traffic impact study update, parking study, & site plan

TRAFFIC IMPACT STUDY UPDATE, PARKING STUDY, & SITE PLAN REVIEW (REVISED) 6th Submission, Response to Town Comments

Proposed Oakville AVID Hotel Development, North Service Road West / Kerr Street & QEW Off‐Ramp, Oakville, ON May 2020

Prepared for Empress Capital Group Inc. c/o API Development Consultants

© 2019 ALL RIGHTS RESERVED TRANS-PLAN TRANSPORTATION INC. http://www.trans-plan.com/ses/TPI-2019P160

May 7, 2020

Empress Capital Group Inc.

c/o Mr. Darius Saplys

API Development Consultants

Associate – Asset & Marketing Director

1464 Cornwall Road

Oakville, ON, L6J 7W5

Our Project file: TPI‐2019P169

Re: Proposed Oakville AVID Hotel Development, North Service Road West / Kerr Street & QEW Off‐

Ramp, Oakville, ON – Traffic Impact Study Update, Parking Study and Site Plan Review (Revised)

TRANS‐PLAN has prepared this Traffic Impact Study Update, Parking Study and Site Plan Review (Revised) in support of the proposed AVID Hotel Development located at the North Service Road West / Kerr Street and Queen Elizabeth Way Off‐Ramp, in the Town of Oakville, Ontario. This study has been prepared in response to Town of Oakville comments on our report, dated November 14, 2019. The parking study and site plan review have been revised and a TIS update (to the traffic study in the previous report by LMM) is provided.

The proposed hotel consists of a seven‐storey building, containing 114 hotel rooms and a total GFA of 5,081.8 m2. The proposed parking supply is 95 passenger vehicle parking spaces, provided on a surface lot.

Our traffic impact study findings indicate that the study area intersections are expected to operate acceptably

in the future and no road improvements are required to accommodate the proposed development. The

existing infrastructure and the capacity of the existing transit routes within the study area is expected to be

sufficient for the site.

A Site Plan Review is also included, showing the onsite circulation, demonstrating that the design of site access

(i.e. connection at North Service Road) would be acceptable for traffic operations. A vehicle turning template

review is also provided to show the on‐site circulation.

Our parking study includes a review of the Town of Oakville Zoning By‐law 2014‐014 for parking requirements

and a parking demand analysis of other similar hotel developments in the region, in comparison to the

development proposal. Based on our review, the proposed total parking supply is expected to be sufficient for

the proposed development.

Sincerely,

Anil Seegobin, P.Eng. Joseph Doran Partner, Engineer Transportation E.I.T.

Trans‐Plan Transportat ion Inc.

Transportat ion Consultants

© 2020 ALL RIGHTS RESERVED TRANS-PLAN TRANSPORTATION INC. http://www.trans-plan.com/ses/TPI-2019P169 i

TABLE OF CONTENTS

Transmittal Letter

Table of Contents

1. INTRODUCTION ..................................................................................................................................... 1

2. TOWN OF OAKVILLE COMMENTS ......................................................................................................... 2

3. SITE LOCATION AND SURROUNDING USES ........................................................................................... 3

4. PROPOSED DEVELOPMENT ................................................................................................................... 3

5. EXISTING CONDITIONS .......................................................................................................................... 3

5.1 Road Network ............................................................................................................................. 3

5.2 Traffic Counts .............................................................................................................................. 4

6. FUTURE BACKGROUND CONDITIONS ................................................................................................... 4

6.1 Planned Background Developments........................................................................................... 4

6.2 Planned Roadway and Transit Improvements ............................................................................ 4

7. SITE TRAFFIC .......................................................................................................................................... 5

7.1 Trip Generation ........................................................................................................................... 5

7.2 Trip Distribution and Assignment ............................................................................................... 5

7.3 Recommendations for Westbound Approaching Site Traffic ..................................................... 5

8. FUTURE TOTAL TRAFFIC CONDITIONS .................................................................................................. 5

9. CAPACITY ANALYSIS .............................................................................................................................. 6

9.1 Intersection Capacity Evaluation Methodology ......................................................................... 6

9.2 LMM Capacity Analysis for Boundary Intersections ................................................................... 6

9.3 Capacity Analysis for Boundary Intersections ............................................................................ 6

9.4 North Service Road West and Site Access Capacity Analysis ..................................................... 8

10. SITE PLAN REVIEW ............................................................................................................................... 10

10.1 Circulation Review .................................................................................................................... 10

10.2 Site Access Review .................................................................................................................... 10

11. PARKING REQUIREMENTS ................................................................................................................... 10

© 2020 ALL RIGHTS RESERVED TRANS-PLAN TRANSPORTATION INC. http://www.trans-plan.com/ses/TPI-2019P169 ii

12. PROXY SITE SURVEYS ........................................................................................................................... 11

12.1 Review of Other Similar Hotel Developments .......................................................................... 11

12.2 Estimated Parking Demands for Subject Site ........................................................................... 12

13. ALTERNATIVE MODES OF TRAVEL ....................................................................................................... 13

13.1 Transit Service ........................................................................................................................... 13

13.2 Cycling ....................................................................................................................................... 14

13.3 Rideshare Services .................................................................................................................... 15

14. CONCLUSIONS & RECOMMENDATIONS .............................................................................................. 15

Appendix A – Level Of Service Definitions

Appendix B – Capacity Analysis Sheets

Appendix C – Town Of Oakville Zoning By‐Law 2014‐014

Appendix D – Hotel Proxy Sites, Parking Survey Results & Occupancy Data

List of Tables

Table 1 – Capacity Analysis Results, 2029 Background and Total Conditions .............................................. 9

Table 2 – Site Parking Requirements, as per the Town of Oakville Zoning By‐law ..................................... 10

Table 3 – Hotel Proxy Sites, Site Statistics and Amenities .......................................................................... 11

Table 4 – Hotel Proxy Sites, Parking Survey Results ................................................................................... 12

Table 5 – Estimated Parking Demands for Proposed Hilton Garden Inn Hotel .......................................... 13

Table 6 – Transit Service Frequencies in the Study Area ............................................................................ 14

Table 7 – Site Bicycle Parking Requirements, as per the Town of Oakville Zoning By‐law ......................... 14

List of Figures

Figure 1 – Site Location ............................................................................................................................... 17

Figure 2 – Site Plan ...................................................................................................................................... 18

Figure 3 – Study Area Roadway Characteristics .......................................................................................... 19

Figure 4 – 2029 Background Traffic Volumes, Weekday AM and PM Peak Hours ..................................... 20

Figure 5 – Site Traffic Assignment, Weekday AM and PM Peak Hours ...................................................... 21

© 2020 ALL RIGHTS RESERVED TRANS-PLAN TRANSPORTATION INC. http://www.trans-plan.com/ses/TPI-2019P169 iii

Figure 6 – 2029 Total Traffic Volumes, Weekday AM and PM Peak Hours ................................................ 22

Figure 7 – Loading Vehicle Entering Site and Accessing Designated Loading Area .................................... 23

Figure 8 – Bus Entering Site and Accessing Designated Bus Parking Area.................................................. 24

Figure 9 – Waste Collection Vehicle Entering Site and Accessing Waste Enclosures ................................. 25

Figure 10 – Study Area Transit Service ....................................................................................................... 26

© 2020 ALL RIGHTS RESERVED TRANS-PLAN TRANSPORTATION INC. http://www.trans-plan.com/ses/TPI-2019P169 1

1. INTRODUCTION

TRANS‐PLAN has been retained by API Development Consultants to update the following documents by LMM Engineering Inc. for the proposed Oakville AVID Hotel at the southwest quadrant of North Service Road West and the Queen Elizabeth Way (QEW) Off‐Ramp in the Town of Oakville:

• Memorandum, dated September 5, 2018

• Traffic Impact Study, dated September 12, 2018

• Parking Study, dated August 1, 2018

The overall methods and results of the analysis of the LMM Traffic Impact Study report and Memorandum

conducted for the proposed Oakville AVID Hotel development were reviewed by Trans‐Plan and found to

be reasonable.

The LMM TIS report included no mention of nearby background developments. However, our review of

the Town of Oakville development applications shows one new development proposal in the vicinity. This

application for the Glen Abbey Golf Course development has been refused previously and is currently

under appeal to be heard in 2020. We consider this application unlikely to proceed within our project’s

completion thus we are not considering it further in our analysis.

Also, since the release of the LMM TIS report, the site plan has been updated presenting changes to the site access (for the proposed right‐in/out driveway) and updated parking arrangement. An agreement for a shared access with Dorval Crossing plaza has not been reached to date.

The LMM Parking Study was limited by the inclusion of a proxy study that is in our opinion, too dissimilar to the proposed development and by using data from off‐peak season surveys without accounting for hotel occupancy. Our analysis responded to this by including relevant proxy study sites and surveys conducted during a higher volume season and by factoring up the rate taking the actual occupancy of the hotel into account.

This Addendum Report for the proposed AVID Hotel Development located at North Service Road West / Kerr Street and Queen Elizabeth Way Off‐Ramp, in the Town of Oakville, Ontario, includes the following components:

Traffic Impact Study Update

A review of the site and development proposal.

A review of existing and background conditions based on the previous report by LMM Engineering.

An assessment of the impact of site‐generated traffic on the study area intersections under future

traffic conditions.

An update of the future total traffic analysis for 2029 conditions based upon the LMM Engineering

report and new hotel statistics and site access configuration.

Recommendations to mitigate any identified traffic impacts on the boundary roadways, resulting from

the proposed development.

Site Plan Review


A vehicle swept path simulation analysis of the proposed site access location and circulation scheme

of loading, waste collection and tour buses.

A review of changes to the site access to allow safer movements throughout the site.

Parking Study (Revised)

A review of the site parking supply and of the Town of Oakville Zoning By‐law 2014‐014 for hotel

parking requirements.

Parking demand surveys at nearby hotel proxy sites with similar number of storeys and with a similar

site context.

Confirmation that the proposed parking supply would be sufficient for the site based on our parking

survey results.

The Development Application Guidelines for Traffic Impact Studies and Parking Studies provided on the

Town of Oakville Terms of Reference website, as well as the Region of Halton Guidelines & Requirements

for Traffic Impact Studies and the MTO General Guidelines for the Preparation of Traffic Impact Studies

have been reviewed for this study.

2. TOWN OF OAKVILLE COMMENTS

The Town of Oakville gave the following comments regarding the 5th submission on February 26, 2020.

Our responses are included below:

1. The traffic consultant –Trans Plan submitted a parking justification report and conducted parking utilization survey for the two proxy sites during the month of August and September. The justification for selecting the months and the period of the year to collect parking data at the hotel sites are not provided in the report.

August and September were the two busiest months in terms of hotel occupancy in Ontario. The 2019 data provided by the Ontario Ministry of Heritage, Sport, Tourism and Culture Industries is shown in Appendix D.

2. Parking spaces required for the conference area at the proxy sites survey are not accounted for in the recommended number of parking spaces for AVID hotel site.

The proxy sites surveyed contain ground floor public use areas of a similar size to the subject site, as a result the peak demands of the public areas were included in the overall parking rate. Notwithstanding, the proxy sites’ public use areas are actual conference space, whereas this project will not include any conference space. Therefore, the observed parking rate can be considered conservative since the demand includes use of conference facilities. Section 11 describes the parking study with Section 12 detailing the specifics of the proxy sites.

3. Due to the curvature of the site driveway located at the North Service Road, the traffic accessing the site will have to make an immediate right turn maneuver to stay in the inbound lane, which will be difficult to maintain and could be a safety issue. The applicant is desired to reconsider the driveway configuration to make it functionally safe for the site traffic and resubmit the plan for review and comments from transportation strategy.


The design of the entranceway has been widened to a 13.75 m curb cut as well as the curb radius on each side being increased to 7.65 m to allow inbound traffic to stay in lane. This can be seen on the revised site plan, dated March 26, 2020, included in Figure 2.

4. Results of the study area intersections analysis have not been provided in the traffic study for review and comments by the transportation staff, the traffic consultant should update the traffic report and resubmit for review and comments from the transportation staff.

The capacity analysis has been expanded to include the boundary intersections, the summary of which is

included in section 9 below.

3. SITE LOCATION AND SURROUNDING USES

The site, shown in Figure 1, is located along North Service Road West / Kerr Street in the Town of Oakville.

North Service Road West is a major arterial roadway and continues along the north side of Queen

Elizabeth Way / Highway 403. Kerr Street is also a major arterial roadway and continues to the southeast

as a main retail street in the city. The proposed site is approximately 200 m from the Queen Elizabeth Way

/ Highway 403 to the south with the westbound off ramp running adjacent to the east side of the site.

Nearby land uses include commercial properties to the east and west along Kerr Street / North Service

Road West with a natural area zone to the north with residential neighbourhoods beyond.

4. PROPOSED DEVELOPMENT

The proposed site plan, prepared by API Development Consultants / Saplys Architects Inc., is shown in

Figure 2. The proposed development consists of a seven‐storey hotel building, containing 114 hotel rooms

and a total GFA of 5,081.8 m2. A total of 96 parking spaces are proposed on the surface lot, 95 passenger

vehicle spaces and 1 bus space. There is also 1 loading space for garbage pick‐up and receiving deliveries.

The lot is accessed through one proposed one right‐in, right‐out (RIRO) access on North Service Road

West.

TRAFFIC IMPACT STUDY & SITE REVIEW

5. EXISTING CONDITIONS

5.1 Road Network

The major roadways located in the study area and described in the LMM report remain unchanged:

Queen Elizabeth Way / Highway 403 is an east‐west 400‐series highway under the jurisdiction of the

Ministry of Transport for Ontario (MTO). It consists of 8 lanes (four lanes per direction) including one High

Occupancy Vehicle (HOV) lane in each direction. The posted speed limit is 100 km/h on the main highway

and 40 km/h on the off‐ramps. The westbound off‐ramp splits around the site with one ramp connecting

with Dorval Drive at a signalized intersection and the other connecting with Kerr Street / North Service

Road at an unsignalized, stop control intersection.

Dorval Drive is a six‐lane road under the jurisdiction of Halton Region. It runs in a north‐south orientation,

and has a posted speed limit of 60 km/h.


Kerr Street / North Service Road West is a four/five‐lane major road under the jurisdiction of the Town

of Oakville, and runs in an east‐west orientation. The posted speed limit is 60 km/h on the North Service

Road portion and 50 km/h on the Kerr Street portion.

The intersections included in the study are as follows

North Service Road West at Dorval Drive,

North Service Road West at Queen Elizabeth Way westbound ramps,

North Service Road West at Queen Elizabeth Way eastbound ramps,

North Service Road West at signalized Dorval Crossing commercial plaza driveway,

North Service Road West / Kerr Street at QEW westbound off‐ramp,

Kerr Street at signalized Canadian Tire driveway.

The characteristics of the study area roadways are illustrated in Figure 3.

5.2 Traffic Counts

The traffic counts used in the LMM TIS report for the above‐mentioned intersections are dated December

2017 and as a result are still considered to be valid for current analysis. The same raw TMC data, provided

in the LMM report, was used for our analysis.

6. FUTURE BACKGROUND CONDITIONS

Future background traffic volumes for the horizon years 2024, 2029 and 2039 were considered in the

LMM TIS report. A 2039 analysis is considered excessive for analysis. As a result, the 2029 conditions were

considered as the ultimate horizon. The LMM TIS Report also utilised a traffic growth rate of two percent

per annum. This is considered a typical conservative growth rate and is maintained in our capacity analysis.

The future background traffic volumes for horizon year 2029, in the weekday AM and PM peak hours are

shown in Figure 4.

Background Developments and Road Improvements were reviewed for any updates since the submission

of the LMM TIS report.

6.1 Planned Background Developments

Based on a review of the development applications of the Town of Oakville, there is one notable

background development in the study area for the Glen Abbey Golf Course development to the northwest

of the site. This application is proposed to include 141 single detached homes, 299 townhouse units and

2782 apartment units as well as 5,429 m2 of office space and 5,841 m2 of retail space.

However, this application has been refused with an appeal pending for 2020. There is significant political

and public opposition to the development and the site may be considered a heritage site. Therefore, it is

not considered for further analysis.

6.2 Planned Roadway and Transit Improvements

There are planned improvements to Kerr Street to the east of our site. The roadway is to be widened and

the road diverted underneath the rail lines to remove the at‐grade crossing. This project is expected to


begin in 2020. However, these potential improvements are not likely to impact the study area except to

improve traffic flow along Kerr Street.

There are no planned improvements to Oakville Transit routes in the study area at this time.

7. SITE TRAFFIC

7.1 Trip Generation

Site trips for the proposed hotel use were generated using the Institute of Transportation Engineers (ITE)

Trip Generation manuals, 10th edition. The ITE Land Use Code (LUC) 310 – ‘Hotel’ was selected for

determining suitable trip rates for the hotel use. The average rate was used by LMM which gave a higher

peak number than the fitted curve equation thus, giving a more conservative peak traffic amount. The

same predicted volumes from the LMM TIS report were used.

7.2 Trip Distribution and Assignment

Generated site trips for the proposed hotel were re‐distributed and assigned to and from the site through

the right‐in / right‐out access on North Service Road West and the boundary roadways based on existing

traffic patterns obtained from the study area intersection counts and study area context.

The site traffic assignments for the weekday AM and PM peak hours are shown in Figure 5.

7.3 Recommendations for Westbound Approaching Site Traffic

Since the site access is right‐in / right‐out restricted, vehicles approaching from the east along Kerr Street

may conduct a U‐turn either at the Dorval Crossing commercial plaza intersection or further along North

Service Road West in order to access the site. Site‐bound traffic from the westbound direction of the QEW

has been distributed toward the Dorval Drive intersection since wayfinding applications will likely direct

drivers that way. However, some traffic may still approach from the eastern off‐ramp or from along Kerr

Street.

With some medians along the roadway of North Service Road West, a “U‐turns Permitted” sign at the

intersection of the Dorval Crossing commercial plaza may aid drivers to make safe movements at the

intersection either during the left turn permitted phase or when it is safe to make a left turn. This would

help to prevent drivers from attempting a mid‐block U‐turn further along North Service Road West, or

from entering the commercial plazas on either side and recirculating back to approach the entrance from

the west.

8. FUTURE TOTAL TRAFFIC CONDITIONS

Site traffic volumes were added to the future background traffic volumes to obtain future total traffic volumes for the peak hours. The future total traffic volumes for horizon year 2029, in the weekday AM and PM peak hours are shown in Figure 6.


9. CAPACITY ANALYSIS

9.1 Intersection Capacity Evaluation Methodology

To be consistent with the LMM TIS Report, the same methodology for evaluating traffic operations at each

of the subject intersections was used. This was based on the criteria from the Transportation Research

Board’s Highway Capacity Manual, 2000 edition (HCM 2000). The same Synchro software was used for

the analysis.

According to the Region of Halton Guidelines & Requirements for Traffic Impact Studies, dated January

2015, v/c ratios of less than 0.85 for through movements are considered acceptable. Additionally, v/c

ratios less than 0.95 for exclusive movements are acceptable. Furthermore, an LOS threshold of D or

better is acceptable. LOS definitions are supplied in Appendix A.

9.2 LMM Capacity Analysis for Boundary Intersections

The capacity analysis results of the existing, background and total conditions have determined that there

are operational issues at the intersection of North Service Road W / Dorval Drive and at the intersection

of North Service Road and the QEW Off‐Ramp. The proposed intersection improvements as a result of the

background traffic growth seem to be reasonable. Regardless of the excessive 20‐year horizon period traffic analysis, the overall methodology of the existing and background conditions of the report is

considered to be sufficient. This analysis for the 2029 horizon year is summarized and updated below to

account for changes to the site plan.

9.3 Capacity Analysis for Boundary Intersections

North Service Road West and Dorval Drive

2029 Horizon Year

Under background conditions, the intersection will operate over capacity at an overall LOS of F in both

the AM and PM weekday peak hours. During the weekday AM peak the southbound movements as well

as the westbound left movement operate at an LOS of F with a maximum v/c up to 1.25 and delay of up

to 158 seconds in the southbound through/right movement. During the weekday PM peak the eastbound

left, westbound left and right, and northbound left and through movements all operate at an LOS of F

with a maximum v/c up to 2.04 and delay of up to 525 seconds in the westbound right movement.

Under total conditions, the intersection operates with virtually the same LOS as the background

conditions with minor increases to the northbound right movement, from v/c of 0.08 to 0.10 in the

weekday AM peak and 0.14 to 0.18 in the weekday PM peak; and the southbound left movement, from

v/c of 1.22 to 1.23 in the weekday AM peak and 0.79 to 0.80 in the weekday PM peak. This shows that

there is very minimal impact from site generated traffic, given the comparison of background and total

traffic conditions.

Similar to the findings of the LMM Engineering report, the North Service Road West / Dorval Drive

intersection is already over capacity and fully developed. All directions have dual left turn lanes and right


turn lanes on the eastbound, westbound and northbound approaches. Signal timing improvements do not

offer significant improvement to the level of service of all movements and adding a southbound right‐turn

lane only slightly reduces the overall delay of the intersection. A shift away from automobile use to more

public transit use is the remaining option to alleviate traffic issues on this scale.

North Service Road West and Abbey Centre Access

2029 Horizon Year

Under background conditions, the intersection will continue to operate acceptably at an overall LOS of C

with v/c of 0.41 and 0.74 and delays of 21 and 23 seconds in the weekday AM and PM peak hour

respectively. All individual movements operate well within the guideline parameters.


conditions with minimal increases to some of the individual movements’ v/c but with no change to the

Level of Service. This shows that there is very minimal impact from site generated traffic, given the

comparison of background and total traffic conditions.

North Service Road West and QEW westbound Off Ramp

2029 Horizon Year

Under background conditions, the intersection will continue to operate acceptably with a worst‐case LOS

of D and delay of 34 seconds for the weekday AM peak hour for the northbound left movement. This is

improved in the PM peak hour with an LOS of C and delay of 19 seconds.


conditions with minimal increases to some of the individual movements’ delay. The LOS for the

northbound left movement does change to E but the delay is only 3 seconds greater than the background

case at 37 seconds. This shows that there is very minimal impact from site generated traffic.

Kerr Street and Canadian Tire Access

2029 Horizon Year

Under background conditions, the intersection will continue to operate acceptably at an overall LOS of B

with v/c of 0.42 and 0.45 and delays of 20 and 19 seconds in the weekday AM and PM peak hours

respectively. All individual movements operate well within the guideline parameters.


conditions with minimal increases to some of the individual movements’ v/c but with no change to the

Level of Service. This shows that there is very minimal impact from site generated traffic.


QEW westbound Off Ramp and Dorval Drive

2029 Horizon Year


in the weekday AM peak hour with v/c of 0.75 and delay of 26 seconds and all movements operating

acceptably. The weekday PM peak hour has an overall LOS of D in the weekday PM peak hour with v/c of

0.85 and delay of 46 seconds. The westbound movements operate over capacity with an LOS of F, a

maximum v/c of 1.12 and delay up to 105 seconds. These are improved by signal timing split optimizations

to achieve LOS of C in all movements.


conditions with minimal increases to some of the movements’ v/c but with no change to the Level of

Service. This shows that there is very minimal impact from site generated traffic.

QEW eastbound Off Ramp and Dorval Drive

2029 Horizon Year


with v/c of 0.76 and 0.91 and delays of 22 seconds in the weekday AM and PM peak hour respectively.

The northbound right movement is slightly over capacity at a v/c of 0.99 but the LOS is still acceptable at

D.


conditions with minimal increases to some of the movements’ v/c but with no change to the Level of

Service. This shows that there is very minimal impact from site generated traffic.

9.4 North Service Road West and Site Access Capacity Analysis

Under future 2029 total conditions during the weekday AM and PM peak hours the RIRO access operates

well with an LOS of A and a maximum v/c ratio of 0.39 for the westbound through traffic in PM peak hour.

The maximum delay time in the AM and PM peak hours is expected to be 9 seconds.

The capacity analysis results for the 2018 Existing and 2029 Background and Total weekday AM and PM

peak hours are shown in Table 1 and capacity analysis sheets are provided in Appendix B.

Table 1 – Capacity Analysis Results, 2029 Background and Total Conditions

Intersection

MovementV/C Delay LOS V/C Delay LOS V/C Delay LOS V/C Delay LOS

North Service Road West & Dorval Drive 1.04 94 F 1.52 177 F 1.04 94 F 1.52 176 FEastbound Left 0.73 67 E 1.72 398 F 0.73 67 E 1.72 398 FEastbound Through 0.42 41 D 0.44 41 D 0.42 41 D 0.44 41 DEastbound Right 0.23 0 A 0.41 1 A 0.23 0 A 0.41 1 AWestbound Left 1.15 163 F 1.46 287 F 1.15 163 F 1.46 287 FWestbound Through 0.54 42 D 0.74 48 D 0.54 42 D 0.74 48 DWestbound Right 0.31 40 D 2.04 525 F 0.31 40 D 2.04 525 FNorthbound Left 0.76 55 E 1.13 130 F 0.76 55 E 1.13 131 FNorthbound Through 0.75 38 D 1.31 186 F 0.75 38 D 1.31 187 FNorthbound Right 0.08 26 C 0.14 27 C 0.10 27 C 0.18 28 CSouthbound Left 1.22 167 F 0.79 57 E 1.23 170 F 0.80 58 ESouthbound Through / Right 1.25 158 F 0.97 58 E 1.25 158 F 0.97 58 ENorth Service Road West & Abbey Centre Access 0.41 21 C 0.74 23 C 0.42 21 C 0.74 23 CEastbound Left 0.00 0 A 0.22 23 C 0.00 0 A 0.22 23 CEastbound Through / Right 0.68 26 C 0.46 23 C 0.69 26 C 0.49 23 CWestbound Left 0.27 15 B 0.35 14 B 0.29 15 B 0.36 14 BWestbound Through / Right 0.42 16 B 0.77 22 C 0.42 16 B 0.77 22 CNorthbound Left 0.14 17 B 0.70 32 C 0.14 17 B 0.70 32 CNorthbound Through / Right 0.05 16 B 0.09 19 B 0.05 16 B 0.09 19 BSouthbound Left 0.04 16 B 0.05 19 B 0.04 16 B 0.05 19 BSouthbound Through / Right 0.01 15 B 0.05 19 B 0.01 16 B 0.05 19 BNorth Service Road West & QEW WB Off RampEastbound Through 0 A 0 A 0 A 0 AWestbound Through 0 A 0 A 0 A 0 ANorthbound Left 34 D 19 C 37 E 20 CNorthbound Right 12 B 10 B 12 B 10 B

Kerr Street & Canadian Tire Access 0.42 20 B 0.45 19 B 0.43 20 B 0.45 19 BEastbound Through 0.69 23 C 0.58 23 C 0.71 23 C 0.60 23 CEastbound Right 0.07 16 B 0.03 18 B 0.07 16 B 0.03 18 BWestbound Left 0.22 14 B 0.24 14 B 0.23 14 B 0.25 14 BWestbound Through 0.22 13 B 0.58 17 B 0.22 13 B 0.58 17 BNorthbound Left 0.12 18 B 0.30 17 B 0.12 18 B 0.30 17 BNorthbound Right 0.03 17 B 0.06 15 B 0.03 17 B 0.06 15 BQEW WB Off Ramp & Dorval Drive 0.75 26 C 0.85 46 D 0.75 27 C 0.85 47 DWestbound Left 0.88 45 D 1.10 98 F 0.90 47 D 1.10 98 FWestbound Left / Through / Right 0.91 49 D 1.12 105 F 0.91 49 D 1.13 108 FWestbound Right 0.79 37 D 1.06 83 F 0.80 38 D 1.07 88 FNorthbound Through 0.43 17 B 0.58 19 B 0.44 17 B 0.59 19 BNorthbound Right 0.23 15 B 0.21 15 B 0.24 15 B 0.22 15 BSouthbound Through 0.63 20 B 0.63 20 B 0.63 20 B 0.63 20 BSouthbound Right 0.18 15 B 0.21 15 B 0.18 15 B 0.21 15 BQEW EB Off Ramp & Dorval Drive 0.76 22 C 0.91 22 C 0.76 22 C 0.92 23 CEastbound Left 0.80 35 D 0.71 33 C 0.80 35 C 0.72 33 CEastbound Left / Through / Right 0.86 42 D 0.74 34 C 0.86 42 D 0.74 35 CEastbound Right 0.82 38 D 0.71 33 C 0.83 38 D 0.71 33 CNorthbound Through 0.36 13 B 0.51 11 B 0.36 13 B 0.52 11 BNorthbound Right 0.69 21 C 0.99 44 D 0.70 22 C 1.01 49 DSouthbound Through 0.66 17 B 0.60 12 B 0.67 18 B 0.60 12 BSouthbound Right 0.53 17 B 0.59 14 B 0.53 17 B 0.59 14 BNorth Service Road West & Proposed Site AccessEastbound Through 0 A 0 AEastbound Through / Right 0 A 0 AWestbound Through 0 A 0 ANorthbound Right 9 A 9 A

2029 Total Traffic Conditions

AM Peak PM Peak

2029 Background Traffic Conditions

AM Peak PM Peak


10. SITE PLAN REVIEW

10.1 Circulation Review

A site circulation review was completed using AutoTurn vehicle turning template software to demonstrate

that loading trucks, waste collection vehicles, and buses are able to circulate the site and utilize their

respective areas. All vehicles must enter and exit through the right‐in / right‐out (RIRO) access on North

Service Road West. The findings of the site circulation review are summarized below by design vehicle:

Figure 7 shows Medium Single Unit (MSU) vehicles (acting as loading trucks) entering and exiting the

site and parking safely in the proposed hotel loading area.

Figure 8 shows a typical bus entering the site and parking safely in the proposed hotel bus parking

area.

Figure 9 illustrates a 12‐metre‐long waste collection vehicle entering and exiting the site and

navigating towards and from the deep well Molok garbage units.

10.2 Site Access Review

The maximum site access width requirement, according to the Town of Oakville Zoning By‐law 2014‐014,

is “9.0 metres for a lot having frontage equal or greater than 18.0 metres.” This has been widened slightly

to 9.60 m to allow a 13.75 m curb cut and curb radii of 7.65 m on both sides of the entranceway. This

allows vehicles to safely manoeuvre across the cycle lane without conflicting with traffic in the adjacent

lane while also allowing safe circulation throughout the site.

PARKING STUDY

11. PARKING REQUIREMENTS

A parking study was conducted to determine the parking demands of the proposed hotel development

and to compare the demand with the parking supply and Town Zoning By‐law requirements for parking.

The site parking requirements, based on the Town of Oakville Zoning By‐law 2014‐014 (see Appendix C)

are summarized in Table 2.

Table 2 – Site Parking Requirements, as per the Town of Oakville Zoning By‐law

Land Use Size Parking Requirement Parking

Supply

(spaces)

Parking

Deficiency

(spaces) Parking Rate Spaces

Hotel

114 rooms 1 space / room 114 spaces

609 m2 net floor

area (ground floor)

1 space / 30 m2 net floor

area outside a lodging unit 20.3 spaces

TOTAL 135 spaces 95 spaces ‐40 spaces


The Town’s Zoning By‐law parking requirement for the proposed hotel use is 135 passenger vehicle

spaces, whereas 95 spaces are provided on‐site, resulting in a shortfall of 40 parking spaces (i.e. 70%

compliance).

Although the City’s Zoning By‐law total parking supply requirements are not met, Trans‐Plan is of the

opinion that the proposed parking supply of 95 parking spaces is sufficient to support the proposed hotel

based on our review of parking demands at existing hotels. Furthermore, the hotel development is not

considered to be a major tourist destination (i.e. in contrast to a hotel in downtown Niagara Falls). The

hotel would cater to guests for both business and leisure travel.

12. PROXY SITE SURVEYS

12.1 Review of Other Similar Hotel Developments

Trans‐Plan conducted recent surveys in Oakville. The following two proxy sites were selected for analysis:

1. Fairfield Inn by Marriott Toronto / Oakville, 2937 Sherwood Heights Drive, Oakville, ON

2. Hilton Garden Inn Toronto / Oakville, 2774 South Sheridan Way, Oakville, ON

The proxy sites selected have a similar parking lot configuration (with surface parking), contain ground floor public use areas of a similar size to the subject site, and are in the Town of Oakville in the vicinity of the Queen Elizabeth Way. Site statistics for each hotel are summarized in Table 3.

Table 3 – Hotel Proxy Sites, Site Statistics and Amenities

Hotel Parking Supply (spaces)

No. of Storeys

No. of Rooms

Supply Rate (spaces per

room)

Public Use Area (m2 GFA)

Subject Site:

AVID Hotel 95 7 114 0.83 6091

Proxy Sites:

1. Fairfield Inn by Marriott Toronto / Oakville

64 4 65 0.98 8152

2. Hilton Garden Inn Toronto / Oakville

122 5 127 0.96 1902

Notes: 1. This value includes any public space in the hotel (e.g. corridor, lobby, conference room etc.), however the AVID Hotel site will not comprise any conference space. 2. These values show only the conference space available at the proxy sites sourced from the hotel websites. The actual public use area is expected to be higher in these cases.

Trans‐Plan conducted the parking utilization studies for both hotels on the following dates:

August 30th through September 1st (Fri ‐ Sun),

September 13th through 15th (Fri ‐ Sun),

September 27th through 29th (Fri ‐ Sun), 2019.


These dates are within the two months of highest hotel occupancy according to data provided by the Ontario Ministry of Heritage, Sport, Tourism and Culture Industries and represent the typical high season occupancy. This data is provided in Appendix D.

Detailed parking survey results are provided in Appendix D and are summarized in Table 4. As is typical with a hotel use, peak parking demands occurred overnight (as mainly noted in the detailed survey results for the Oakville hotels). The hotel occupancy was also obtained for each hotel at the time of the recordings. Table 4 – Hotel Proxy Sites, Parking Survey Results

Hotel Rooms Parking Supply

Observed Peak Parking Rate (spaces per room at 100% occupancy)

Average Rate (spaces per room at 100% occupancy)

Aug 31

Sep 1

Sep 14

Sep 15

Sep 28

Sep 29

1. Fairfield Inn by Marriott Toronto / Oakville

65 64 0.89 0.82 0.82 ‐1 0.63 0.60 0.75

2. Hilton Garden Inn Toronto / Oakville

127 122 0.83 0.90 0.87 0.87 ‐2 0.73 0.84

Average 0.80

Notes: 1. Data for this date was not recorded. 2. Data for this date was not included due to most of the occupants arriving by bus.

In comparison to the Zoning By‐law parking requirement of 1 parking space per room and 1 parking space per 30 m2 of GFA, the results indicate an average peak parking demand (by taking the actual occupancy and factoring up to 100%) of 0.80 spaces per hotel room based on the proxy site hotels surveyed, which is less than the proposed rate for the proposed hotel.

Also, both proxy sites featured shared parking lots, whereby the overall parking supply is shared between all uses; serving overnight guests, staff and conference visitors. Thus, the observed parking rate above will include staff parking demand as well as guest parking demand. Further, the proxy sites’ public use areas contain actual rentable conference space (see Table 3) for guest and non‐guest use which would generate additional parking demand beyond that generated by guests and staff alone. In comparison, the AVID Hotel project will not include any conference space as part of the public use area and thus parking will only serve guests and staff. Therefore, the application of the observed parking rate to the AVID Hotel can also be considered a conservative approach, since the surveyed demand includes additional parking activity generated by conference facilities as well as a higher staff parking demand associated with such facilities.

12.2 Estimated Parking Demands for Subject Site

The hotel parking demands from the survey results were applied to the subject site, based on the number

of rooms, as shown in Table 5.


Table 5 – Estimated Parking Demands for Proposed Hilton Garden Inn Hotel

Hotel Units Estimated Parking Demands for Subject Site

Observed Rate (Average Peak) Parking Demand

114 rooms 0.80 spaces per room 92 spaces

By applying the survey results to the subject site, the expected typical peak parking demand for the

proposed hotel would be approximately 92 spaces which is met by the proposed parking supply of 95

parking spaces.

Given that the study area (surrounding areas of Oakville) are largely built out, and given the close

proximity of the site to the existing hotels that were surveyed and to the proposed Marriott hotel

development at 1051 North Service Road West in Oakville, it is a reasonable expectation that peak parking

demands at the site would be at 0.80 spaces per room (i.e. parking demands at the existing hotels that

were surveyed may reduce slightly due to competition). On holidays occurring in the summer months, at

full occupancy, hotel staff could make alternative pick‐up / shuttle arrangements for guests, as needed.

13. ALTERNATIVE MODES OF TRAVEL

13.1 Transit Service

The site is served by Oakville Transit, operated by the Town of Oakville, which provides public transit

across the Town of Oakville, and providing connectivity to other city and intercity services (MiWay,

Burlington Transit, GO Transit). The transit routes within close vicinity of the site are listed as follows:

Route 18, Glen Abbey South is a bus route that generally runs in an east‐west orientation between Bronte

GO station and Oakville GO station. The route runs along Wyecroft Road, Third Line, Abbeywood Drive,

Pilgrims Way, Nottinghill Gate, North Service Road West, Kerr Street and Cross Avenue. The nearest stop

is located at North Service Road West, east of Dorval Drive, directly north of the subject site.

Route 28, Glen Abbey North is a bus route that generally runs in an east‐west orientation between Bronte

GO station and Oakville GO station with a loop through the Glen Abbey neighbourhood. The route runs

along Wyecroft Road, Third Line, Heritage Way, Glen Abbey Gate, Pilgrims Way, Monastery Drive, Dorval

Drive, Speers Road and Cross Avenue. The nearest stop is located at the northwest corner of North Service

Road West and Dorval Drive, approximately 350 m west of the subject site.

The existing study area transit routes is provided in Figure 10 with Table 6 providing route service times and peak service frequencies.


Table 6 – Transit Service Frequencies in the Study Area

Route No. Nearest Transit Stop at Site

Approximate Service Times Approximate Peak Service Frequency

(min)

Mon‐Fri Sat Sun Mon‐Fri Sat Sun

Glen Abbey South

18 North Service Road West, east of Dorval

Drive

05:45 – 23:34

07:10 – 23:32

08:10 – 19:38

30 60 60

Glen Abbey North

28 North Service Road West & Dorval Drive

06:05 – 23:42

06:37 – 23:11

07:42 – 20:11

30 60 60

Increasing public transit use has many benefits such as protecting the environment, reducing traffic

congestion on Regional roads, providing convenience, saving energy, strengthening communities and

improving liveability.

13.2 Cycling

Encouraging more people to cycle, especially for utilitarian purposes, would result in taking more cars off

the road during peak hours, helping to reduce traffic congestion and parking demands, and is more

environmentally friendly.

The site parking requirements, based on the Town of Oakville Zoning By‐law 2014‐014 (see Appendix C)

are summarized in

Table 7 below.

Table 7 – Site Bicycle Parking Requirements, as per the Town of Oakville Zoning By‐law

Land Use Size Parking Requirement Parking Supply

(spaces)

Parking

Deficiency Parking Rate Spaces

Hotel

114 rooms 2 2 spaces

609 m2 0.25 space / 1000 m2

net floor area 0.15 spaces

TOTAL 2.15 spaces 10 spaces None

The subject site is proposing ten bicycle parking spaces, provided at a rate of one bicycle parking space

per 11 hotel rooms.

North Service Road West / Kerr Street currently has dedicated cycle lanes both ways to the east and west

of the subject site. In the future, the City’s Active Transportation Master Plan proposes primary on‐road

cycling route expansion along Kerr Street to the east, and through many of the residential streets nearby.

Although hotel guests are unlikely to cycle to and from the site, the ten bicycle parking spaces may be

utilized by hotel employees that live in the surrounding area. The City transit buses also provide bicycle

racks for longer trips to further encourage cycling.


13.3 Rideshare Services

Ridesharing is another growing trend across the Province, allowing people without a vehicle to share a

vehicle to their specified location. Uber was one of the first to start the ridesharing movement. The Town

of Oakville requires their drivers to have photo identification, proof of insurance and undergo in‐person

police criminal background checks, and have annual vehicle safety to ensure proper regulation and safety

of the service.

Uber is a popular transportation service that is generally seen as a more affordable alternative to taxis.

Users request a ride using the smartphone application (app) and a nearby driver accepts the request.

Many people choose to use Uber because the app allows riders to get information on drivers ahead of

time and fares are charged to the Uber account. Uber and other ridesharing services offer riders the option

of sharing their trips with other app users travelling in a similar direction for a discounted rate and a more

sustainable city.

14. CONCLUSIONS & RECOMMENDATIONS

The conclusions and recommendations from our Traffic Impact Study, Site Plan Review and Parking Study

for the proposed AVID Hotel Development located at North Service Road West / Kerr Street and Queen

Elizabeth Way Off‐Ramp in the Town of Oakville, are summarized as follows:

Traffic Impact Study & Site Plan Review

The proposed AVID Hotel Development includes seven‐storeys, 114 hotel rooms. 95 car parking

spaces are provided on a surface lot (provided at a rate of 0.83 parking spaces per room), with one

right‐in / right‐out (RIRO) site access proposed on North Service Road West.

The single right‐in / right‐out access operates well Under Total 2024 and 2029 conditions, with an LOS

of A and minimal delays of 9 seconds.

The overall methods and results of the analysis of the LMM Traffic Impact Study report and

Memorandum conducted for the proposed Oakville AVID Hotel development were reviewed by Trans‐

Plan and found to be reasonable.

The original recommendations for improvements outlined in the LMM TIS report remain.

A “U‐turns Permitted” sign at the intersection of the Dorval Crossing commercial plaza may aid drivers

approaching from the eastern QEW off‐ramp or from along Kerr Street, and prevent mid‐block U‐turns

or recirculation through the adjacent commercial plazas.

The site circulation review indicates that the site access and parking layout is acceptable for

movements of loading vehicles, buses and garbage trucks.

Parking Study

Based on the Town of Oakville Zoning By‐law 2014‐014, the parking requirements for the subject site

is a total of 135 parking spaces, resulting in a shortfall of 40 parking spaces.


The By‐law also requires 2.15 (rounded down to 2) bicycle parking spaces. The site plan shows ten

bicycle parking spaces, which meets the requirement and encourages alternative modes of travel,

with existing and future cycling routes along the nearby roadways.

Trans‐Plan reviewed two other similar hotel developments in the Town of Oakville. The results

indicated an average peak parking demand of 0.80 spaces per room (for both guests and staff

combined), which results in a peak parking demand of 92 parking spaces for the proposed 114 room

hotel.

To further support the proposed parking supply of 95 parking spaces, the subject site is situated

nearby two transit routes, with the nearest transit stops located at the north end of the subject site.

A bus parking space is also provided that could be used for shuttle parking, should shuttle services be

added in the future. In the future more and more hotel guests are anticipated to utilize alternative

modes of travel to arrive at the hotel which will have the effect of the lowering the amount of parking

utilized and the effective rate.

In conclusion, the proposed AVID Hotel Development can be supported through the proposed parking

supply of 95 parking spaces, based on our review of peak parking demands at similar hotels and existing

service of alternative modes of travel within the study area.

Respectfully submitted,

Anil Seegobin, P.Eng. Joseph Doran

Partner, Engineer Transportation E.I.T.

Trans‐Plan Transportation Inc.

Transportat ion Consultants


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TP WORKSTATION 38

Text Box

FIGURE 2: SITE PLAN

Traffic Im

pact Study, Site Review & Parking Study Update

Proposed Hotel A

VID, N

orth Service Road

West

& Quee

n Elizab

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ntario

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Canadian Tire Access

Traffic Im

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Figu

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1112

0

0

00

16

8

19

12

0

0

0

0

LEGEN

D

1211

Traffic Sign

al

13

8

Stop Sign

00

19

12


xx xx

AM / PM Peak Hour

SITE

North

Service

Road

West


Schematic;N

ot To

Scale

QEW

West Off Ram

p

Queen Elizab

eth W

ay

Dorval Drive

QEW West Off Ramp

QEW

East On Ram

p

QEW

East

Ram

p

Kerr Street



Traffic Im


Proposed Hotel A

VID, N

orth Service Road

West

& Quee

n Elizab

eth W

ay Off Ram


ntario

Figu

re 6: 2029 Total Traffic Volumes, W

eekd


195

829

357

208

842

24

12

19

2610

111

1277

570

279

584

5

1

17

470

1086

551

1219

379

1041

326

864

208

302

5512

331

68

366

122

120

335

289

256

813

127

527

758

58

1

42

607

786

23

640

809

172

264

673

933

53

39

551

344

588

1407

137

2211

347

5

96

3531

33

178

218

1119

177

78

299

1437

465

921

259

1479

752

945

901

305

1428

279

861

1521

776

1455

LEGEN

D

317

402

Traffic Sign

al

804

1013

Stop Sign

388

694

1390

1294


xx xx

AM / PM Peak Hour

SITE

North

Service

Road

West


Schematic;N

ot To

Scale

QEW

West Off Ram

p

Queen Elizab

eth W

ay

Dorval Drive

QEW West Off Ramp

QEW

East On Ram

p

QEW

East

Ram

p



Kerr Street


Figure 10 – Study Area Transit Service

Source: Town of Oakville Transit Map

SITE

APPENDIX ALevel of Service Definitions

LEVEL OF SERVICE ANALYSIS AT SIGNALIZED INTERSECTIONS

To assist in clarifying the arithmetic analysis associated with traffic engineering, it is often useful to refer to “Level of Service”. The term Level of Service implies a qualitative measure of traffic flow at an intersection. It is dependent upon vehicle delay and vehicle queue lengths at the approaches. Specifically, Level of Service criteria are stated in terms of the average stopped delay per vehicle for a 15-minute analysis period. The following table describes the characteristics of each level:

Level of Service

Features Stopped Delay per Vehicle

(sec)A At this level of service, almost no signal phase is

fully utilized by traffic. Very seldom does a vehicle wait longer than one red indication. The approach appears open, turning movements are easily made and drivers have freedom of operation.

< 5.0

B At this level, an occasional signal phase is fully utilized and many phases approach full use. Many drivers begin to feel somewhat restricted within platoons of vehicles approaching the intersection.

> 5.0 and < 15.0

C At this level, the operation is stable though with more frequent fully utilized signal phases. Drivers feel more restricted and occasionally may have to wait more than one red signal indication, and queues may develop behind turning vehicles. This level is normally employed in urban intersection design.

> 15.0 and <25.0

D At this level, the motorist experiences increasing restriction and instability of flow. There are substantial delays to approaching vehicles during short peaks within the peak period, but there are enough cycles with lower demand to permit occasional clearance of developing queues and prevent excessive backups.

> 25.0 and <40.0

E At this level, capacity is reached. There are long queues of vehicles waiting upstream of the intersection and delays to vehicles may extend to several signal cycles.

> 40.0 and <60.0

F At this level, saturation occurs, with vehicle demand exceeding the available capacity.

> 60.0

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APPENDIX B Capacity Analysis Sheets

2020

-04-

01

AVID

Hot

el D

evel

opm

ent,

Nor

th S

ervi

ce R

oad

Wes

t & Q

EW O

ff-R

amp,

Oak

ville

Sync

hro

7 -

Rep

ort

Tran

s-Pl

anPa

ge 1

Lane

Gro

upEB

LEB

TEB

RW

BLW

BTW

BRN

BLN

BTN

BRSB

LSB

TLa

ne G

roup

Flo

w (v

ph)

172

345

366

277

436

239

418

944

128

683

1593

v/c

Rat

io0.

730.

420.

231.

150.

540.

490.

760.

750.

201.

221.

25C

ontro

l Del

ay74

.542

.00.

315

5.9

44.5

17.0

59.0

38.8

5.3

158.

715

2.2

Que

ue D

elay

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

Tota

l Del

ay74

.542

.00.

315

5.9

44.5

17.0

59.0

38.8

5.3

158.

715

2.2

Que

ue L

engt

h 50

th (m

)22

.439

.40.

0~4

2.7

51.5

15.5

52.9

109.

50.

0~1

09.8

~265

.7Q

ueue

Len

gth

95th

(m)

27.0

49.5

0.0

#54.

146

.437

.945

.512

6.6

9.2

#130

.8#3

00.0

Inte

rnal

Lin

k D

ist (

m)

123.

226

3.1

284.

311

4.7

Turn

Bay

Len

gth

(m)

48.0

50.0

45.0

25.0

48.0

30.0

Base

Cap

acity

(vph

)23

582

715

9924

080

349

255

312

6463

255

912

78St

arva

tion

Cap

Red

uctn

00

00

00

00

00

0Sp

illbac

k C

ap R

educ

tn0

00

00

00

00

00

Stor

age

Cap

Red

uctn

00

00

00

00

00

0R

educ

ed v

/c R

atio

0.73

0.42

0.23

1.15

0.54

0.49

0.76

0.75

0.20

1.22

1.25

Inte

rsec

tion

Sum

mar

y~

Vo

lum

e ex

ceed

s ca

paci

ty, q

ueue

is th

eore

tical

ly in

finite

.

Que

ue s

how

n is

max

imum

afte

r tw

o cy

cles

.#

95

th p

erce

ntile

vol

ume

exce

eds

capa

city

, que

ue m

ay b

e lo

nger

.

Que

ue s

how

n is

max

imum

afte

r tw

o cy

cles

.

2020

-04-

01

AVID

Hot

el D

evel

opm

ent,

Nor

th S

ervi

ce R

oad

Wes

t & Q

EW O

ff-R

amp,

Oak

ville

Sync

hro

7 -

Rep

ort

Tran

s-Pl

anPa

ge 2

Mov

emen

tEB

LEB

TEB

RW

BLW

BTW

BRN

BLN

BTN

BRSB

LSB

TSB

RLa

ne C

onfig

urat

ions

Volu

me

(vph

)12

228

634

420

827

920

825

581

210

256

712

7711

1Id

eal F

low

(vph

pl)

1900

1900

1900

1900

1900

1900

1900

1900

1900

1900

1900

1900

Tota

l Los

t tim

e (s

)5.

55.

54.

05.

55.

55.

55.

55.

55.

55.

55.

5La

ne U

til. F

acto

r0.

970.

951.

000.

970.

951.

000.

970.

951.

000.

970.

95Fr

t1.

001.

000.

851.

001.

000.

851.

001.

000.

851.

000.

99Fl

t Pro

tect

ed0.

951.

001.

000.

951.

001.

000.

951.

001.

000.

951.

00Sa

td. F

low

(pro

t)34

0035

7415

9934

6734

7115

8334

6735

0515

2435

0235

26Fl

t Per

mitt

ed0.

951.

001.

000.

951.

001.

000.

951.

001.

000.

951.

00Sa

td. F

low

(per

m)

3400

3574

1599

3467

3471

1583

3467

3505

1524

3502

3526

Peak

-hou

r fac

tor,

PHF

0.71

0.83

0.94

0.75

0.64

0.87

0.61

0.86

0.80

0.83

0.88

0.78

Adj.

Flow

(vph

)17

234

536

627

743

623

941

894

412

868

314

5114

2R

TOR

Red

uctio

n (v

ph)

00

00

012

60

082

06

0La

ne G

roup

Flo

w (v

ph)

172

345

366

277

436

113

418

944

4668

315

870

Hea

vy V

ehic

les

(%)

3%1%

1%1%

4%2%

1%3%

6%0%

1%1%

Turn

Typ

ePr

otFr

eePr

otPe

rmPr

otPe

rmPr

otPr

otec

ted

Phas

es7

43

85

21

6Pe

rmitt

ed P

hase

sFr

ee8

2Ac

tuat

ed G

reen

, G (s

)8.

528

.412

2.8

8.5

28.4

28.4

19.6

44.3

44.3

19.6

44.3

Effe

ctiv

e G

reen

, g (s

)8.

528

.412

2.8

8.5

28.4

28.4

19.6

44.3

44.3

19.6

44.3

Actu

ated

g/C

Rat

io0.

070.

231.

000.

070.

230.

230.

160.

360.

360.

160.

36C

lear

ance

Tim

e (s

)5.

55.

55.

55.

55.

55.

55.

55.

55.

55.

5Ve

hicl

e Ex

tens

ion

(s)

3.0

3.0

3.0

3.0

3.0

3.0

3.0

3.0

3.0

3.0

Lane

Grp

Cap

(vph

)23

582

715

9924

080

336

655

312

6455

055

912

72v/

s R

atio

Pro

t0.

050.

10c0

.08

c0.1

30.

120.

27c0

.20

c0.4

5v/

s R

atio

Per

m0.

230.

070.

03v/

c R

atio

0.73

0.42

0.23

1.15

0.54

0.31

0.76

0.75

0.08

1.22

1.25

Uni

form

Del

ay, d

156

.040

.20.

057

.141

.539

.149

.334

.325

.951

.639

.2Pr

ogre

ssio

n Fa

ctor

1.00

1.00

1.00

1.00

1.00

1.00

1.00

1.00

1.00

1.00

1.00

Incr

emen

tal D

elay

, d2

11.1

0.3

0.3

106.

10.

80.

55.

84.

10.

311

5.2

118.

2D

elay

(s)

67.2

40.5

0.3

163.

242

.239

.655

.238

.426

.216

6.8

157.

5Le

vel o

f Ser

vice

ED

AF

DD

ED

CF

FAp

proa

ch D

elay

(s)

29.0

76.8

42.0

160.

3Ap

proa

ch L

OS

CE

DF

Inte

rsec

tion

Sum

mar

yH

CM

Ave

rage

Con

trol D

elay

93.9

HC

M L

evel

of S

ervi

ceF

HC

M V

olum

e to

Cap

acity

ratio

1.04

Actu

ated

Cyc

le L

engt

h (s

) 12

2.8

Sum

of l

ost t

ime

(s)

22.0

Inte

rsec

tion

Cap

acity

Util

izat

ion

104.

3%IC

U L

evel

of S

ervi

ceG

Anal

ysis

Per

iod

(min

)15

c

Crit

ical

Lan

e G

roup

2020

-04-

01

AVID

Hot

el D

evel

opm

ent,

Nor

th S

ervi

ce R

oad

Wes

t & Q

EW O

ff-R

amp,

Oak

ville

Sync

hro

7 -

Rep

ort

Tran

s-Pl

anPa

ge 3

Lane

Gro

upEB

TW

BLW

BTN

BLN

BTSB

LSB

TLa

ne G

roup

Flo

w (v

ph)

828

7067

274

6924

14v/

c R

atio

0.67

0.24

0.43

0.14

0.10

0.04

0.02

Con

trol D

elay

26.8

12.9

16.4

19.3

6.3

18.5

12.0

Que

ue D

elay

0.0

0.0

0.0

0.0

0.0

0.0

0.0

Tota

l Del

ay26

.812

.916

.419

.36.

318

.512

.0Q

ueue

Len

gth

50th

(m)

63.6

6.0

38.6

7.8

0.4

2.4

0.4

Que

ue L

engt

h 95

th (m

)85

.310

.840

.717

.20.

06.

70.

4In

tern

al L

ink

Dis

t (m

)26

3.1

38.3

84.0

91.2

Turn

Bay

Len

gth

(m)

35.0

Base

Cap

acity

(vph

)16

3637

522

7154

368

254

869

4St

arva

tion

Cap

Red

uctn

00

00

00

0Sp

illbac

k C

ap R

educ

tn0

00

00

00

Stor

age

Cap

Red

uctn

00

00

00

0R

educ

ed v

/c R

atio

0.51

0.19

0.30

0.14

0.10

0.04

0.02

Inte

rsec

tion

Sum

mar

y

2020

-04-

01

AVID

Hot

el D

evel

opm

ent,

Nor

th S

ervi

ce R

oad

Wes

t & Q

EW O

ff-R

amp,

Oak

ville

Sync

hro

7 -

Rep

ort

Tran

s-Pl

anPa

ge 4

Mov

emen

tEB

LEB

TEB

RW

BLW

BTW

BRN

BLN

BTN

BRSB

LSB

TSB

RLa

ne C

onfig

urat

ions

Volu

me

(vph

)0

727

1155

470

2658

142

171

5Id

eal F

low

(vph

pl)

1900

1900

1900

1900

1900

1900

1900

1900

1900

1900

1900

1900

Tota

l Los

t tim

e (s

)6.

63.

06.

66.

26.

26.

26.

2La

ne U

til. F

acto

r0.

951.

000.

951.

001.

001.

001.

00Fr

t1.

001.

000.

991.

000.

861.

000.

89Fl

t Pro

tect

ed1.

000.

951.

000.

951.

000.

951.

00Sa

td. F

low

(pro

t)35

5317

7035

4117

0315

8718

0516

96Fl

t Per

mitt

ed1.

000.

191.

000.

751.

000.

711.

00Sa

td. F

low

(per

m)

3553

353

3541

1341

1587

1353

1696

Peak

-hou

r fac

tor,

PHF

0.25

0.90

0.56

0.79

0.75

0.58

0.78

0.25

0.65

0.70

0.25

0.50

Adj.

Flow

(vph

)0

808

2070

627

4574

465

244

10R

TOR

Red

uctio

n (v

ph)

02

00

60

039

00

60

Lane

Gro

up F

low

(vph

)0

826

070

666

074

300

248

0H

eavy

Veh

icle

s (%

)0%

1%11

%2%

1%0%

6%0%

3%0%

0%0%

Turn

Typ

ePe

rmpm

+pt

Perm

Perm

Prot

ecte

d Ph

ases

43

82

6Pe

rmitt

ed P

hase

s4

82

6Ac

tuat

ed G

reen

, G (s

)29

.137

.937

.934

.134

.134

.134

.1Ef

fect

ive

Gre

en, g

(s)

29.1

37.9

37.9

34.1

34.1

34.1

34.1

Actu

ated

g/C

Rat

io0.

340.

450.

450.

400.

400.

400.

40C

lear

ance

Tim

e (s

)6.

63.

06.

66.

26.

26.

26.

2Ve

hicl

e Ex

tens

ion

(s)

4.5

2.5

4.5

3.5

3.5

3.5

3.5

Lane

Grp

Cap

(vph

)12

1925

515

8353

963

854

468

2v/

s R

atio

Pro

tc0

.23

0.02

c0.1

90.

020.

00v/

s R

atio

Per

m0.

10c0

.06

0.02

v/c

Rat

io0.

680.

270.

420.

140.

050.

040.

01U

nifo

rm D

elay

, d1

23.8

14.8

16.0

16.0

15.4

15.4

15.2

Prog

ress

ion

Fact

or1.

001.

001.

001.

001.

001.

001.

00In

crem

enta

l Del

ay, d

21.

80.

40.

30.

50.

10.

20.

0D

elay

(s)

25.6

15.3

16.3

16.6

15.6

15.6

15.3

Leve

l of S

ervi

ceC

BB

BB

BB

Appr

oach

Del

ay (s

)25

.616

.216

.115

.5Ap

proa

ch L

OS

CB

BB

Inte

rsec

tion

Sum

mar

yH

CM

Ave

rage

Con

trol D

elay

20.6

HC

M L

evel

of S

ervi

ceC

HC

M V

olum

e to

Cap

acity

ratio

0.41

Actu

ated

Cyc

le L

engt

h (s

) 84

.8Su

m o

f los

t tim

e (s

)19

.4In

ters

ectio

n C

apac

ity U

tiliz

atio

n66

.3%

ICU

Lev

el o

f Ser

vice

CAn

alys

is P

erio

d (m

in)

15c

C

ritic

al L

ane

Gro

up

2020

-04-

01

AVID

Hot

el D

evel

opm

ent,

Nor

th S

ervi

ce R

oad

Wes

t & Q

EW O

ff-R

amp,

Oak

ville

Sync

hro

7 -

Rep

ort

Tran

s-Pl

anPa

ge 5

Mov

emen

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2020

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Volu

me

(vph

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1900

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41.4

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reen

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0.40

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aran

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form

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ay, d

121

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ogre

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ctor

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Incr

emen

tal D

elay

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1.7

0.1

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Del

ay (s

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mar

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CM

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rage

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ratio

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ated

Cyc

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h (s

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e (s

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2020

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amp,

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ville

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hro

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ge 8

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upW

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ne G

roup

Flo

w (v

ph)

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tal D

elay

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2020

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Volu

me

(vph

)0

00

752

045

40

885

297

014

7925

9Id

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low

(vph

pl)

1900

1900

1900

1900

1900

1900

1900

1900

1900

1900

1900

1900

Tota

l Los

t tim

e (s

)5.

55.

55.

55.

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mitt

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low

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0.92

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00

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Actu

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Gre

en, G

(s)

39.5

39.5

39.5

49.5

49.5

49.5

49.5

Effe

ctiv

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reen

, g (s

)39

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tuat

ed g

/C R

atio

0.40

0.40

0.40

0.50

0.50

0.50

0.50

Cle

aran

ce T

ime

(s)

5.5

5.5

5.5

5.5

5.5

5.5

5.5

Lane

Grp

Cap

(vph

)62

159

058

925

1779

925

4278

4v/

s R

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t0.

21c0

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v/s

Rat

io P

erm

0.35

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io0.

880.

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430.

230.

630.

18U

nifo

rm D

elay

, d1

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26.6

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14.4

18.5

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ress

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or1.

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001.

001.

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crem

enta

l Del

ay, d

216

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50.

71.

20.

5D

elay

(s)

44.9

49.0

36.8

16.8

15.1

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14.5

Leve

l of S

ervi

ceD

DD

BB

BB

Appr

oach

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ay (s

)0.

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proa

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Inte

rsec

tion

Sum

mar

yH

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Ave

rage

Con

trol D

elay

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of S

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olum

e to

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acity

ratio

0.75

Actu

ated

Cyc

le L

engt

h (s

) 10

0.0

Sum

of l

ost t

ime

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11.0

Inte

rsec

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Cap

acity

Util

izat

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Anal

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roup

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Hot

el D

evel

opm

ent,

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th S

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oad

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amp,

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ville

Sync

hro

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ort

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s-Pl

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ge 1

0

Lane

Gro

upEB

LEB

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RN

BTN

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ne G

roup

Flo

w (v

ph)

481

453

441

965

1092

1732

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v/c

Rat

io0.

800.

860.

820.

360.

810.

660.

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ontro

l Del

ay38

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818

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3Q

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ay0.

00.

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0To

tal D

elay

38.8

44.9

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14.0

6.8

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Que

ue L

engt

h 50

th (m

)86

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193

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gth

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88.5

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tern

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ink

Dis

t (m

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7.7

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ay L

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vatio

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ap R

educ

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ack

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360.

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Sum

mar

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th p

erce

ntile

vol

ume

exce

eds

capa

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Hot

el D

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ort

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emen

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Volu

me

(vph

)39

10

694

00

00

791

1005

014

5577

6Id

eal F

low

(vph

pl)

1900

1900

1900

1900

1900

1900

1900

1900

1900

1900

1900

1900

Tota

l Los

t tim

e (s

)5.

55.

55.

55.

55.

55.

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ne U

til. F

acto

r0.

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000.

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00Fr

t1.

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000.

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t Pro

tect

ed0.

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001.

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00Sa

td. F

low

(pro

t)17

1514

8915

1950

8515

8348

9315

83Fl

t Per

mitt

ed0.

950.

991.

001.

001.

001.

001.

00Sa

td. F

low

(per

m)

1715

1489

1519

5085

1583

4893

1583

Peak

-hou

r fac

tor,

PHF

0.70

0.92

0.85

0.92

0.92

0.92

0.92

0.82

0.92

0.92

0.84

0.92

Adj.

Flow

(vph

)55

90

816

00

00

965

1092

017

3284

3R

TOR

Red

uctio

n (v

ph)

06

60

00

00

509

00

393

Lane

Gro

up F

low

(vph

)48

144

743

50

00

096

558

30

1732

450

Hea

vy V

ehic

les

(%)

0%2%

1%2%

2%2%

2%2%

2%2%

6%2%

Turn

Typ

ePe

rmPe

rmPe

rmPe

rmPr

otec

ted

Phas

es4

26

Perm

itted

Pha

ses

44

26

Actu

ated

Gre

en, G

(s)

33.3

33.3

33.3

50.7

50.7

50.7

50.7

Effe

ctiv

e G

reen

, g (s

)33

.333

.333

.350

.750

.750

.750

.7Ac

tuat

ed g

/C R

atio

0.35

0.35

0.35

0.53

0.53

0.53

0.53

Cle

aran

ce T

ime

(s)

5.5

5.5

5.5

5.5

5.5

5.5

5.5

Vehi

cle

Exte

nsio

n (s

)3.

03.

03.

03.

03.

03.

03.

0La

ne G

rp C

ap (v

ph)

601

522

532

2714

845

2611

845

v/s

Rat

io P

rot

0.19

0.35

v/s

Rat

io P

erm

0.28

0.30

0.29

c0.3

70.

28v/

c R

atio

0.80

0.86

0.82

0.36

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APPENDIX C Town of Oakville Zoning By-law 2014-014

Part 5

Parking, Loading, & Stacking Lane Provisions

Town of Oakville | Zoning By-law 2014-014Consolidated to March 19, 2018

Page 5-6

Table 5.2.1: Ratios of Minimum Number of Parking SpacesUse Minimum Number of Parking Spaces

a) not including any portables

b) For secondary schools, 4.0 per classroom, not including any portables

Open Space UsesAgriculture No minimum requirement

, to a maximum parking spaces

No minimum requirementNo minimum requirement

for any acces- uses

1.0 per holePark, privatePark, public

No minimum requirement

Hospitality Usesa) 1.0 per ; plus,b) 1.0 per 30.0 m outside of a

1.0 per 18.0 m Motor Vehicle Uses

1.0 per 100.0 m 1.0 per 100.0 m 1.0 per 100.0 m 1.0 per 100.0 m 1.0 per 100.0 m 1.0 per 100.0 m 1.0 per 100.0 m

Additional Regulations for Minimum Parking Ratios Table 5.2.1

1. Of the total number of parking spaces parking spaces required per dwelling parking spaces.

parking spaces shall be in accordance with

parking spaces for a multiple or shall only be required in a and shall be located on a parcel of land tied to a .

-

a) 1.0 per ; plus,b) 1.0 per 30.0 m outside of a p

Part 5

Parking, Loading, & Stacking Lane Provisions

Town of Oakville | Zoning By-law 2014-014Consolidated to March 19, 2018

Page 5-11

Table 5.4.1: Ratios of Minimum Number Bicycle Parking SpacesUse Minimum Number of Bicycle Parking Spaces

assisted living unit or dwelling unit

1.0 per dwellingRetail Uses

Service Commercial Uses

No minimum requirementNo minimum requirementNo minimum requirement

All other uses permitted in a under the Uses

Employment UsesAll uses permitted in a under the head-ing Employment UsesInstitutional and Community UsesArt gallery Marina No minimum requirement

of

and any portables.

any portables. All other uses permitted in a under the heading Institutional and Community Uses

of

Additional Regulations for Minimum Bicycle Parking Ratios Table 5.4.1

1. In a building assisted living units or dwelling units, the minimum number of bicycle parking spaces required shall be zero.

parking spaces -cle parking spaces required per dwellingbicycle parking spaces

3. In the Industrial E3 , the parking rate for the main permitted use shall apply to any occupied by a

on the . The ratio shall apply for all net used for a where the occupies

on the .

All uses permitted in a under the head-ing Employment Uses

p

APPENDIX D Hotel Proxy Sites, Parking Survey Results & Occupancy Data

Hot

el P

roxy

Site

s, P

arki

ng S

urve

y R

esul

ts

31-A

ug01

-Sep

14-S

ep15

-Sep

28-S

ep29

-Sep

Fai

rfie

ld In

nT

ime

0:00

3:00

0:00

0:00

0:00

Ave

rage

Roo

ms

65H

otel

Occ

upan

cy97

%77

%75

%91

%92

%86

%P

arki

ng S

uppl

y64

Occ

upie

d pa

rkin

g sp

aces

5641

4037

3642

Veh

icle

s pe

r ro

om0.

860.

630.

620.

570.

550.

6510

0% o

ccup

ancy

rat

e0.

890.

820.

820.

630.

600.

75

Hilt

on G

arde

nT

ime

0:00

3:00

6:00

3:00

0:00

0:00

Ave

rage

Roo

ms

127

Hot

el O

ccup

ancy

100%

100%

75%

75%

100%

61%

82%

Par

king

Sup

ply

122

Occ

upie

d pa

rkin

g sp

aces

106

114

8383

4656

88.4

0V

ehic

les

per

room

0.83

0.90

0.65

0.65

0.36

0.44

0.70

100%

occ

upan

cy r

ate

0.83

0.90

0.87

0.87

0.36

0.73

0.84

Ove

rall

Ave

rag

e R

ate

0.80

Dat

e

NO

TE

: Yel

low

hig

hlig

hted

dat

a no

t inc

lude

d in

ave

rage

cal

cula

tions

as

a bu

s de

liver

ed m

ost o

f the

occ

upan

ts

53.4%

61.2%

61.9%

67.0%

71.0%

77.8%

77.6%

81.5%

78.3%

74.1%

66.8%

52.3%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

Jan

Feb

Mar

Apr

May

Jun

Jul

Aug

Sep

Oct

Nov

Dec

2019 M

onthly Average Occupan

cy Rate for Hotels in

Ontario

Source: Ontario M

inistry of Heritage, Sport, Tourism

and Culture In

dustries

http://w

ww.m

tc‐curren

tperform

ance.com/H

otel.aspx

2019

traffic impact study update, parking study, & site plan

Documents