trans-plan 7367yongestreetinnisfil trafficimpactstudy · based on a review of the town of innisfil...

TRAFFIC IMPACT STUDY AND SITE PLAN REVIEW

Proposed Gas Station and Convenience Store 7367 Yonge Street Innisfil, Ontario

Prepared for blueprint2build February 2019

SP-2017-037

February 6, 2019 Mr. Curtis Hatfield, Arch. Tech. blueprint2build Consulting Engineers 14 Cardico Drive, Unit 1A-W Stouffville, ON, L4A 2G5

Re: Proposed Gas Station and Convenience Store, 7367 Yonge Street, Innisfil, ON – Traffic Impact Study and Site Plan Review

Dear Mr. Hatfield,

TRANS-PLAN is pleased to submit this Traffic Impact Study and Site Plan Review in support of the proposed gas station and convenience store development, located at 7367 Yonge Street in the Town of Innisfil, Simcoe County.

Our traffic impact study findings indicate that the proposed development could be accommodated on the existing road network without any road improvements required, aside from the construction of / modifications to the proposed site accesses. Minor signal timing adjustments at the Yonge Street and Innisfil Beach Road intersection are suggested to slightly increase the green time for the eastbound through / right movement under future background traffic conditions.

Our site plan review includes a review of the traffic design elements, including parking, site access configuration and site circulation for a fuel tanker truck. The proposed parking supply of nine spaces is just under the Town of Innisfil Zoning By-law 080-13 requirement of 10 spaces; however, the proposed parking supply is expected to be sufficient due to the subject site having no additional amenities and other comparable gas stations. Our review indicates that the site driveway configurations meet the applicable Town and County design standards, and the driveway configurations allow for a fuel tanker truck to enter and circulate the site.

Sincerely, Anil Seegobin, P.Eng. Partner, Engineer

Trans-Plan Transportation Inc. Transportat ion Consul tants

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Table of Contents

Transmittal Letter Table of Contents

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

2. SITE LOCATION ................................................................................................................................... 1

3. PROPOSED DEVELOPMENT .............................................................................................................. 2

4. EXISTING CONDITIONS ....................................................................................................................... 2

4.1 Road Network .............................................................................................................................. 2

4.2 Traffic Counts .............................................................................................................................. 2

4.3 Transit Service ............................................................................................................................ 3

5. FUTURE BACKGROUND CONDITIONS .............................................................................................. 3

5.1 Background Growth Rate ............................................................................................................ 3

5.2 Planned Background Developments ........................................................................................... 3

5.3 Planned Roadway Improvements ................................................................................................ 4

6. SITE TRAFFIC ....................................................................................................................................... 4

6.1 Trip Generation ........................................................................................................................... 4

6.2 Trip Distribution and Assignment ................................................................................................. 5

7. FUTURE TOTAL TRAFFIC CONDITIONS ............................................................................................ 5

8. CAPACITY ANALYSIS .......................................................................................................................... 5

9. SITE PLAN REVIEW ............................................................................................................................. 9

9.1 Parking Review ........................................................................................................................... 9

9.2 Site Access Design ..................................................................................................................... 9

9.3 Site Circulation Review................................................................................................................ 9

10. CONCLUSIONS .................................................................................................................................. 10

10.1 Traffic Impact Study .................................................................................................................. 10

10.2 Site Plan Review ....................................................................................................................... 11

Appendix A – Turning Movement Counts and Signal Timing Plans

Appendix B – Background Traffic Information

Appendix C – Capacity Analysis Sheets

Appendix D – Level of Service Definitions

Appendix E – Town of Innisfil Zoning By-law, Excerpts

ii

Appendix F – Town of Innisfil Engineering Design Standards, Excerpts

List of Tables

Table 1 – Intersection Turning Movement Count Details ............................................................................... 2

Table 2 – Transit Service in the Study Area .................................................................................................. 3

Table 3 – Site Trip Generation ....................................................................................................................... 5

Table 4 - Capacity Analysis Results .............................................................................................................. 8

Table 5 – Town of Innisfil Zoning By-Law Parking Requirements and Supply ............................................... 9

List of Figures

Figure 1 – Site Location ............................................................................................................................... 12

Figure 2 – Site Plan ..................................................................................................................................... 13

Figure 3 – Existing Study Area Roadway Characteristics ............................................................................ 14

Figure 4 – Existing Traffic Volumes, Weekday AM and PM Peak Hours ..................................................... 15

Figure 5 – Study Area Transit Service ......................................................................................................... 16

Figure 6 – Future Study Area Roadway Characteristics .............................................................................. 17

Figure 7 – 2024 Background Traffic Volumes, Weekday AM and PM Peak Hours ...................................... 18

Figure 8 – 2029 Background Traffic Volumes, Weekday AM and PM Peak Hours ...................................... 19

Figure 9 – Site Traffic Assignment, Weekday AM and PM Peak Hours ....................................................... 20

Figure 10 – Pass-by Trip Adjustment, Weekday AM and PM Peak Hours .................................................. 21

Figure 11 – 2024 Total Traffic Volumes, Weekday AM and PM Peak Hours ............................................... 22

Figure 12 – 2029 Total Traffic Volumes, Weekday AM and PM Peak Hours ............................................... 23

Figure 13 – Fuel Tank Truck Site Circulation – Yonge Street Ingress ......................................................... 24

Figure 14 – Fuel Tank Truck Site Circulation – Innisfil Beach Road Ingress ............................................... 25

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Traffic Impact Study and Site Plan Review Proposed Gas Station and Convenience Store

7367 Yonge Street, Innisfil, ON

1. INTRODUCTION

Trans-Plan has been retained by blueprint2build Consulting Engineers to complete a Traffic Impact Study and Site Plan Review for a proposed gas station and convenience store development located at 7367 Yonge Street, Innisfil, Ontario. This assessment includes the following studies and tasks:

Traffic Impact Study

a review and assessment of the existing road network

an assessment of boundary road operations under future background conditions, including a review of traffic growth, area developments and proposed transportation improvements in the study area

an assessment of the impact of site-generated traffic on the study area intersections under future traffic conditions for both a five- and a ten-year study horizon

an analysis of the proposed site access operations and circulation scheme

recommendations to mitigate any identified traffic impacts on the boundary roadways, resulting from the proposed development

Site Plan Review

a review of the site parking requirements for the proposed gas station based on the Town of Innisfil Zoning By-law 080-13

a review of site access design standards based on the Town of Innisfil Engineering Design Standards and Specifications Manual

a review of vehicle circulation for fuel tanker truck operations, based on the final site plan

Prior to commencing this study, Transportation and Engineering staff at the Town of Innisfil and Simcoe County were contacted and provided a study Terms of Reference to discuss the scope and methodology. Comments received from the Town and County have been incorporated into the study. This report adheres to the County’s Guidelines for Transportation Impact Studies, 2008.

2. SITE LOCATION

The site, shown in Figure 1, is municipally known as 7367 Yonge Street, Innisfil. The subject site is located on the southeast quadrant of Yonge Street and Innisfil Beach Road. The site is currently vacant. There are two existing full-moves site accesses: one at Yonge Street and one at Innsifil Beach Road.

The Pioneer Energy Gas Station is located opposite the subject site, at the southwest corner of the intersection. Adjacent east of the site are various Town of Innisfil municipal buildings, such as the Innisfil Public Works & Roads Department, South Simcoe Police Innisfil and the Town Hall. Within the same quadrant, southeast of the site, is the Innisfil Recreational Complex and Innisfil YMCA. Aside from these developments, the majority of land uses in the study area are mainly open areas and agricultural uses, with sporadically located industrial buildings and residential dwellings on individual lots. Highway 400 can be accessed along Innisfil Beach Road, approximately 5.5 km west of the site.

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3. PROPOSED DEVELOPMENT

The site plan, prepared by blueprint2build, is shown in Figure 2. The proposed development consists of a gas bar and canopy with four pumps (eight vehicle fueling positions), and a one-storey building with 232 sq.m. of GFA for convenience store use.

The total on-site parking supply is nine spaces, including one accessible space. Two full-moves site accesses are provided, with one on Yonge Street and one on Innisfil Beach Road.

4. EXISTING CONDITIONS

4.1 Road Network

The major roadways located in the study area are described as follows:

Yonge Street (Simcoe County Road 4) is classified as a primary arterial road under the jurisdiction of Simcoe County. It generally runs in a north-south direction and has three lanes: one lane in each direction, plus a centre left-turn lane. The roadway has a posted speed limit of 60 km/h in the vicinity of the site.

Innisfil Beach Road (Simcoe County Road 21) is classified as a primary arterial road under the jurisdiction of Simcoe County. It generally runs in an east-west direction and has three lanes: one in each direction plus a centre left-turn lane. The roadway has a posted speed limit of 60 km/h in the vicinity of the site.

Yonge Street and Innisfil Beach Road form a signalized intersection with dedicated left turn lanes for all approaches, dedicated right turn lanes for the southbound and westbound approaches and a northbound right turn slip lane. The study area roadway characteristics are shown in Figure 3.

4.2 Traffic Counts

To determine existing operating conditions in the study area, Trans-Plan obtained traffic data from Simcoe County, such as intersection turning movement counts (TMCs) and signal timing plans for the study area intersection of Yonge Street and Innisfil Beach Road. Additionally, Trans-Plan conducted a site visit and traffic observations as well as driveway volume counts at the neighbouring Pioneer Energy Gas Station.

Table 1 provides a summary of the count date, count hours and peak hours obtained for each intersection counted. Detailed TMC data and current signal timing plans provided are included in Appendix A.

Table 1 – Intersection Turning Movement Count Details

Intersection Source Count Date Count Hours Peak Hours

Yonge Street and Innisfil Beach Road

Simcoe County

Tuesday June 27, 2017

6:00am - 9:00am 3:00pm - 6:00pm

6:45am - 7:45am 3:30pm - 4:30pm

Yonge Street and Pioneer Energy Gas

Station Access

Trans-Plan

Tuesday November 14, 2017

7:00am - 8:30am 3:00pm - 4:30pm

7:30am – 8:30am 3:30pm - 4:30pm

For our traffic analysis, the two entrances for the adjacent Pioneer Energy Gas Station development have been consolidated into one entry point, opposite the proposed site access for the subject site. The two

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count locations were compared for through volumes on Yonge Street, south of Innisfil Beach Road (and were found to be consistent). The counts were balanced (slight volume increases applied) where appropriate. The existing traffic volumes for the weekday AM and PM peak hours are shown in Figure 4.

4.3 Transit Service

The site is served by GO Transit and operates Route 68 Barrie, a north-south bus route that provides stops between Newmarket and Barrie. Key destinations for this route are Newmarket Bus Terminal, East Gwillimbury, Bradford, and Barrie Transit Terminal. These major stops connect to other bus routes and the Barrie GO Train that provides service to Union Station. The nearest bus stop is located at Yonge Street and Innisfil Beach Road, adjacent the existing site access at Yonge Street. Service details for the transit route are provided in Table 2. A route map is provided in Figure 5.

Table 2 – Transit Service in the Study Area

Route No. Nearest Bus Stop at Site

Approximate Service Times Approximate Peak Service Frequency (min)

Weekdays Weekends AM PM SAT

Barrie 68 Yonge Street and Innisfil Beach Road

04:33 – 00:28 07:04 – 00:57 60 60 60

Source: GO Transit website

5. FUTURE BACKGROUND CONDITIONS

Future background traffic volumes were determined based on a review of planned developments, road improvements and future traffic volume growth in the study area.

5.1 Background Growth Rate

Traffic growth in the study area was reviewed through analysis of Annual Average Daily Traffic (AADT) volumes provided by Simcoe County; however, the results of the review, provided in Appendix B were not conclusive for determining traffic growth on the study roadways. A typical and conservative growth rate of 2.0 percent per year for both a five- and a ten-year planning horizon was therefore, applied to both Yonge Street and Innisfil Beach Road (including turning movements) to account for background traffic growth in the study area.

5.2 Planned Background Developments

Based on a review of the Town of Innisfil planning applications, there is one other notable development in the study area, planned within our study horizon. A proposed mixed-use development is located at 7958 Yonge Street, at the northwest corner of the Yonge Street and Victoria Street intersection, approximately 2.5km north of the subject site. Although the site is located a fair distance away, the background traffic from the site is included within our analysis given the scale of the development and given that Yonge Street is a main travel route in the study area. The background development is to consist of 106 residential units, 25,832 sq.ft. of GFA of commercial uses and a gas station with 12 fueling positions.

Site traffic volume and assignment was obtained from the Traffic Impact Study report that was prepared in support of the development, dated May 8, 2017, prepared by JD Northcote Engineering Inc. Detailed traffic data is provided in Appendix B.

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The site traffic volumes for the above noted development has been incorporated into our analysis of future background traffic conditions.

5.3 Planned Roadway Improvements

As per discussions with Simcoe County staff and a review of the Simcoe County Transportation Master Plan, there are intersection and roadway improvements planned in the study area within our study horizon:

According to the Simcoe County Transportation Master Plan, Innisfil Beach Road, from County Road 27 to County Road 39, is planned to be widened from three lanes to five lanes (including the centre left turn lane). The road widening is expected to begin in year 2019 within the County’s short-term horizon, as noted by County staff. The Environmental Assessment (EA) study for County Road 21 includes a conceptual plan view and cross-section drawings of the County Road 21 widening. In the medium-term horizon, for implementation by year 2031, Yonge Street, from County Road 89 to Barrie City Limit, is planned to be widened from two lanes to four lanes (including a centre left turn lane at certain intersections such as Innisfil Beach Road).

As discussed with County staff, and a review of the EA study for County Road 21, the Yonge Street and Innisfil Beach Road intersection improvements are part of a separate project from the road widenings, for which construction is envisioned to start by 2019. Construction drawings for the roadway configurations have been provided by the County and are shown in Appendix B. The intersection is to include two through lanes and exclusive left-turn lanes at each intersection approach. Exclusive right-turn lanes are to be provided at all approaches except for Innisfil Beach Road at the west approach (eastbound direction).

The future roadway characteristics are shown in Figure 6 and the future background traffic volumes for the horizon years 2024 and 2029, for the weekday AM and PM peak hours, are shown in Figure 7 and Figure 8, respectively.

6. SITE TRAFFIC

6.1 Trip Generation

The site trip generation using ITE rates, Land Use Code (LUC) 945 – Gas Station with Convenience Market, is shown in Table 3.

Pass-by trips arise from existing traffic volumes on the road network that enter the proposed development as an intermediate stop on the way to another destination along the same travel route. Pass-by trip rates were based on the Institute of Transportation Engineers (ITE) Trip Generation manuals, 9th edition, for the appropriate land uses.

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Table 3 – Site Trip Generation

Land Size AM Peak Hour PM Peak Hour Use In Out Total In Out Total

Gasoline/Service Station with Convenience Market

8 Distribution 50% 50% 100% 50% 50% 100% fuel

positions Rate 5.08 5.08 10.16 6.76 6.76 13.51

Trips 41 40 81 54 54 108 Pass-By (50% AM, 50% PM) 20 20 40 27 27 54

New Trips 21 20 41 27 27 54

The subject site is expected to generate approximately 41 and 54 new two-way trips during the weekday AM and PM peak hours, respectively. The subject site is expected to generate approximately 40 and 54 pass-by trips during the weekday AM and PM peak hours, respectively.

6.2 Trip Distribution and Assignment

Site trips for the proposed gas station were distributed to / from the subject site and the boundary roadways based on existing travel patterns obtained from the study area intersection counts.

The existing traffic volume percent split along Innisfil Beach Road is approximately 40 percent eastbound / 60 percent westbound in the weekday AM peak hour and the opposite during the weekday PM peak hour. The existing traffic volume percent split along Yonge Street is approximately 40 percent northbound / 60 percent southbound in the weekday AM peak hour and the opposite during the weekday PM peak hour. Utilizing these percentages as a basis, the site traffic was distributed between the Yonge Street and Innisfil Beach Road accesses to account for more difficult left turning movements due to the future median proposed at the intersection from the roadway improvements.

The estimated site traffic assignment for the weekday AM and PM peak hours is shown in Figure 9. The pass-by trip adjustments are shown in Figure 10.

7. 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 the horizon years 2024 and 2029, for the weekday AM and PM peak hours, are shown in Figure 11 and Figure 12, respectively.

8. CAPACITY ANALYSIS

A capacity analysis was performed for the study area intersections and site driveway using Synchro analysis software. The capacity queue analysis results of the weekday AM and PM peak hours are shown in Table 4. Capacity Analysis Sheets and Level of Service Definitions are provided in Appendix C and Appendix D, respectively.

An overall level of service (LOS) of D or better and a volume-to-capacity (v/c) ratio of less than 1.0 are generally considered acceptable at signalized intersections. An LOS of D for individual movements at stop controlled intersections (or driveways) is generally considered acceptable. The results of the capacity analysis and queuing analysis are summarized in this section for each intersection:

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Innisfil Beach Road & Yonge Street

Under existing conditions, during the weekday AM peak hour, the intersection operates at an overall acceptable LOS of D and a v/c ratio of 0.59, with an average delay of 40 seconds. The eastbound through / right movement operates near capacity, with a v/c of 0.99 and a delay of 90 seconds. All other movements operate at an acceptable LOS of D or better. During the weekday PM peak hour, the intersection operates similarly, with an overall acceptable LOS of D and a v/c ratio of 0.65, with an average delay of 36 seconds. The eastbound through / right movement operates near capacity, with a v/c of 0.98 and a delay of 84 seconds. All other movements operate at an acceptable LOS of D or better. It was noted from our field observations that the eastbound through / right movement operates better than what our Synchro model analysis results indicate.

The intersection improvements and road widenings endeavoured by the County (as previously discussed in Section 5.3), were included in our assessment of the intersection under future conditions. In addition to these changes, the signal timing for the intersection was optimized to provide 5 more seconds of additional green time for the eastbound through / right movement during the weekday PM peak hour. With the improvements implemented, the intersection is expected to see significant improvements for the overall intersection operations and for the eastbound through / right movement.

Under future 2024 conditions, during the weekday AM peak hour, the intersection is expected to operate at an overall acceptable LOS of C and a v/c ratio of 0.46, with an average delay of 28 seconds. The eastbound through / right movement is expected to operate with an LOS of E and a v/c ratio of 0.81, under both background and future conditions. The intersection is expected to operate similarly during the weekday PM peak hour, with an overall LOS of C and a v/c ratio of 0.43. All individual movements are expected to operate at an acceptable LOS of D or better.

Under future 2029 conditions, during the weekday AM peak hour, the intersection is expected to operate at an overall acceptable LOS of C and a v/c ratio of 0.51, with an average delay of 30 seconds. The eastbound through / right movement is expected to operate with an LOS of E and a v/c ratio of 0.86, under both background and future conditions. The intersection is expected to operate similarly during the weekday PM peak hour, with an overall LOS of C and a v/c ratio of 0.50. The eastbound through / right movement is expected to operate with an LOS of E under future total conditions, but an LOS of D under future background conditions. However, under both scenarios, the movement is expected to operate well due to the similar v/c ratio and vehicle delay. All other individual movements are expected to operate at an acceptable LOS of D or better.

Given the similar traffic operating conditions between the analysis of future background and total conditions, the subject site is not expected to have a significant impact on operations of the overall road network.

Yonge Street & Pioneer Energy Gas Station Access / Proposed Site Access 1

Under existing conditions, during the weekday AM and PM peak hours, traffic exiting at the existing adjacent gas station development (Pioneer Energy) experiences minimal delays up to 18 seconds. The eastbound left / right movement operates at an acceptable LOS of C. The northbound left movement, for traffic entering at Pioneer Energy, operates at a good LOS of A, with minimal delays.

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Under future traffic conditions, with the proposed site access on Yonge Street for the subject site, traffic at either service station driveway is expected to operate at an acceptable LOS of C or better, with minimal delays up to 20 seconds. These delays are typical from vehicles exiting from driveway accesses onto an arterial road.

Innisfil Beach Road & Proposed Site Access 2

The future site access along Innisfil Beach Road is expected to operate at a good LOS of B or better, during both weekday AM and PM peak hours. Northbound left / right traffic exiting the site is expected to see minimal delays up to 13 seconds. The westbound left movement (inbound traffic) is expected to operate at a good LOS of A, with minimal delays of 9 seconds.

The subject site is expected to operate well within the study area road network, with minimal impact to the overall roadway operations. As per the intersection designs that we reviewed, left-turning traffic at the proposed gas station site accesses would not be restricted by the raised concrete median islands at the Innisfil Beach Road and Yonge Street intersection approaches; however, only minimal volumes of traffic are shown to enter the site by making southbound left turn movements.

Tabl

e 4

- Cap

acity

Ana

lysi

s R

esul

ts

Inte

rsec

tion

Mov

emen

t

V/C

Del

ayLO

SV/

CD

elay

LOS

V/C

Del

ayLO

SV/

CD

elay

LOS

V/C

Del

ayLO

SV/

CD

elay

LOS

V/C

Del

ayLO

SV/

CD

elay

LOS

V/C

Del

ayLO

SV/

CD

elay

LOS

Inni

sfil

Bea

ch R

oad

& Y

onge

Str

eet

0.59

40D

0.65

36D

0.45

29C

0.43

28C

0.46

29C

0.43

28C

0.51

30C

0.49

30C

0.51

30C

0.50

30C

East

boun

d Le

ft0.

3946

D0.

3844

D0.

3346

D0.

4342

D0.

3346

D0.

4242

D0.

3847

D0.

4643

D0.

3847

D0.

4643

DEa

stbo

und

Thro

ugh

/ Rig

ht0.

9990

F0.

9884

F0.

8157

E0.

8151

D0.

8157

E0.

8151

D0.

8661

E0.

8555

D0.

8662

E0.

8655

EW

estb

ound

Lef

t0.

4636

D0.

4035

C0.

4134

C0.

4332

C0.

4234

C0.

4332

C0.

4734

C0.

4431

C0.

4734

C0.

4531

CW

estb

ound

Thr

ough

0.86

54D

0.62

39D

0.50

35D

0.33

31C

0.51

35D

0.33

31C

0.54

36D

0.33

30C

0.54

36D

0.33

30C

Wes

tbou

nd R

ight

0.04

31C

0.05

31C

0.04

30C

0.06

28C

0.04

30C

0.06

28C

0.05

30C

0.06

27C

0.05

30C

0.06

27C

Nor

thbo

und

Left

0.24

18B

0.23

18B

0.31

20C

0.31

22C

0.31

20C

0.32

23C

0.36

22C

0.37

26C

0.37

22C

0.39

26C

Nor

thbo

und

Thro

ugh

0.32

19B

0.52

23C

0.19

17B

0.32

21C

0.19

17B

0.33

21C

0.21

18B

0.38

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0.21

18B

0.38

24C

Nor

thbo

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Rig

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0516

B0.

1217

B0.

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B0.

0820

C0.

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1411

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3012

B0.

1610

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3212

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3312

B0.

1811

B0.

3914

B0.

1911

B0.

4014

BSo

uthb

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Thr

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0.40

14B

0.27

11B

0.22

11B

0.16

11B

0.23

11B

0.16

11B

0.25

12B

0.19

13B

0.25

12B

0.19

13B

Sout

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nd R

ight

0.05

10B

0.06

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0.06

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0.07

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0.06

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12B

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e St

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& P

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as

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/ Pro

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Rig

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C14

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B15

B15

C15

B14

B16

C17

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t / T

hrou

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Rig

ht14

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C14

B19

CN

orth

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eak

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Tot

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raffi

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AM P

eak

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AM P

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r

9



9. SITE PLAN REVIEW

9.1 Parking Review

Our parking study includes a review of the Town’s Zoning By-law requirements for parking. The proposed parking supply for the site is nine spaces, including one accessible space, provided at a total parking rate of 1 space per 26 sq.m. of building GFA.

Parking requirements, based on the Town of Innisfil Zoning By-law 080-13, were reviewed for the site. The parking requirements and supply is shown in Table 5. Source information is provided in Appendix E.

Table 5 – Town of Innisfil Zoning By-Law Parking Requirements and Supply

Land Use (as defined in By-law)

sq.m. of GFA

Parking Requirement Parking Supply Deficiency (spaces) Rate Spaces Rate Spaces

Motor Vehicle Service Station (definition includes

convenience store use) 232 1 / 23 sq.m. of

GFA 10 1 / 26 sq.m. of GFA 9 -1

Source: Town of Innisfil Zoning By-law No. 080-13, Section 3.35

Based on the Town’s Zoning By-law, the parking requirement for the development is 10 spaces, whereas the proposed parking supply is nine spaces, resulting in a deficiency of one space. However, given that the development does not have any additional amenities, such as a drive-thru restaurant or car wash, the proposed parking supply is expected to be sufficient. As a comparable, the Husky gas station (and convenience store) located at 118 Little Avenue, City of Barrie, has a parking supply of approximately 8 spaces.

9.2 Site Access Design

The site accesses have been designed with regard for the standards noted in the Town of Innisfil’s Engineering Design Standards and Specifications Manual, provided in Appendix F.

Non-residential entrances are not to be located within 15m of any intersection; both proposed site accesses are set back at least 30m from the Yonge Street and Innisfil Beach Road intersection.

For non-residential driveway widths, the minimum entrance width is 7.0m and the minimum driveway curb radius is 6.0m.

The proposed site access widths have been based off of the Ministry of Transportation Ontario, Commercial Site Access Standard Design 18 (CSAS-18), for service stations on a rural highway. Both the Yonge Street and Innisfil Beach Road accesses have a proposed driveway width of 9m and a curb radii of 15m. Our site circulation review (to be discussed in the following section) demonstrates that the proposed entrance designs can properly accommodate fuel tanker trucks.

9.3 Site Circulation Review

A site circulation review was completed using AutoTurn vehicle turning template software to demonstrate that a typical fuel tanker truck could enter the site from either access, utilize the underground tank and exit the site in a safe and efficient manner. The vehicle used for the review was based on Transportation Association of Canada (TAC) dimensions for a B-Train Double vehicle, used to depict a double-trailer fuel tanker truck.

10



Prior to the refueling of the underground tanks, the fuel tanker company would contact the owner to confirm the appropriate routes to utilize to ensure the proper circulation of their vehicles. The following two figures demonstrate two preferred schemes for the circulation of fuel tanker trucks within the site:

Figure 13 - A fuel tanker truck enters the site with a northbound right turn manoeuvre at Yonge Street and exits the site at Innisfil Beach Road.

Figure 14 – A fuel tanker truck enters the site with a westbound left turn manoeuvre at Innisfil Beach Road and exits the site at Yonge Street.

10. CONCLUSIONS

This Traffic Impact Study and Site Plan Review for the proposed gas station, located at 7367 Yonge Street, Innisfil, is summarized as follows:

10.1 Traffic Impact Study

As per the site plan prepared by blueprint2build Consulting Engineers, the proposed development consists of a gas station with eight vehicle fueling positions and a convenience store. Nine parking spaces are proposed on-site. Access to the site would be provided by two full-moves accesses: one at Innisfil Beach Road and one at Yonge Street.

A review of existing operating conditions indicates that all intersection movements at the adjacent intersection are operating well, except for the eastbound through / right movement, which is near capacity; however, our field observations suggest that the movement is operating better than our modelled analysis results suggest.

A 2024 (five-year horizon) and a 2029 (ten-year horizon) traffic analysis has been included in our traffic assessment. Planned improvements in the study area that are part of the County’s Capital Works program that have been incorporated in our analysis of future conditions, include:

- Widening of Yonge Street from 3 to 5 lanes (inclusive of a centre lane)

- Widening of Innisfil Beach Road from 3 to 5 lanes (inclusive of a centre lane)

- Intersection improvement at Yonge Street and Innisfil Beach Road that include two through lanes per direction, exclusive left turn lanes at all approaches and exclusive right turn lanes at all approaches, except for the eastbound right turn movement

Signal timing optimizations to increase green time for the eastbound through / right movement, by 5 seconds during the weekday PM peak hours, were included in our analysis for the Yonge Street and Innisfil Beach Road intersection under future conditions.

The proposed site accesses are expected to operate at an acceptable LOS of C or better, with minimal delays during the peak hours under future conditions. Although all turning movements could occur at the site accesses, only a minimal number of site trips would likely enter by making southbound left turns, due to the adjacent gas station, causing minimal delay at the intersection. The proposed design of the raised concrete medians at the intersection approaches would not physically restrict left turns.

Based on the results of our traffic analysis, traffic generated by the proposed development could be accommodated on the surrounding road network.

11



10.2 Site Plan Review

Based on the Town of Innisfil Zoning By-law 080-13 for parking requirements, 10 parking spaces are required for the proposed development, which is just above the proposed parking supply of nine spaces. Although the proposed parking supply is deficient by one space, the proposed nine parking spaces are expected to be sufficient to support the subject site as the site has no additional amenities, such as a drive-thru restaurant or car wash. As a comparable, the Husky gas station (and convenience store) located at 118 Little Avenue, City of Barrie, has a parking supply of approximately 8 spaces.

The Town of Innisfil Engineering Design Standards and Specifications Manual was reviewed for “non-residential” entrance designs. Access spacing and entrance widths meet the minimum requirements for both access designs. Both the proposed Yonge Street and Innisfil Beach Road accesses have been designed based off the MTO CSAS-18 design for service stations on a rural highway. Each access has a proposed driveway width of 9m and a curb radii of 15m.

A site circulation review was completed to demonstrate a fuel tanker truck entering and exiting the site to access the underground fuel storage tanks. As shown in Figure 13 and Figure 14, a fuel tanker truck can circulate the site in a safe and efficient manner. Prior to the refueling of the underground tanks, the fuel tanker company would contact the owner to confirm the appropriate routes to properly circulate the site such that the actual vehicle circulation would match the schemes provided in our review.

Respectfully submitted,

Anil Seegobin, P.Eng. Partner, Engineer

Trans-Plan Transportat ion Inc. Transportat ion Consul tants

12



Figure 1 – Site Location

Source: Google Maps

SITE

TRAFFIC IMPACT STUDY & SITE CIRCULATION REVIEW

Proposed Gas Station and Convenience Store


Figure 3: Existing Study Area Roadway Characteristics

1 3

2

LEGEND

Traffic Signal

Posted Speed Limit

Lane ConfigurationYong

e St

reet

Site

Prop

osed

Site

Ac

cess

2

Innisfil Beach Road

Pioneer Gas Station Site Access

Proposed Site Access 1

Schematic; Not To Scale

60

60

60




Figure 4: Existing Traffic Volumes, Weekday AM and PM Peak Hours88 29

4

136

57 78

68 421

81 435 294 569 443

77 71

64 30 1 3

411 303 98 260

43 653 427

52 65

105

456

106

8 409

9 554

22 20 2

23 381

27 26 22 645

LEGEND

Traffic Signal

xx xx AM / PM Peak Hour

Yong

e St

reet

Site

Prop

osed

Site

Ac

cess

2

Innisfil Beach Road




16



Figure 5 – Study Area Transit Service

Source: GO Transit Barrie Route Map

Barrie Transit Lines




Figure 6: Future Study Area Roadway Characteristics

1 3

2

LEGEND

Traffic Signal

Posted Speed Limit

Lane ConfigurationYong

e St

reet

Site

Prop

osed

Site

Ac

cess

2

Innisfil Beach Road




60

60

60




Figure 7: 2024 Background Traffic Volumes, Weekday AM and PM Peak Hours97 32

5

150

63 86

75 465

89 480 325 628 489

85 78

71 33 1 3

454 335 108

287

47 721 471

57 72

116

503

117

8 452

9 612

22 20 2

23 421

27 26 22 712

LEGEND

Traffic Signal


Yong

e St

reet

Site

Prop

osed

Site

Ac

cess

2

Innisfil Beach Road







Figure 8: 2029 Background Traffic Volumes, Weekday AM and PM Peak Hours10

7

358

166

69 95

83 513

99 530 358 693 540

94 87

78 37 1 3

501 369 119

317

52 796 520

63 79

128

556

129

8 499

9 675

22 20 2

23 464

27 26 22 786

LEGEND

Traffic Signal


Yong

e St

reet

Site

Prop

osed

Site

Ac

cess

2

Innisfil Beach Road







Figure 9: Site Traffic Assignment, Weekday AM and PM Peak Hours0 3 3 1 2

0 2 3 3 3 0 0

0 0 7 5

0 0 1 3

6 3 2 4 0 0 0 4 5

1 1 4 4 0 9 6 5 8

0 0 4 6 8

0 0 3 0 0

5 6

0 0 2

0 0 0 0 5

0 0 0 0 9 LEGEND

Traffic Signal


Yong

e St

reet

Site

Prop

osed

Site

Ac

cess

2

Innisfil Beach Road







Figure 10: Pass-By Trip Adjustment, Weekday AM and PM Peak Hours

-7 -5

7 5

1 3

-10 -6 7 6

10 6 5 10

-4 4 4 8

-3 3

3 4

2

-4 4

-8 8 LEGEND

Traffic Signal


Yong

e St

reet

Site

Prop

osed

Site

Ac

cess

2

Innisfil Beach Road







Figure 11: 2024 Total Traffic Volumes, Weekday AM and PM Peak Hours97 32

8

153

64 88

75 467

92 483 328 621 484

85 78 14 10

71 33 1 3

460 338 110

291

47 711 465 11 11

58 73

120

507

117 19 12 10 18

8 448 8 10 16

9 609 6 0 0

8 10

22 20 2

0 0 23 417 9

27 26 22 704

17 LEGEND

Traffic Signal


Yong

e St

reet

Site

Prop

osed

Site

Ac

cess

2

Innisfil Beach Road







Figure 12: 2029 Total Traffic Volumes, Weekday AM and PM Peak Hours10

7

361

169

70 97

83 515

102 533 361 686 535

94 87 14 10

78 37 1 3

507 372 121

321

52 786 514 11 11

64 80

132

560

129 19 12 10 18

8 495 8 10 16

9 672 6 0 0

8 10

22 20 2

0 0 23 460 9

27 26 22 778

17 LEGEND

Traffic Signal


Yong

e St

reet

Site

Prop

osed

Site

Ac

cess

2

Innisfil Beach Road




26



APPENDICES

Appendix A – Turning Movement Counts and Signal Timing Plans

Appendix B – Background Traffic Information

Appendix C – Capacity Analysis Sheets

Appendix D – Level of Service Definitions

Appendix E – Town of Innisfil Zoning By-law, Excerpts

Appendix F – Town of Innisfil Engineering Design Standards, Excerpts

APPENDIX A Turning Movement Counts

Ontario Traffic Inc.

Morning Peak Diagram Specified PeriodFrom:To:

6:00:00

9:00:00

One Hour PeakFrom:To:

6:45:00

7:45:00

Municipality:Site #:Intersection:TFR File #:Count date:

Innisfil

1714700004

CR 4 (Yonge St) & CR 21 (Innisfil B

1

27-Jun-17

Weather conditions:

Person(s) who counted:

** Signalized Intersection ** Major Road: CR 4 (Yonge St) runs N/S

North Leg Total:

North Entering:

North Peds:

Peds Cross:

825

528

0

Heavys

Trucks

Cars

Totals

10

1

57

68

6

3

370

379

3

0

78

81

19

4

505

Heavys

Trucks

Cars

Totals

28

4

265

297

Heavys Trucks Cars Totals

34 7 560 601


7 0 23 30

11 3 289 303

4 4 57 65

22 7 369

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

398

999

CR 4 (Yonge St)

CR 21 (Innisfil Beach Rd) W

N

E

S

CR 21 (Innisfil Beach Rd)

CR 4 (Yonge St)

East Leg Total:

East Entering:

East Peds:

Peds Cross:

996

569

0

Cars Trucks Heavys Totals

55 2 0 57

416 4 15 435

73 0 4 77

544 6 19


406 3 18 427

Cars

Trucks

Heavys

Totals

500

7

14

521

Cars

Trucks

Heavys

Totals

87

2

9

98

187

2

21

210

39

0

4

43

313

4

34

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

351

872

Comments

Ontario Traffic Inc.

Afternoon Peak Diagram Specified PeriodFrom:To:

15:00:00

18:00:00

One Hour PeakFrom:To:

15:30:00

16:30:00

Municipality:Site #:Intersection:TFR File #:Count date:

Innisfil

1714700004

CR 4 (Yonge St) & CR 21 (Innisfil B

1

27-Jun-17

Weather conditions:

Person(s) who counted:

** Signalized Intersection ** Major Road: CR 4 (Yonge St) runs N/S

North Leg Total:

North Entering:

North Peds:

Peds Cross:

1116

518

0

Heavys

Trucks

Cars

Totals

5

1

82

88

7

2

285

294

1

0

135

136

13

3

502

Heavys

Trucks

Cars

Totals

6

2

590

598


27 6 454 487


2 0 62 64

5 3 403 411

3 2 47 52

10 5 512

Peds Cross:

West Peds:

West Entering:

West Leg Total:

0

527

1014

CR 4 (Yonge St)

CR 21 (Innisfil Beach Rd) W

N

E

S

CR 21 (Innisfil Beach Rd)

CR 4 (Yonge St)

East Leg Total:

East Entering:

East Peds:

Peds Cross:

1096

443

0


78 0 0 78

277 4 13 294

70 1 0 71

425 5 13


643 4 6 653

Cars

Trucks

Heavys

Totals

402

5

10

417

Cars

Trucks

Heavys

Totals

95

1

9

105

450

2

4

456

105

1

0

106

650

4

13

Peds Cross:

South Peds:

South Entering:

South Leg Total:

0

667

1084

Comments

Turning Movement Count DiagramYonge Street & Pioneer Energy Gas Station Access 7:00am - 8:30am & 4:00pm - 5:30pm

Innisfil, Ontario Tuesday November 14, 2017

7:30 to 8:30 - to -

Yonge Street Yonge Street

North Total 964 East Total 0 North Total 0 East Total 0

North Entering 563 Cyclists 0 0 0 East Entering 0 North Entering 0 Cyclists 0 0 0 East Entering 0

North Receiving 401 Truck 0 23 0 East Receiving 0 North Receiving 0 Truck 0 0 0 East Receiving 0

North Peds 3 Cars 9 531 0 East Peds 0 North Peds 0 Cars 0 0 0 East Peds 0

0 0 20 0 0 0 0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0

0 0 26 0 0 0 0 0 0 0 0 0

West Total 78 23 349 0 South Total 984 West Total 0 0 0 0 South Total 0

West Entering 46 0 32 0 South Entering 404 West Entering 0 0 0 0 South Entering 0

West Receiving 32 0 0 0 South Receiving 580 West Receiving 0 0 0 0 South Receiving 0

West Peds 0 South Peds 0 West Peds 0 South Peds 0

15:30 to 16:30

Yonge Street Yonge Street

North Total 1029 East Total 0 North Total 2835 East Total 0

North Entering 385 Cyclists 0 0 0 East Entering 0 North Entering 1398 Cyclists 0 0 0 East Entering 0

North Receiving 644 Truck 1 20 0 East Receiving 0 North Receiving 1437 Truck 1 61 0 East Receiving 0

North Peds 0 Cars 7 357 0 East Peds 0 North Peds 4 Cars 21 1315 0 East Peds 0

0 0 22 0 0 0 0 0 62 0 0 0

0 0 0 0 0 0 0 0 0 0 0 0

0 0 27 0 0 0 0 0 76 0 0 0

West Total 79 22 595 0 South Total 1048 West Total 228 68 1286 0 South Total 2895

West Entering 49 0 27 0 South Entering 644 West Entering 138 0 89 0 South Entering 1443

West Receiving 30 0 0 0 South Receiving 404 West Receiving 90 0 0 0 South Receiving 1452

West Peds 0 South Peds 0 West Peds 1 South Peds 1

Count Hours:

Date:

AM Peak Hour: MD Peak Hour:

Intersection:

Municipality:

Total 3-Hour Count

Gas

Sta

tion

Acce

ss

Gas

Sta

tion

Acce

ss

PM Peak Hour:

Gas

Sta

tion

Acce

ss

Gas

Sta

tion

Acce

ss

PROGRAM LOG Page 20-1

Manual EPAC300 Intersection Controller Unit DEC 01

20. EPAC300 PROGRAM LOG

Prepared By ..........................: ________________________________________________ Date: ____ / ____ / ____

Approved By ................................: _________________________________________________ Date: ____ / ____ / ____

Intersection Name .......................: _Simcoe Rd. 4 & Simcoe Rd. 21____________________________________________________

UTILITIES - ACCESS

Access Code ........................... : ___________ Codes: Four Digits (0000 - 9999)

PHASE DATA - VEHICLE TIMINGS

Basic Times Phase: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Minimum Green ....................... : _5_ _20 _5_ _10 ___ _20 ___ _10 ___ ___ ___ ___ ___ ___ ___ ___

Passage Time ......................... : _30 _50 _30 _30 ___ _50 ___ _30 ___ ___ ___ ___ ___ ___ ___ ___

Maximum No 1 ........................ : _22 _55 _22 _25 ___ _55 ___ _25 ___ ___ ___ ___ ___ ___ ___ ___

Maximum No 2 ........................ : ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___

Yellow Change ........................ : _40 _50 _40 _45 _40 _50 _40 _45 ___ ___ ___ ___ ___ ___ ___ ___

Red Clearance ........................ : _10 _18 _10 _21 ___ _18 ___ _21 ___ ___ ___ ___ ___ ___ ___ ___

Density Times Phase: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Seconds/Actuation .................. : ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___

Maximum Initial ....................... : ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___

Time B4 Reduction .................. : ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___

Cars B4 Reduction .................. : ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___

Time To Reduce ...................... : ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___

Minimum Gap .......................... : ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___

PHASE DATA - PEDESTRIAN TIMINGS & CONTROL

Pedestrian Times Phase: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Walk ........................................ : ___ _15 ___ _14 ___ _15 ___ _14 ___ ___ ___ ___ ___ ___ ___ ___

Pedestrian Clearance .............. : ___ _5_ ___ _5_ ___ _5_ ___ _5_ ___ ___ ___ ___ ___ ___ ___ ___

Pedestrian Control Phase: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Flashing Walk .......................... : ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___

Extended Pedestrian Clear ..... : ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___

Act Rest In Walk ...................... : ___ _1_ ___ ___ ___ _1_ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___

Pedestrian Control Entry: “1” = Yes & “0” = No

PHASE DATA - VEHICLE CONTROL

Veh Control Phase: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Non-Lock Memory ................... : _1_ _1_ _1_ _1_ ___ _1_ _1_ _1_ ___ ___ ___ ___ ___ ___ ___ ___

Dual Entry ................................ : ___ _1_ ___ _1_ ___ _1_ ___ _1_ ___ ___ ___ ___ ___ ___ ___ ___

Last Car Passage .................... : ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___

Conditional Service ................. : ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___

No Simultaneous Gap ............. : ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___ ___

Vehicle Control Entry: “1” = Yes & “0” = No

APPENDIX B Background Traffic Information

Co

un

ty o

f S

imco

e

Tran

spo

rtat

ion

& E

ng

inee

rin

g

An

nu

al A

vera

ge

Dai

ly T

raff

ic S

um

mar

y (

A.A

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.)U

pdat

ed N

ov 2

016

Roa

d# -

Sect

ion

#D

ista

nce

Link

Des

crip

tion

2007

2008

2009

2010

2011

2012

2013

2014

2015

2016

CR

27

001-

016.

14,

300

4,10

03,

900

4,30

015

th S

R N

ew T

ecum

seth

001-

022.

04,

900

4,70

04,

400

4,70

0Ea

st L

imits

/ B

eeto

n00

1-03

1.9

4,90

04,

500

4,40

04,

600

CR

10

001-

043.

13,

000

3,20

02,

400

3,30

0Ad

j/Tos

Tow

nlin

e00

1-04

A2.

9N

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800

4,00

0C

R 5

000

1-05

7.2

1,80

01,

900

1,90

02,

400

Sim

coe

Boun

dary

CR

39

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013.

14,

400

4,70

04,

100

6,00

0C

R 4

Brad

ford

Lim

its00

4-01

9.8

12,7

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14,8

0018

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CR

89

/ CR

300

4-02

4.4

9,60

09,

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11,5

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4,10

04,

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4,50

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300

5-02

5.6

1,70

02,

400

1,80

02,

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Cou

nty

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dary

CR

27

N00

6-01

5.5

4,40

04,

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4,60

0C

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03,

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Page

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11,9

0012

,000

004-

042.

8

Roa

d# -

Sect

ion

#D

ista

nce

Link

Des

crip

tion

2007

2008

2009

2010

2011

2012

2013

2014

2015

2016

CR

39

021-

013.

09,

800

11,1

0012

,200

14,7

00C

R 4

021-

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111

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11,8

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14,0

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18,3

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400

021-

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021-

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9,00

09,

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11,1

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702

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5,10

05,

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6,00

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CR

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06,

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Page

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0012

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14,7

00

AADT Growth Calculation

Review of Traffic Volume Growth on Yonge Street, north of Innisfil Beach Road

Year AADT xy x^2 Growth by Annual(vehicles) Linear Growth

Regression Rate2010 11,200 22512000 4040100 113002013 11,900 23954700 4052169 117002016 12,000 24192000 4064256 12100 1.2%6039 35100 70658700 12156525

Source: County of Simcoe, AADT Summary, dated Nov 2016, Station 004-04

events 3m 133.3333333b -256700

Review of Traffic Volume Growth on Innisfil Beach Road, east of Yonge Street

Year AADT xy x^2 Growth by Annual(vehicles) Linear Growth

Regression Rate2010 11,100 22311000 4040100 108672013 12,200 24558600 4052169 126672016 14,700 29635200 4064256 14467 5.5%6039 38000 76504800 12156525

Source: County of Simcoe, AADT Summary, dated Nov 2016, Station 021-01

events 3m 600b -1195133.333

Stroud Centreville Town of Innisfil

Traffic Impact Study for

Daycore Venture Group Inc.

Type of Document: Final Report

Project Number: JDE – 1637

Date Submitted: August 19

th, 2016

Revised: May 8th, 2017

_______________________________________ 05/08/17 John Northcote, P.Eng. Professional License #: 100124071

JD Northcote Engineering Inc. 86 Cumberland Street

Barrie, ON 705.725.4035

www.JDEngineering.ca

Daycore Venture Group Inc. Stroud Centreville

JDE-1637 Date: May 8

th, 2017

13

Table 11 – Estimated Traffic Generation of Proposed Development

AM Peak Hour PM Peak Hour

IN OUT TOTAL IN OUT TOTAL

TOTAL SITE GENERATION 84 110 194 163 146 309

INTERNAL CAPTURE -14 -15 -29 -43 -43 -86

NET SITE GENERATION 70 95 165 120 103 223

PASS-BY TRIPS -34 -34 -68 -46 -46 -92

TOTAL PRIMARY SITE 36 61 97 74 57 131

4.2 Traffic Assignment

The ITE data provides the anticipated percentage of new residential traffic entering and exiting during the peak hour. The distribution of the residential traffic beyond the local area has been calculated based on the 2011 Transportation Tomorrow Survey [TTS] data for zone 8590 retrieved using the Internet Data Retrieval System [IDRS] (excerpt attached as Appendix H). TTS data provides historical origin and destination work trip percentages for specific areas within the County and the Greater Toronto and Hamilton Area [GTHA]. The distribution of traffic entering at each Site Access location is based on our review of the internal parking and building layout, in conjunction with the external traffic distribution. Traffic distribution for the trips generated by the residential component of the subject site during the AM and PM peak hour is expected to generally follow commuter travel patterns. Our analysis is based on the egressing traffic during the AM peak hour. Logically, the distribution of ingress traffic will follow the inverse of the exiting traffic distribution. For each of the individual areas identified in the TTS data, we have selected the probable route of travel, assuming that people will select their route primarily based on travel time. Table 12 illustrates the calculation of the distribution of ingress and egress traffic for the residential components of the development.

Table 12 – Proposed Residential Traffic Distribution Summary

Scenario

Ingress Traffic Direction Egress Traffic Direction

No

rth

bo

un

d

Via

Yong

e S

treet

So

uth

bo

un

d

Via

Yong

e S

treet

Eastb

ou

nd

via

Vic

tori

a S

treet

Westb

ou

nd

via

Vic

tori

a S

treet

No

rth

bo

un

d

Via

Yong

e S

treet

So

uth

bo

un

d

Via

Yong

e S

treet

Eastb

ou

nd

via

Vic

tori

a S

treet

Westb

ou

nd

via

Vic

tori

a S

treet

AM / PM Peak Hour

35.6% 23.7% 20.5% 20.3% 23.7% 35.6% 20.3% 20.5%

The traffic distribution pattern for residential development traffic is illustrated in Figure 8 in Appendix B respectively for the AM and PM peak hour. The distribution of traffic for the commercial and gas station component of this development is assumed to follow the distribution of the existing traffic volumes within the study area. Table 13 illustrates the calculation of the distribution of ingress and egress traffic for the commercial components of the development.

(12) 7

(18) 1

8

(6) 7

Traffic Volume

AM (PM)

Travel Movement

Traffic Signal

Stop Control

Stop Sign

LEGEND:

20 (10)

(10) 3

(0) 0(9) 4

(-3) 2

(1) 6

0 (0

)

11 (2

7)

1 (5

)

9 (11)

- 4 (-1)

0 (0) 10 (4)

0 (0)

0 (0

)

0 (0

)

(5) 1

(5) 2

2 (8)

2 (2)

(2) 1

0

(2) 8

0 (0

)

24 (4

7)

(0) 0

(36) 3

2

0 (0)

0 (0)

(10) 1

(9) 2

(27) 3

0

(6) 3

21 (3

5)

3 (1

2)

(37) 28

(0) 0

(43) 46

0 (0

)

-10 (-1

2)

32 (5

7)

0 (0)

0 (0)

0 (0)

(0) 0

(-10) -1

3

(32) 2

9




Background Dev - Proposed Mixed-Use Development, 7958 Yonge StreetSource: Traffic Impact Study, dated May 8, 2017, prepared by JD Northcote Engineering Inc.

3 11 5 2 4

3 17 4 2 4

4 2 1 3

8 5 4

24

1117

2

824 LEGEND

Traffic Signal


Yong

e St

reet

Site

Prop

osed

Site

Ac

cess

2

Innisfil Beach Road

Pioneer Gas Station Existing Site Access



PM

-2

KE

Y P

LA

N

CO

UN

TY

OF S

IMC

OE

SIM

CO

E R

OA

DS

21 &

4IN

TE

RS

EC

TIO

N I

MP

RO

VE

ME

NTS

SIM

CO

E R

OA

D 4

SIMCOE ROAD 21 SIMCOE ROAD 21

APPENDIX CCapacity Analysis Sheets

Existing Condition

2019

-01-

04

Prop

osed

Gas

Sta

tion

and

Con

veni

ence

Sto

re, 7

367

Yong

e St

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, Inn

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Sync

hro

7 -

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ort

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upEB

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onfig

urat

ions

Volu

me

(vph

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303

7743

557

9826

043

8142

168

Turn

Typ

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Perm

Perm

Perm

pm+p

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ted

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38

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hase

s4

88

22

66

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88

22

21

66

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(s)

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l Spl

it (s

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Lead

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Lag

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AC

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proa

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83.3

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tuat

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ycle

Len

gth:

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atur

al C

ycle

: 75

Con

trol T

ype:

Sem

i Act

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oord

Max

imum

v/c

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io: 0

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Inte

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Sign

al D

elay

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ters

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n LO

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Inte

rsec

tion

Cap

acity

Util

izat

ion

92.4

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U L

evel

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ervi

ce F

Anal

ysis

Per

iod

(min

) 15

Split

s an

d Ph

ases

:

1: In

nisf

il Be

ach

Roa

d &

Yong

e St

reet

2019

-01-

04

Prop

osed

Gas

Sta

tion

and

Con

veni

ence

Sto

re, 7

367

Yong

e St

reet

, Inn

isfil

Sync

hro

7 -

Rep

ort

Tran

s-Pl

anPa

ge 2

Mov

emen

tEB

LEB

TEB

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BLW

BTW

BRN

BLN

BTN

BRSB

LSB

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RLa

ne C

onfig

urat

ions

Volu

me

(vph

)30

303

6577

435

5798

260

4381

421

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low

(vph

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1900

1900

1900

1900

1900

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66.

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tor,

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0.95

0.95

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Flow

(vph

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(vph

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00

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ph)

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icle

s (%

)20

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Typ

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22

66

Actu

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Gre

en, G

(s)

21.8

21.8

34.9

34.9

34.9

59.9

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71.5

71.5

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tuat

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atio

0.18

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0.29

0.29

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0.50

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0.60

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Cle

aran

ce T

ime

(s)

6.6

6.6

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cle

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FD

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Del

ay (s

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proa

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rsec

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ratio

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Actu

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20.0

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izat

ion

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Anal

ysis

Per

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(min

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ical

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roup

2019

-01-

04

Prop

osed

Gas

Sta

tion

and

Con

veni

ence

Sto

re, 7

367

Yong

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Sync

hro

7 -

Rep

ort

Tran

s-Pl

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ge 3

Mov

emen

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BTSB

TSB

RLa

ne C

onfig

urat

ions

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me

(veh

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2026

2338

155

49

Sign

Con

trol

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de0%

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r Fac

tor

0.95

0.95

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te (v

ph)

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Anal

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Prop

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Sta

tion

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veni

ence

Sto

re, 7

367

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e St

reet

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Sync

hro

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urat

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me

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20.0

Min

imum

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it (s

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tal S

plit

(s)

25.6

25.6

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47.6

47.6

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77.0

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l Spl

it (%

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61.8

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Yello

w T

ime

(s)

4.5

4.5

4.0

4.5

4.5

5.0

5.0

5.0

4.0

5.0

5.0

All-R

ed T

ime

(s)

2.1

2.1

1.0

2.1

2.1

1.8

1.8

1.8

1.0

1.8

1.8

Lost

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e Ad

just

(s)

0.0

0.0

0.0

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l Los

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e (s

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ad/L

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ad-L

ag O

ptim

ize?

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Rec

all M

ode

Non

eN

one

Non

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one

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axM

axM

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one

Max

Max

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ffct G

reen

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19.1

19.1

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70.4

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ated

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io0.

170.

170.

280.

270.

270.

490.

490.

490.

630.

620.

62v/

c R

atio

0.38

0.97

0.36

0.64

0.17

0.22

0.52

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0.29

0.27

0.10

Con

trol D

elay

51.5

82.7

35.3

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Volu

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te (v

ph)

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Lev

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A

Anal

ysis

Per

iod

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04

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tion

and

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ions

Volu

me

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rn T

ype

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ecte

d Ph

ases

43

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itted

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ses

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82

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tal S

plit

(s)

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52.6

52.6

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Tota

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Yello

w T

ime

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4.5

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4.5

4.5

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All-R

ed T

ime

(s)

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1.8

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Lost

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ag O

ptim

ize?

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Rec

all M

ode

Non

eN

one

Non

eN

one

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eM

axM

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axN

one

Max

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20.8

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ated

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290.

290.

450.

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59v/

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atio

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0.39

0.34

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0.16

0.11

Con

trol D

elay

49.7

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32.4

31.2

6.4

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Que

ue D

elay

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l Del

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Cap

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Anal

ysis

Per

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ases

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nisf

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3.

03.

83.

53.

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83.

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5To

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6.6

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Lane

Util

. Fac

tor

1.00

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cted

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Cle

aran

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ime

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l Del

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Leve

l of S

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oach

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ay (s

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rsec

tion

Sum

mar

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CM

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of S

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Cap

acity

ratio

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Anal

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roup

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04

Prop

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Anal

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ases

43

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Yello

w T

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4.5

4.5

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5.0

All-R

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(s)

2.1

2.1

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2.1

2.1

1.8

1.8

1.8

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1.8

1.8

Lost

Tim

e Ad

just

(s)

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e (s

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8Le

ad/L

agLa

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ad-L

ag O

ptim

ize?

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Rec

all M

ode

Non

eN

one

Non

eN

one

Non

eM

axM

axM

axN

one

Max

Max

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ffct G

reen

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17.8

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Actu

ated

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Rat

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300.

280.

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490.

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atio

0.33

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0.41

0.51

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0.07

0.16

0.23

0.09

Con

trol D

elay

54.6

59.4

35.9

36.8

7.9

22.8

18.3

5.5

10.6

11.5

2.7

Que

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elay

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l Del

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tuat

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ycle

Len

gth:

116

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atur

al C

ycle

: 75

Con

trol T

ype:

Sem

i Act

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oord

Max

imum

v/c

Rat

io: 0

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Inte

rsec

tion

Sign

al D

elay

: 28.

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ters

ectio

n LO

S: C

Inte

rsec

tion

Cap

acity

Util

izat

ion

77.4

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U L

evel

of S

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ce D

Anal

ysis

Per

iod

(min

) 15

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s an

d Ph

ases

:

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il Be

ach

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d &

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e St

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2019

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04

Prop

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Gas

Sta

tion

and

Con

veni

ence

Sto

re, 7

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Con

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Con

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i Act

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Max

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Inte

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acity

Util

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Anal

ysis

Per

iod

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Split

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ases

:

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nisf

il Be

ach

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d &

Yong

e St

reet

2019

-01-

04

Prop

osed

Gas

Sta

tion

and

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ence

Sto

re, 7

367

Yong

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reet

, Inn

isfil

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ne C

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me

(vph

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460

5878

328

8812

050

711

715

332

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w (v

phpl

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0019

0019

0019

0019

0019

0019

0019

0019

0019

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idth

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83.

53.

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53.

03.

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53.

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83.

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ime

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6.6

6.8

6.8

6.8

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6.8

Lane

Util

. Fac

tor

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0.98

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Flt P

rote

cted

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rot)

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3527

1668

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1581

1532

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1493

Flt P

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0.55

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rmitt

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66

Actu

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(s)

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33.8

33.8

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50.1

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65.7

65.7

Effe

ctiv

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reen

, g (s

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tuat

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atio

0.19

0.19

0.30

0.30

0.30

0.44

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0.44

0.58

0.58

0.58

Cle

aran

ce T

ime

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cle

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175

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Cle

aran

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ime

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Prog

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l Del

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elay

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ay (s

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rsec

tion

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mar

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rage

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trol D

elay

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of S

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HC

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rsec

tion

Cap

acity

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izat

ion

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U L

evel

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Anal

ysis

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iod

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c

Crit

ical

Lan

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roup

2019

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04

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osed

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tion

and

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veni

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A

Anal

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iod

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Anal

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nisf

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Actu

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(s)

22.6

22.6

37.5

37.5

37.5

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48.8

48.8

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65.3

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0.56

Cle

aran

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ime

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6.6

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6.6

6.6

6.8

6.8

6.8

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6.8

6.8

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23.3

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11.6

Prog

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Fact

or1.

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crem

enta

l Del

ay, d

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l of S

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of S

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Actu

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APPENDIX DLevel of Service Definitions

APPENDIX E Town of Innisfil Zoning By-law, Excerpts

Section 2 Definitions

Town of Innisfil Zoning By-law 080-13 COUNCIL ADOPTED

including amendments up to July, 2018

2.133 Modular Home means a factory built home which is a dwelling unit designed and built to be transported on its own chassis or frame. It may contain parts that can be folded, collapsed, or telescoped when being towed and expanded later to provide additional floor space. It can also be two or more separately towable components that are joined on the chosen site. The modular home is designed for long term year round occupancy. It has facilities for cooking, eating, living, sleeping and sanitation. A modular home does not include a park model mobile home trailer, travel trailer, tent trailer or trailer otherwise designed. For the purposes of this definition, a modular home having an A277 Standard is permitted, while those having either a Z240, Z241 Standard or a combination of either of these with the A277 Standard are not permitted.

2.134 Motel means premises that contain rooms with no private cooking facilities that are rented

on a temporary basis to the public with each room being accessed from the outside. 2.135 Motor Vehicle means an automobile, motorcycle, a motor-assisted bicycle, as amended,

and any other vehicle propelled or driven otherwise than by muscular power. 2.136 Motor Vehicle, Commercial means a motor vehicle used in association with a

commercial or industrial use and has a gross weight (inclusive of load, if applicable) of more than 2,250 kg.

2.137 Motor Vehicle Body Shop means a building or place used as a motor vehicle repair

shop including auto body repairs and spray painting and where motor vehicle fuelling, application of lubricants and related mechanical repairs, washing or cleaning of motor vehicles may be carried out.

2.138 Motor Vehicle Dealership means premises where new or used automobiles or

motorcycles are sold, leased or rented and which may include an accessory motor vehicle repair garage, an accessory motor vehicle body shop or the retail sale of motor vehicle accessories and products as an accessory use.

2.139 Motor Vehicle Gas Bar means premises used for the sale of fuels for motor vehicles

and/or a facility where motor vehicles may be oiled and greased. 2.140 Motor Vehicle Repair Garage means premises used for the repair of motor vehicles

and commercial motor vehicles. 2.141 Motor Vehicle Service Station means a building or place used for the sale of fuels for

motor vehicles, and which may include an accessory motor vehicle washing establishment, the accessory sale of motor vehicle accessories, or an accessory convenience store, but does not include the activities otherwise undertaken at a motor vehicle repair garage or a motor vehicle body shop.

2.142 Motor Vehicle Washing Establishment means a building or structure for the operation

of motor vehicle washing, including self-service or automatic motor vehicle washing. 2.143 Municipal By-Law Enforcement Officer means the officer or employee of the Town of

Innisfil with the duty of enforcing the provisions of municipal by-laws.

2.141 Motor Vehicle Service Station means a building or place used for the sale of fuels for motor vehicles, and which may include an accessory motor vehicle washingestablishment, the accessory sale of motor vehicle accessories, or an accessoryconvenience store, but does not include the activities otherwise undertaken at a motor vehicle repair garage or a motor vehicle body shop.

Section 3 General Provisions

Town of Innisfil Zoning By-law 080-13 COUNCIL ADOPTED

including amendments up to July, 2018

Use Minimum Number of Parking Spaces area

l) Funeral home 1 parking space for every four (4) persons to be accommodated in the design capacity of the buildings

m) Golf course 5.5 parking spaces per hole, plus the parking spaces required for other accessory uses

n) Hotel or motel 1 parking space for every guest room plus any parking spaces required for any accessory uses, such as a restaurant, in accordance with this By-law

o) Marina 1 parking space for every boat slip plus any parking spaces required for any accessory uses, such as a restaurant, in accordance with this By-law

p) Medical office 1 parking space for every 15 square metres of gross floor area

q) Motor vehicle dealership

5 parking spaces or 1 parking space for every 23 square metres of gross floor area to a maximum of fifty spaces (excluding outdoor display and storage of vehicles), whichever is greater, plus four (4) parking spaces per repair bay

r) Motor vehicle service station

1 parking space for every 23 square metres of gross floor area

s) Motor vehicle repair garage, motor vehicle body shop

4 parking spaces per repair bay

t) Personal service establishment


u) Place of entertainment 3 parking spaces for each bowling lane and 1 parking space for every three seats in a theatre. For all other uses, 1 parking space shall be required for every 23 square metres of gross floor area

v) Professional office 1 parking space for every 28 square metres of gross floor area on the first floor plus 1 parking space for every 37 square metres of gross floor area above the first floor

w) Private club 1 parking space for every 4 persons that can be accommodated in the design capacity of the buildings

x) Recreational vehicle sales establishment


y) Restaurant 1 parking space for every 8 square metres of gross floor area which is accessible to patrons or 1 parking space for every 4 persons that can be accommodated in the design capacity of the building, whichever is greater

z) Restaurant, take-out 1 parking space for every 6 square metres of gross floor area which is accessible to patrons or 1 parking space for every 4 persons that can be accommodated in the design capacity of the building, whichever is greater

aa) Retail store 1 parking space for every 19 square metres of gross

Motor vehicle service 1 parking space for every 23 square metres of gross station floor area

APPENDIX F Town of Innisfil Engineering Design Standards, Excerpts

Town of Innisfil Engineering Design Standards and Specifications

SECTION 2.0: ROADWAYS

MAY 2016 Page 24

prohibit the use of lesser grades. The minimum grade permitted is 2%. Maximum grade change shall be 4% at curb or sidewalk and 1% per 2.0 metres average.

2.4.4.12.2 Location

Urban

All residential driveways shall be located in accordance with the setbacks as identified in Appendix C – Minimum Offset Matrix. On corner residential lots, the edge of driveway is to be a minimum of 4.5 metres from the end of the daylight triangle. Non-residential entrances shall not be located within 15.0 m of any intersection and any ramps shall have a minimum level stopping distance of 6.0 m provided between the ramp and the street.

Rural On rural roadways, the end of the driveway culvert shall not be closer than 1.5 metres from the extension of the side yard property line. The same conditions apply for rural non-residential entrances as those listed for urban non-residential above. For both urban and rural situations where frontage or other limitations interfere with standard locations, site specific solutions shall be provided for review and approval by the Town. 2.4.4.12.3 Driveway Pairing

Pairing of driveways is required for all residential lots with a frontage of less than 14.0 m and where the road grade does not exceed 2.5%.

2.4.4.12.4 Driveway Width For a residential driveway, the minimum width is 3.0 m and the maximum width shall be equal to sixty percent (60%) of the lot frontage to a maximum of 9.0 m between street line and curb line.].

For a non-residential, two-way entrance, the minimum width is 7.0 m measured at street line. Site specific zoning regulations apply. Water service/curb stop are to be a minimum of 1.0 m from the edge of the driveway.

The same conditions apply for rural non-residential entrances as those listed for urban non-residential above.

Non-residential entrances shall not be located within 15.0 m of any intersection andany ramps shall have a minimum level stopping distance of 6.0 m provided betweenthe ramp and the street.

For a non-residential, two-way entrance, the minimum width is 7.0 m measured atstreet line. Site specific zoning regulations apply.

Town of Innisfil Engineering Design Standards and Specifications

SECTION 2.0: ROADWAYS

MAY 2016 Page 25

2.4.4.12.5 Radius

For non-residential entrances, the minimum curb radius is 6.0 m, but may need to be greater to accommodate truck traffic and emergency services. The end of the curb radius at street line should not extend beyond property line.

2.4.4.12.6 Driveway Edging

For residential driveways, raised edging using concrete curbing or other materials along the sides of the driveway is not permitted within the Town road allowance, but may be constructed on private property.

2.4.4.12.7 Medians/Islands

The use of medians or islands at intersections and entrances for signalization, entrance/exit control, or aesthetics will be considered by the Town on a case by case basis.

For residential driveways, between the back of curb and property line, the driveway entrance shall have a minimum of 150mm of Granular ‘A’ and 50mm HL3 surface asphalt or other hard surface as approved by the Town. For non-residential entrances, the minimum pavement structure shall be 300mm of Granular ‘B’, 150mm of Granular ‘A’, 50 mm HL4, and 40mm HL3. For fire routes, the minimum pavement structure shall be 400 mm of Granular ‘B’, 150 mm Granular ‘A’, 70 mm HL4 and 40 mm HL3. A more stringent pavement structure may be required and must be confirmed by the Geotechnical Engineer. A lesser pavement structure, with a single lift of asphalt, may be considered for general parking areas outside of the fire route, with consideration for delivery vehicle needs.

2.4.4.13 Walkways

The Town has various types of walkways and different requirements for each. It is recommended that the requirements for walkways be discussed with the Town prior to commencing the engineering design. The following provides general requirements for three typical walkways.

Pedestrian Walkways and Park Maintenance Pathways

Where the walkway block is to serve only pedestrians or where it is to be used as an entrance to an Open Space Block or Park Area and may be used by maintenance equipment, the walkway is to be 3 metres wide with a 1.5 m chain link fence along each side of the walkway block. The walkway shall be concrete for the full 3 metre

For non-residential entrances, the minimum curb radius is 6.0 m, but may need to begreater to accommodate truck traffic and emergency services.

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