid Transit
Future Transportation Corridor
! ! "Mainstreet" Highway 2
Commuter Rail
30
39
13
TOWNSHIP OF
UXBRIDGE
8
11
47
13
1
1
13
23
10
13
47
8
7/12
7/12
13
6
2
Lake
2
7
Scugog
7A
57
³
ST
407
CITY OF PICKERING
IJ
1
ST
7
IJ
5
IJ
23
IJ
TOWN OF WHITBY
ST
ST IJ
7
5
7/12
3
47
27
CITY OF PICKERING
407
38
4
1
1
7
21
5
23
31
TOWN
OF AJAX
2
401
22
23
7/12
TOWN OF
WHITBY
7
5
21
28
401
26
7/12
2
CITY OF
OSHAWA
3
2
TOWNSHIP OF
SCUGOG
19
33
55
34
7A
3
2
57
57
MUNICIPALITY
OF
CLARINGTON
14
20
4
42
0 1 2 4 6 8 10
Kilometres
35
35/115
115
9
18
IJ
27
IJ
38
!
! !
!
!
! !
IJ
4
! !
!
")
! !
2
ST
401
!
IJ
31
TOWN
OF AJAX
!
IJ 41 !
!
! ! !
2
! ! !
IJ
! ! ! ! !
IJ
! ! !
ST
22 401
28
IJ
26
! !
!
!
IJ
!
!
!
!
!
!
!
IJ
33
!
!
IJ IJ
55
! !
!
!
34
!
")
! !
!
!
See Enlargement for Detail
401
2
401
Lake Ontario
0 1 2 4 6 8 10
Kilometres
08.217 Base H 06/09/09
Drawing has been modified to show latest Hwy 407
alignment through study area.
Image modified from Durham Region, 2003.
Future Area Transit
Figure 4

7. Forecast Traffic Flows
Several Figures are attached Appendix A which illustrate the EMME II outputs as provided by
the Region of Durham. The outputs include:
• Roadway p. m. peak hour auto volumes generated by traffic zone centroid for 2006,
2012 and 2021;
• Roadway p. m. peak hour auto link volumes for 2006, 2012 and 2021;
• Roadway attributes used in the model analysis;
• An area traffic zone map;
• The 2006, 2012 and 2021 population and employment numbers used by the
transportation model in each traffic zone.
The above information was used to:
• Review the forecast vehicle flows by existing condition and horizon year;
• Ascertain the population and employment numbers in the study area and used by the
EMME II model to generate traffic flows;
• Determine the amount of traffic flow generated by this population and employment,
(within the Study Area) and following standard assignment patterns, and then;
• Subtract this traffic flow (generated by the Study Area) out of the forecast horizon
year total traffic flows.
This analysis approach permits all other planned forecast traffic flow demand to remain on the
road network of the Study Area and environs.
This now permits the study team to examine alternative land use / transportation systems and
network options. In calculating travel demands by option, comparisons and evaluations can be
completed leading to the selection of an optimum transportation system / network.
Prior to commencing this analysis Poulos & Chung Limited will meet with Region of Durham
and City of Oshawa staff to verify all analysis parameters and inputs. These will range from trip
generation rates, trip distribution and modal split considerations. Once these have been verified
they will be applied to the land use plans and formations brought forward by the project team.
The vehicle / transit demands generated by the study area will be summarized in a tabular and
illustrative format to easily understand the magnitude of travel demand and the primary
directions of travel. This will be done for the assessment of alternative road network
opportunities and for the protection of future extensions and connections. This output will be
reviewed with Region of Durham and City of Oshawa staff. Once this fine turning has been
completed, it is expected in the final stages of the evaluation that a request will be made of
Durham Region to provide additional EMME II outputs to verify the analysis.
It is anticipated that such an approach will:
08.217 Kedron Phase 1 background report­version sent out with phase 2 report.docx Page 12

• Define the optimal road network and transit system for the Study Area;
• Provide demand input towards protecting for potential road crossings of Highway
407;
• Provide demand input towards protecting for a potential interchange at Townline
Road with Highway 407.
Upon completion of the analysis process and verification provided by additional EMME II
model runs a final report will be produced.
The report will in effect be the Phase 1 and Phase 2 transportation analysis of an Environmental
Assessment Study. The report will document all roadway / land use alternatives investigated. It
will document all vehicle demand flows, including transit and form the basis for need and
justification. Through the evaluation of the alternatives a preferred roadway network / transit
system plan will be recommended. A draft final report will be prepared and circulated to the
Region of Durham and the City of Oshawa for comments and input prior to finalization of the
document.
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Kedron
Transportation Assessment
08.217 Base E 06/03/09
Highway 407
Proposed Alignment
Figure 5

Kedron
Transportation Assessment
N
80 km/h
Grandview St. N.
50 km/h
50 km/h
80 km/h 50 km/h
60 km/h
Winchester Rd. E.
Consession Rd. 7
Intersection Level of
Service: A
Intersection Level of
Service: D
80 km/h
80 km/h
Harmony Rd. N.
Ritson Rd. N.
Townline Rd. N.
Intersection Level of
Service: C
Intersection Level of
Service: B
50 km/h
50 km/h 70 km/h
Conlin Rd. E.
60 km/h
Legend
80 km/h
Stop Sign
Traffic Light
Speed Limit
Lane Configurations and
Traffic Control
Figure 6
08.217 Base E 06/03/09

Kedron
Transportation Assessment
N
4267 (3980)
Consession Rd. 7
Townline Rd. N.
Grandview St. N.
(146) 35
(137) 31
1 (3)
218 (80)
48 (36)
12 (74)
33 (39)
241 (132)
67 (22)
151 (80)
25 (15)
7 (41)
230 (211)
86 (104)
(0) 0
(33) 17
(5) 4
(8) 4
(279) 58
(252) 101
Harmony Rd. N.
Winchester Rd. E.
Conlin Rd. E.
1 (1)
119 (57)
(2) 0
(43) 146
(94) 28
(288) 156
(6) 7
9858 (7483)
(7) 4
(122) 50
(100) 46
18 (21)
324 (119)
21 (25)
21 (31)
210 (196)
158 (128)
Ritson Rd. N.
(17) 18
(270) 181
(5) 13
(13) 5
(224) 89
(163) 102
08.217 Base E 06/03/09
Legend
Peak Hours:
ADT:
AM (PM)
Spring (Summer)
Data from Durham Region, 2007.
Turning Movement Counts
and ADT values
Figure 7

6224
6223
6250
6211
6212 6222
6301
6644
6311
6700
6690
6410
6221
6682
6363
6670
6661
6371
6373
6643
6471
6351
6442
6333
6331
6550
6523
6335
6391 6393
6454
6434
6590
6463
6323
6633
6362
6245
6662
6571
6482
6352
6292
6581
6501
6242
6432
6583
6383
6502
6600
6341
6481
6444
6532
6451
6343
6572
6291
6246
6232
6382
6374
6524
6453
6313
6244
6243
6522
6472
6562
6263
6293
6332
6381
6241
6431 6443
6282
6642
6324
6561
6421
6610
6511
6521
6681
6384
6334
6422
6233
6492
6641
6433
6464
6361
6312
6652
6452
6622
6632
6621
6303
6394
6302
6392
6441
6372
6336 6342 6344
6271 6272 6273
6513
6491
6631
6231
6461
6402
6531
6281
6321
6322
6401
6512
6540
6462
6651
6261
6582
6294
6573
6262
6690
City of Oshawa
Transportation Zones

The tables below are the employment and population forecasts for the Oshawa TAZ's.
The highlighted zones represent the study area.
TAZ
Population
Employment
Population
Employment
TAZ
2006 2012 2021 2006 2012 2021 2006 2012 2021 2006 2012 2021
6211 325 335 349 34 36 38 6410 7 10 15 77 79 81
6212 170 176 183 1 1 2 6421 916 940 972 287 294 302
6221 77 80 83 6 7 7 6422 1,720 1,753 1,799 52 56 61
6222 57 59 62 2 3 3 6431 1,707 1,745 1,795 548 571 587
6223 46 47 49 6 7 7 6432 1,962 2,013 2,082 442 460 475
6224 129 133 139 4 4 5 6433 5,485 5,504 5,529 464 491 520
6231 15 16 16 0 0 0 6434 2,817 2,877 2,957 268 279 290
6232 3 3 3 0 0 0 6441 1,074 1,087 1,104 488 520 553
6233 6 6 7 0 0 0 6442 8,885 8,953 9,044 243 254 266
6241 27 28 29 0 0 0 6443 1,198 1,422 1,783 213 239 274
6242 51 53 55 0 0 1 6444 651 697 759 5 9 15
6243 27 28 29 30 30 31 6451 1,953 2,105 2,346 27 42 63
6244 98 101 105 0 1 1 6452 2,063 2,087 2,120 3 5 8
6245 23 24 25 0 0 0 6453 281 1,128 2,492 51 129 246
6246 40 42 43 0 0 0 6454 473 634 894 22 37 60
6250 66 69 73 0 1 1 6461 2,081 2,113 2,157 196 203 210
6261 6 6 7 0 0 0 6462 1,097 1,110 1,128 123 128 132
6262 12 13 13 3 4 4 6463 3,228 3,283 3,357 665 684 701
6263 6 6 7 0 0 0 6464 882 900 924 96 101 106
6271 94 98 103 18 18 19 6471 2,917 2,978 3,062 220 230 241
6272 78 81 85 27 28 28 6472 3,595 3,628 3,674 1,191 1,238 1,281
6273 14 19 27 1 1 2 6481 1,579 1,610 1,651 1,812 1,849 1,882
6281 14 15 16 0 0 0 6482 4,200 4,250 4,317 1,147 1,173 1,191
6282 3 3 3 0 0 0 6491 1,400 1,406 1,414 1,844 1,909 1,964
6291 30 31 33 83 117 178 6492 2,397 2,409 2,424 2,511 2,587 2,638
6292 6 6 7 0 0 0 6501 3,030 3,079 3,145 178 183 188
6293 24 25 26 0 0 0 6502 3,962 4,005 4,064 269 279 289
6294 19 20 22 0 0 0 6511 1,866 1,898 1,942 365 395 417
6301 60 63 66 11 12 12 6512 932 947 968 356 367 376
6302 25 26 55 0 0 1 6513 1,247 1,267 1,293 36 38 41
6303 7 8 8 4 86 815 6521 2,013 2,098 2,230 2 10 21
6311 32 33 35 0 0 0 6522 1,617 1,656 1,709 437 449 460
6312 25 26 27 0 198 1,967 6523 2,467 2,942 3,706 85 130 196
6313 5 5 5 0 0 0 6524 828 871 929 579 600 621
6321 0 0 0 0 74 732 6531 1,842 1,865 1,896 208 215 222
6322 156 156 156 1,469 1,621 1,865 6532 3,249 3,279 3,321 417 441 468
6323 3 3 122 43 84 404 6540 23 23 23 2,660 2,765 2,853
6324 3 147 381 42 61 91 6550 4,501 4,536 4,582 1,320 1,390 1,464
6331 74 152 909 27 184 1,334 6561 1,994 2,002 2,013 2,948 3,065 3,174
6332 0 147 1,573 11 24 144 6562 3,416 3,432 3,453 1,139 1,198 1,265
6333 34 160 1,384 1,611 1,821 2,198 6571 4,200 4,260 4,342 241 253 264
6334 0 384 1,004 0 35 87 6572 2,630 2,678 2,741 726 746 764
6335 21 65 494 360 527 838 6573 393 401 410 8 9 10
6336 308 472 737 6 21 44 6581 2,979 3,026 3,090 167 175 183
6341 2 711 1,852 0 32 86 6582 560 568 579 1 2 3
6342 7 408 1,153 2 39 102 6583 2,250 2,293 2,352 262 273 285
6343 5 443 1,149 275 500 900 6590 93 121 159 1,185 1,572 1,864
6344 7 333 858 0 30 74 6600 3,469 3,520 3,589 311 320 329
6351 9 129 1,295 0 130 1,292 6610 1,419 1,420 1,421 1,531 1,610 1,690
6352 7 7 294 46 58 91 6621 1,653 1,683 1,723 190 198 205
6361 18 18 18 129 148 231 6622 1,495 1,524 1,563 79 83 88
6362 83 88 97 1,928 3,242 4,563 6631 159 162 168 14 14 15
6363 111 111 111 1,007 1,382 2,941 6632 1,909 1,933 1,966 168 175 181
6371 1,135 1,166 1,214 1,094 1,118 1,139 6633 2,180 2,211 2,253 295 307 317
6372 1,312 1,333 1,362 18 21 23 6641 17 29 44 7,544 7,617 7,585
6373 2,162 2,229 2,333 115 123 134 6642 0 0 0 557 627 736
6374 2,444 2,511 2,615 291 312 338 6643 0 0 0 3,466 4,517 5,322
6381 789 1,334 2,212 156 208 285 6644 1 1 2 2,739 2,882 2,959
6382 2,102 2,280 2,563 216 241 274 6651 990 1,000 1,014 589 605 609
6383 948 1,587 2,630 100 160 250 6652 4,462 4,482 4,511 129 133 137
6384 652 1,169 2,001 14 61 132 6661 2,351 2,414 2,498 2,589 2,648 2,687
6391 24 698 1,783 0 61 153 6662 850 869 895 1,490 1,598 1,678
6392 182 294 473 598 626 654 6670 7,278 7,361 7,472 1,318 1,349 1,358
6393 248 910 1,976 26 87 177 6681 1,279 1,302 1,333 125 130 135
6394 682 918 1,297 42 64 97 6682 3,491 3,537 3,600 708 728 745
6401 1 2 3 21 22 23 6690 318 324 333 3,780 4,034 5,260
6402 2,251 2,251 2,251 0 0 0 6700 0 0 0 1,245 1,385 2,442

10
1
60
16
3
9
4
9
54
13
35
57
54
27
66
Co
40
28
13
25
36
26
18
38
d.
Enfield Rd.
49
2
5
65
51
30
41
22
19
4
17
2006 PM Peak Hour Auto Volume for Centroid Connectors
Legend
Traffic Zone Boundary
Road Link
Centroid Connector
4
2
6
3
6
11
3
5
1
16
11
1
3
2
2
1
2
5
2
1
Conlin Rd.
25
56
Simcoe St
5
10
26
75
329
135
9
11
1
1
7
1
1
2
2
31
21
85
137
1
1
1
1
25
88
1
88
75
77
93
205
1
7
4
3
35
122
2
242
296
85
1
45
23
15
38
112
199
104
213
43
116
216
246
61
180
21
4
50
45
N
Ritson Rd N
Harmony Rd
Taunton Rd E
137
81
76
18
6
16
15
20
9
11
28
4
3
10
29
1
1
21
63
1
1
1
1
1
1
1
4
2
12
ard Rd.
136
49
5
1
1
212
133
36
17
10
5
21
40
6
4
1
2
1
ncester Rd
249
60
24
91
hickson Rd N
7
5
0

7
161
Co
112
134
110
255
115
283
423
752
317
513
12
550
311
400
331
550
19
53
39
64
d.
37
Enfield Rd.
7
Conlin Rd.
331
110
255
155
200
180
395
19
712
25
5
26
379 378
2
5
208
Taunton Rd E
674
418
22
4 30
49
4
188
402
723
2006 PM Peak Hour Auto Link Volume
No. of Lanes - One Way
1 Lane
2 Lanes
3 Lanes
4
87
471
4
88
96
15
283
5
8
111 97
8
6
98
485
464 485
108
14
27
106 104
312 310
502
323 323
511 512
323
511
14
10
515
513
501
352
333
441 441
701 702
513
701
182
249
5
1 6
14
12
469
281
9
97
441
7 7
112
26
3
12
10
5
109
325
9
4
501
Simcoe St
485
700
10
378
429
371
498
366
686
554
386
309
808
290
66
643
191
290
267
84
65
11
366
194
379
253
248
260
76
306
198
504
272
500
533
347
562
543
313
380
705 726
120
475
267
298
254
259
640
358
392
274
298
499
87
537
715
477
56
328
640
726
74
384
273
562
219
855
114
147
910
364
635
307
10
36
85
291
683
592
631
518
1274
194
501
686
19
41
44
19 277
734
568
265 290
290
195
378
193
66 66
505
307
76 76
643
267
136
84
44
1
33
127
62
251
7
168
320
477
58
94
481
321
37
798
494
697
141
331
348
10
41
323
392
271
36
N
Ritson Rd N
Harmony Rd
461
363
36
1
607
647
219
7
113
556
580
646
ncester Rd
489
0
696
154
136
94
hickson Rd N
ard Rd.
3
136
154
309
384

7
222
Co
205
214
177
306
254
392
614
892
427
625
32
656
395
510
434
656
43
100
66
110
d.
63
Enfield Rd.
9
Conlin Rd.
434
177
306
185
187
10
14
1
265
4
214
Taunton Rd E
480
868
521
4
962
47
63
8
7
1
43
393
2012 PM Peak Hour Auto Link Volume
No. of Lanes - One Way
1 Lane
2 Lanes
3 Lanes
12
193
552
114
9
194
17
254
15
12
268 202
13
11
237
563
509 531
240
25
2
1
13
44
515
251
0
8
43
155 121
308 296
566
428 420
542 541
11
263
428
542
11
45
577
115
554
544
416
379
573 572
719 719
573
6 7
267
10
44
430
8
5
579
719
553
226
293
572
687
13
262
476
476
7
420
587
391
487
661
709
183
388
409
21
861
456
204
727
304
476
470 456
305
407
170
251
281
159
408
564
352
631
629
412
615
679
389
530
764 856
173
584 586
425
523
376
308
269
525
755
413
504
534
589
634
129
639
1003
606
60
378
755
856
129
468
334
758
517
984
100
103
1018
512
994
593
27
194
236
291
1038
705
612
653
1473
268
590
726663
43
3
Simcoe St
478
268
709
269
391
493
306
66
204
403
568
368
206
400
108
52
39
9
77
148
398
17
66 79
39
159
410
161
712
66
577
123
2
156
390
325
36
42
979
608
473
895
661
0
178
465
485
27
46
406
447
350
N
Ritson Rd N
Harmony Rd
587
672
49
3
666
736
270
12
267
592
643
616
ncester Rd
625
4
802
179
157
74
hickson Rd N
ard Rd.
3
157
179
436
607

11
1
2
2
17
66
0
7
16
13
57
63
28
63
Co
44
30
7
17
42
29
24
55
d.
Enfield Rd.
137
81
9
10
119
66
156
105
6
8
23
2012 PM Peak Hour Auto Volume for Centroid Connectors
Legend
Traffic Zone Boundary
Road Link
Centroid Connector
5
3
7
3
6
11
3
3
1
10
11
1
42
19
3
18
11
2
2
2
1
2
Conlin Rd.
98
133
Simcoe St
5
13
27
17
57
90
44
113
5
381
8
5
3
176
37
48
36
27
4
11
11
45
32
12
3
4
18
40
50
43
34
3
10
7
103
69
54
110
6
45
31
2
6
2
2
68
14
14
1
97
96
2
3
13
1
77
113
85
1
91
6
199
27
10
18
6
6
68
26
126
3
246
307
89
12
54
17
24
53
113
205
128
289
49
123
243
276
72
185
23
7
60
57
N
Ritson Rd N
Harmony Rd
Taunton Rd E
136
90
77
19
7
12
15
26
19
23
16
32
10
4
17
18
6
17
2
9
15
36
2
53
ard Rd.
3
135
58
2
1
7
21
143
5
2
1
2
435
268
32
23
65
21
14
71
3
2
2
1
ncester Rd
146
270
80
45
132
hickson Rd N
18
14
9

308
Co
281
117
171
578
997
233
391
288
517
1139
997
330
430
613
808
637
831
164
845
263
183
263
d.
59
Enfield Rd.
25
31
12
37
Conlin Rd.
517
1139
171
233
589 562
218
344
44
24
640
Taunton Rd E
3
360
5
640
380
784
845
942
837
2
1030
481
454
100
190
7
9
48
4
2
2021 PM Peak Hour Auto Link Volume
3
7
644
158
4
6
25
458
8
15
73 14
9
654
527 549
38
18
13
12
16
37
636
173
632
308
9
447
231
387
28
9
9
23
535
455
9
18
1
32
644
160
585
36
237
478
479
12
78
25
16
231
389
17
58
2
635
1346
671
665
1131
1131
2435
2182
No. of Lanes - One Way
1 Lane
2 Lanes
3 Lanes
13
37
565
495
387
244
635
270
569
492
620
60
373
1017
814
4
594
517
1139
517
1139
1131
479
635
2182
947
2182
1346
2435
764
505
729
455
589
739
492
640
491
719
974
554
816
469
341
415
57
509
616
432
280
329
101
961
233
111
478
262
702
681
526
806
717
559
967
277
598
452
886
701
240
148
878
933
512
941
997
774
1073
249
83
1266
1223 1182
1204
501
358
825
195
295
933
397
303
917
828
1073
1058
743
853
53
171
227
367
1223
858
832
1416
395
2435
6
541
1346
2435
225
107
213
1008
687
395
ncester Rd
1346
436
714
427 469
418
512
346 341
654
974
262 261
107
886
435
225
163
3
113
149
03
12
85
1242
127
585
1
20
180
221
154
1163
986
1321
0
308
822
320
570
795
123
349
912
506
504490
299
710
677
714
149
1026
903
hickson Rd N
Simcoe St
213
556
584
433
117
981
917
226
53
72
277
461
417
N
ard Rd.
Ritson Rd N
Harmony Rd
3
3
1116
102
913
89
28
924
495
1

12
16
4
2
38
77
7
8
29
84
75
77
202
29
66
Co
43
33
9
10
54
35
23
49
d.
Enfield Rd.
265
179
41
19
132
2
96
351
231
7
2021 PM Peak Hour Auto Volume for Centroid Connectors
Legend
Traffic Zone Boundary
Road Link
Centroid Connector
3
2
7
4
9
10
3
16
12
9
2
1
3
410
159
170
78
4
8
1
1
2
1
Conlin Rd.
222
270
Simcoe St
47
41
106
244
153
241
138
211
38
551
254
32
12
341
244
343
89
66
21
22
14
48
19
9
92
141
16
30
225
77
165
54
104
117
168
15
91
74
17
41
61
13
49
4
5
29
159
4
126
107
1
3
95
3
169
170
96
3
101
6
201
88
16
23
32
60
137
4
9
10
245
325
159
11
92
33
66
104
64
122
208
262
615
61
109
211
264
97
198
9
104
85
35
N
Ritson Rd N
Harmony Rd
Taunton Rd E
160
101
82
23
9
11
15
39
56
40
28
50
6
4
93
48
18
1
64
54
1
1
238
3
1
1
1
1
2
1
5
4
21
51
ard Rd.
676
155
59
4
1
813
424
228
80
104
39
73
5
1
2
5
ncester Rd
83
522
149
181
103
hickson Rd N
117
52
2