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Vehicle Circulation Analysis PLAN 313

Bhakti Rathod Jonathan De Vela


Overview 1 - Introduction 2 - Vehicle Traffic 3 - Transit 4 - Railway 5 - Potentials & Constraints


1 - Introduction The planning for a vehicle circulation system is essential for the continued efficient movement of people and goods. Policies are continuously being developed and updates to ensure that the network of roads has sufficient connectivity and access from residential areas to commercial and employment centers to promote the safe, orderly, and healthful development of the city. The Region of Waterloo is working with the Provincial government and other agencies to upgrade and expand their transportation network and corridors including the provision of improved road, rail (freight), and bus/rail transit linkages/connections to the region. For the purposes of understanding the study area to be able to create informed designs, it is imperative to understand the relationships between vehicular circulation, active transportation circulation, and surrounding land uses. The road network in the study area is relatively small, encompassing less than ten streets for vehicular transportation. However, the complexity of this study lies in the interconnection between different modes of transportation: cars, trucks, public transit, and freight trains. in order to understand the complexity of these systems, it is important to zoom out and analyze the surrounding vehicular network and how it connects to the study area. The site inventory and analysis conducted will outline the current vehicular network for each mode of transportation and will discuss future proposed plans for vehicular transportation. The report will conclude with a final analysis on the design potentials and constraints of the study area with regards to vehicular circulation.


2 - Vehicle Traffic 6.1 Reduce dependence on the automobile by increasing the number of people using public transit, walking, and cycling. 6.6 The rationale for establishing truck routes will include the ability of the roads forma design and construction perspective, to handle this form of traffic in a safe manner and whether this type of traffic is compatible with the neighbouring area.


7 (12)

90 (120)

15 (17)

Turning Movement Counts - AM and PM Peak Hours

39 (44) 171 (207) 0 (0)

LEGEND 0 (1) 0 (0) 0 (0)

#(#) - AM Peak Hour (PM Peak Hour)

118 (151)

183 (192) 108 (149)

101 (195) 130 (200) 0 (0)

13 (17) 0 (0) 128 (161)

34 (79) 95 (107) 51 (31)

56 (34) 20 (10) 11 (10)

29 (10) 25 (4) 79 (67)

222 (249) 203 (183) 4 (9)

3 (27)

0 (9) 1 (11)

2 (5) 302 (233) 21 (30)

46 (30) 2 (8) 44 (53)

7 (16) 212 (447) 13 (23)

0 (0)

0 (0)

122 (238) 24 (51)

0 (0)

99 (196)

N


Guelph Ave @ Fisher Mills Rd AADT Count - Fisher Mills Rd @ Guelph Ave

The intersection of Guelph Ave and Fisher Mills Rd is located within the study area and is a moderately busy road. Annually, an average of 5685 cars and 296 trucks pass through the intersection. Generally, the south leg of the intersection generates the most thru and left-turning traffic as most vehicles either head north or west. Most vehicles travel either north or south on Guelph Avenue. The AM and PM peak hours see a relatively high amount of car traffic while the truck traffic remain stable through out the day.

Cars Total

Trucks Total

N

Number of Vehicles

Peak Hours - Fisher Mills Rd @ Guelph Ave 900 800 700 600 500 400 300 200 100 0 8:45-9:45

13:00-14:00

Time Cars

Trucks

17:30-16:30


Guelph Ave @ Queen St The intersection of Guelph Ave and Queen St is a major intersection and gateway into the site area. It is a very busy road and annually receives and average of 13,537 cars and 226 trucks in this relatively small corridor. As seen on the lane configurations, the carriageway of the road is not very large as it only has one thru lane and a complimenting turning lane.

AADT Count - Guelph Ave/Adam St @ Queen St

Its peak hour results are similar to Fisher Mills just north of the this intersection. The AM and PM peaks receive the most vehicles during the day while the truck traffic declines slowly as the day progresses.

Cars Total

Trucks Total

Peak Hours - Guelph Ave/Adam St @ Queen St Number of Vehicles

1600

N

1400 1200 1000 800 600 400 200 0 8:00-9:00

12:45-13:45

Time Cars

Trucks

17:00-18:00


Guelph Ave @ Scott Rd The intersection of Guelph Ave and Scott Rd is located north of the site area and is within a neighbourhood area. There is significantly less traffic flow in this intersection with an average annual count of 3,633 cars and 224 trucks. Similar to previous intersections, the northbound and southbound directions have the most traffic volumes since it connects directly to Hespeler Village.

AADT Count - Guelph Ave @ Scott Rd

The peak hours in the AM and PM are very high and significantly drops during the mid-day peak. This may be due to the residential nature of the area and so families often commute out of the area to their respective work places. Truck traffic is stable through-out the day and decreases towards the evening.

Cars Total

Truck Total

Peak Hours - Guelph Ave @ Scott Rd Number of Vehicles

600

N

500 400 300 200 100 0 8:45-9:45

13:00-14:00

Time Cars

Trucks

18:00-17:00


Queen St @ Winston Blvd The intersection of Queen St and Winston Blvd is located west of the study area and carries an annual average of 9,026 cars and 343 trucks. The direction of travel that has the most vehicles is eastbound and westbound on Queen St. since it connects to Guelph Ave and Hespeler Rd. It is one of the gateway intersections into Hespeler Village. Despite the large vehicle volume, current lane configurations are usually only one lane that is dedicated for all turning movements.

AADT Count - Queen St @ Winston Blvd

Peak hours are unlike previous intersections in that only the PM peak increases significantly. The AM and mid-day peaks are relatively the same but still see a large amount of volume. Truck traffic volume is relatively the same through out the day.

Cars Total

Truck Total

Peak Hours - Queen St @ Winston Blvd

N

Number of Vehicles

1000 800 600 400 200 0 8:00-9:00

13:00-14:00

Time Cars

Trucks

16:15-17:15


3 - Transit


65 Fisher Mills

N MILTO

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199 WAY LANE

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LANEWAY 13

BUS ROUTE

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ROADS BUS STOPS

W.

ST

PATR ICK PL TA

SITE BOUNDARY

T NS

KEFFER ST

Only the portion of Guelph Avenue from Fisher Mills to Milling Street is served by transit two-ways. The remainder of the the study area is either served by transit going oneway or is not being served at all.

There are four bus stops that lie within the study area: three on Guelph Avenue, and one on FIsher Mills Road. The distance between consecutive bus stops within the site is between 200 to 240 metres. This translates to a 2.5 to 3 minute walk.

LANE N MILTO

MAN CHAP

Currently, only one Grand River Transit (GRT) bus route runs through the study area: Route 65 Fisher Mills. This bus travels into the study area via Guelph Avenue on Queen Street West. The bus bypasses the industrial area (covered by Milling Street, Sheffield Road, and Clemens Avenue) and turns into a residential area on Fisher Mills Road. After making a loop north of the study area, the bus travels down south on Guelph Avenue and back onto Queen Street West.

ORY MEM

P GUEL

RD.

6.10.1 The City supports a coordinated, multi-modal approach to transportation, which includes a strong public transit system.

BES FOR

ST


Bus Routes FAIRVIEW PARK/AINSLIE ST

66

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56

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65

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61

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* Limited Service ** Evening and Sunday Extention

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Preston Pkwy.

The 200 iExpress route, travels along Highway 400 from Kitchener/Waterloo and heads down south to Ainslie Terminal, beyond Cambridge Centre Terminal. In order to travel to the study area via public transit from Kitchener/Waterloo, commuters can use the 200 iExpress route, connect to 51 Hespeler route for one stop, and transfer onto 65 Fisher Mills.

Although the connections are provided for transit riders, the connection onto 51 Hespeler is not convenient because passengers are required to take a short 3 minute ride to Queen Street West and Holiday Inn Drive before they can continue their trip along Queen Street West.

McM

GRT provides several connecting bus routes around the study area. Many of the routes travel into selected residential areas or travel along major arterial roads into Cambridge Centre Terminal along Hespeler Road, directly south of Bishop Street North.


Transit Frequency 52

15 30 30 15 30 30 30 30 60

66

30 30 -30 30 --- -- --

53

30 30 -30 30 --- -- --

67

30 -- -30 -- -30* -- --

56

30 30 60 30 30 60 60 60 60

71

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GRT SERVICE FREQUENCY

Qu ee

Sun/ Sat Holiday

Mon - Fri

#

30 30 -30 30 60 60 60 --

Baldw

Evening services are approximately from 6:00 p.m. to 12:00 a.m.

65

E.

Afternoon services are approximately from 12:00 p.m. to 6:00 p.m.

15 15 30 15 15 30 30 30 60

PH AV GUEL

Morning services are approximately from 6:00 a.m. to 12:00 p.m.

51

Sco tt R d.

Avereage service frequncies between major stations measured in minutes.

ee ke

On Sundays and holidays, peak-only service is provided which adds lots of complexity to the system, but represents very specialized services for limited markets. The result of this level of frequency within the study area is most likely due to the lack of demand in the area. In contrast, the 200 iExpress route provides frequent service and runs often enough that commuters do not have to plan their trip around a timetable.

McM

The frequency of transit service within and surrounding the study area varies based on the route number, the day of the week, and the time of the day. There are three types of services delivered among the 14 highlighted routes: frequent service, infrequent all-day service, and peak-only service. Route 65 Fisher Mills, which runs within the study area, provides infrequent all-day service to commuters on weekdays and Saturdays, which often rely on timed connections.


Future Transit Routes GRT FUTURE TRANSIT SYSTEM ROUTES

The local bus route that is currently running through the study area will still be in operation.

. GE RD

KBRID

inn D

r.

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Conceptual 2018+ Express Bus Network

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17

67

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401

Within the Region of Waterloo, express bus routes generally run every 10 to 15 minutes during peak hours and every 30 minutes during off-peak hours. The express bus service will not travel on an exclusive right of way, but instead will travel alongside cars and trucks on arterial roads.

Rd.

e Dr.

espe To H

ra Vond

m

T. W

S EN

lin Town

The proposed transit routes for the study area are well connected to other local bus networks, express bus routes, the adapted bus rapid transit system (aBRT), and the future Ion light rail transit system (LRT) using the rapid transit station at Hespeler Road and Pinebush Road or at Sportsworld.

Conceptual 2018 Local Bus Network

McM

According to section 2.6.5 of the Cambridge Official Plan, reurbanization corridors are recognized as areas located along an existing or planned transit corridor that link directly with rapid transit and have considerable potential for medium and higher density reurbanization. Specifically within the study area, there is a proposal to include an express bus route along Guelph Avenue and Fisher Mills Road beyond 2018, which will connect to Sportsworld in Kitchener and Cambridge Centre below the Hespeler Village Core Area.


4 - Railway


Railway

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Future transit initiatives outlined by the Region indicate that a few of its freight railway corridors will be reused for passenger travel, including lines for GO Transit and the Ion light rail transit (LRT) system. However, there are no plans released that indicate the GEXR line, which runs through the study area, will be readapted for passenger travel. It can be assumed that this railway line will remain as a freight rail line.

6.13.1 The City encourages and will work with the railways, appropriate agencies, and affected parties to provide effective freight rail service in the Employment Corridor, Business Industrial, and Industrial designations.

OT ILM W

Specific to the study area, the GEXR travels in an east-west configuration. In the east direction, the railway line travels into the city of Guelph. In the west direction, the railway line travels into the town of Preston. Freight trains travel in both directions on a single track within the study area (passing sidings are located at most cities and towns enroute, including Acton, Rockwood, and Guelph).

Freight is carried through the study area generally three times a day during weekdays, including the morning, afternoon, and evening.

LE VIL BS ER

Several railway corridors run throughout and connect within the Region of Waterloo. The Gorderich-Exeter Railway (GEXR) is the only railway line running through the study area. The GEXR is a short line freight railway located in Ontario, Canada. This railway corridor connects several metropolitan areas throughout the province, including Guelph, Cambridge, Kitchener, Waterloo, Elmira, Stratford, St. Mary’s, Goderich, Clinton, and Exeter. GEXR has interchange points with the Canadian National at London and Toronto. The Canadian Pacific interchange is at Kitchener and the Ontario Southland interchange is at Guelph.


5 - Potentials & Constraints Potential

Proposed transit improvements from the Region of Waterloo to provide better connections to express bus routes, the aBRT system, and the Ion LRT

Future proposal of including an express bus route service within the study area due to redevelopment and intensification

Railway line has a service life that is designed to far exceed that of roadways

Increase transit services to decrease vehicular volume during AM and PM peak hours

50 km/h speed limits throughout the site, with 40 km/h speed limits near the playground, which supports intensification

Constraints

Long term traffic volume increases will have a negative impact on the roads’ level of service

The Cambridge Official Plan stresses importance to provide for adequate access and circulation by emergency vehicles, but Milling Street has a dead end, is narrow, and is usually filled with on street parking

The Regional Transportation Master Plan identifies railway corridors as a major barrier that can potentially divide a community into areas or neighbourhoods

Conflicting road network and railway network; however, section 6.13.3 of the Cambridge Official Plan only requires grade separation of railway mainlines and arterial roads

Prohibition of trucks travelling into residential areas


References Regional Municipality of Waterloo. (2011). Regional Transportation Master Plan. AECOM Canada Ltd. Regional Municipality of Waterloo. (2010). Open Data Catalogue: Rivers, Transit- GRT Routes, Transit- GRT Stops. Regional Municipality of Waterloo. (2012). Base Map Directory: Tricity. Grand River Transit. (2013). Bus Schedules. City of Cambridge (2011) Vehicle Traffic Counts


PLAN 313 - Vehicle Circulation Analysis