Appendix D Transportation Report - City of Oshawa

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
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